Engineering topics
Publications and source records attributed to Fewell, L. L..
Addition of carborane increases thermal stability. Carborane-substituted polyphosphazenes prepared by thermal polymerization of phenylcarbonyl-pentachlorocyclotriphosphazene followed by reaction with sodium trifluoroethoxide to replace remaining chlorine atoms with trifluoroethoxy groups. Improved polymers offer high char yields and resistance to hydrolysis.
Carborane substituted polyphosphazenes were prepared by the thermal polymerization of phenyl-carboranyl penta chlorocyclotriphosphazene. Successive isothermal vacuum pyrolyses were conducted on the polymer and examined for structural changes by infrared spectroscopy. The degradation products were ascertained by gas chromatography-mass spectrometric analysis. It was found that the presence of the carborane group improves the thermal stability of the polymer by retarding the ring chain equilibrium processes of decomposition.
Carborane-substituted polyphosphazenes were prepared by the thermal polymerization of phenyl-carboranyl pentachlorocylotriphosphazene. Successive isothermal vacuum pyrolyses were conducted on the polymer and examined for structural changes by infrared spectroscopy. The degradation products were ascertained by gas chromatography-mass spectrometric analysis. It was found that the presence of the carborane group improves the thermal stability of the polymer by retarding the ring-chain equilibrium processes of decomposition. Previously announced in STAR as A83-21034
Carboranyl-substituted polyphosphazenes are prepared by heat polymerizing a carboranyl halocyclophosphazene at 250 C for about 120 hours in the absence of oxygen and moisture. The cyclophosphazene is obtained by allowing a lithium carborane, e.g., the reaction product of methyl-o-carborane with n-butyllithium in ethyl ether, to react with e.g., hexachlorocyclotriphosphazene at ambient temperatures and in anhydrous conditions. For greater stability in the presence of moisture, the chlorine substituents of the polymer are then replaced by aryloxy or alkoxy groups, such as CF3CH2O. The new substantially inorganic polymers are thermally stable materials which produce a high char yield when exposed to extreme temperatures, and can thus serve to insulate less heat and fire resistant substances.
A process for the preparation of polycarboranylphosphazenes is described. Polydihalophosphazenes are allowed to react at ambient temperatures for at least one hour with a lithium carborane in a suitable inert solvent. The remaining chlorine substituents of the carboranyl polyphosphazene are then replaced with aryloxy or alkoxy groups to enhance moisture resistance. The polymers give a high char yield when exposed to extreme heat and flame and can be used as insulation.
Polymers of carboranyl substituted polyphosphazene are stable at high temperatures and produce insulating char upon pyrolysis. Substituted compounds are prepared by heat polymerizing carboranyl halophosphazene, which is obtained by reacting lithium carborane with, for example, hexachlorocyclotriphosphazene under anhydrous conditions. Chlorine of polymer may be replaced by aryloxy and alkoxy groups.
Multilayered samples of contemporary and improved fire-resistant aircraft seat materials were evaluated for their rates of heat release and smoke generation. Top layers with glass-fiber block cushion were evaluated to determine which materials, based on their minimum contributions to the total heat release of the multilayered assembly, may be added or deleted. The smoke and heat release rates of multilayered seat materials were then measured at heat fluxes of 1.5 and 3.5 W/cm2. Abrasion tests were conducted on the decorative fabric covering and slip sheet to ascertain service life and compatibility of layers
Multilayered samples of contemporary and improved fire-resistant aircraft seat materials (foam cushion, decorative fabric, slip sheet, fire-blocking layer, and cushion-reinforcement layer) were evaluated for their rates of heat release and smoke generation. Top layers (decorative fabric, slip sheet, fire blocking, and cushion reinforcement) with glass-fiber block cushion were evaluated to determine which materials, based on their minimum contributions to the total heat release of the multilayered assembly, may be added or deleted. Top layers exhibiting desirable burning profiles were combined with foam cushion materials. The smoke and heat-release rate of multilayered seat materials were then measured at heat fluxes of 1.5 and 3.5 W/sq cm. Choices of contact and silicon adhesives for bonding multilayered assemblies were based on flammability, burn and smoke generation, animal toxicity tests, and thermal gravimetric analysis.
The thermal response characteristics of fabric and fabric-foam assemblies are described. The various aspects of the ignition behavior of contemporary aircraft passenger seat upholstery fabric materials relative to fabric materials made from thermally stable polymers are evaluated. The role of the polymeric foam backing on the thermal response of the fabric-foam assembly is also ascertained. The optimum utilization of improved fire-resistant fabric and foam materials in the construction of aircraft passenger seats is suggested.
Twenty-six improved fire resistant materials were tested for flash-fire propensity and heat-release rate properties. The tests were conducted to obtain a descriptive index based on the production of ignitable gases during the thermal degradation process and on the response of the materials under a specific fire load.
Multilayered samples of contemporary and improved fire resistant aircraft seat materials (foam cushion, decorative fabric, slip sheet, fire blocking layer, and cushion reinforcement layer) were evaluated for their rates of heat release and smoke generation. Top layers (decorative fabric, slip sheet, fire blocking, and cushion reinforcement) with glass fiber block cushion were evaluated to determine which materials based on their minimum contributions to the total heat release of the multilayered assembly may be added or deleted. Top layers exhibiting desirable burning profiles were combined with foam cushion materials. The smoke and heat release rates of multilayered seat materials were then measured at heat fluxes of 1.5 and 3.5 W/sq cm. Choices of contact and silicone adhesives for bonding multilayered assemblies were based on flammability, burn and smoke generation, animal toxicity tests, and thermal gravimetric analysis. Abrasion tests were conducted on the decorative fabric covering and slip sheet to ascertain service life and compatibility of layers.
Twenty-six improved fire resistant materials were tested for flash-fire propensity and heat release rate properties. The tests were conducted to obtain a descriptive index based on the production of ignitable gases during the thermal degradation process and on the response of the materials under a specific heat load.
This paper describes fire resistivity studies of a wide range of candidate nonmetallic materials for the construction of improved fire resistant aircraft passenger seats. These materials were evaluated on the basis of FAA airworthiness burn and smoke generation tests, colorfastness, and animal toxicity tests. Physical, mechanical, and aesthetic properties were also included in the evaluations. Candidate seat materials that have significantly improved thermal response to various thermal loads corresponding to reasonable fire threats, as they relate to in-fight fire situations, are identified.
Fire resistivity studies were conducted on a wide range of candidate nonmetallic materials being considered for the construction of improved fire resistant aircraft passenger seats. These materials were evaluated on the basis of FAA airworthiness burn and smoke generation tests, colorfastness, limiting oxygen index, and animal toxicity tests. Physical, mechanical, and aesthetic properties were also assessed. Candidate seat materials that have significantly improved thermal response to various thermal loads corresponding to reasonable fire threats as they relate to in-flight fire situations, are identified.
Eighteen samples of aircraft seat materials were evaluated for relative toxicity using the USF/NASA toxicity screening test method. Nine samples were upholstery fabrics and nine samples were cushioning foams. Under these particular conditions of test, the aromatic phenolic and aromatic polyamide fabrics exhibited less toxicity than the samples of wool and wool/nylon fabrics, and the samples of neoprene foams exhibited less toxicity than the samples of polyurethane foams. These relative toxicity rankings were obtained using both apparent lethal concentration for 50 percent of the test animals (ALC50), and time to death (Td) at a fixed weight of material.
Analysis of the volatiles and sublimate produced when para-polyphenylene is pyrolyzed to constant weight under vacuum in the temperature range from 380 to 1000 C indicates that the polymer undergoes thermal degradation in two stages. The first stage involved dehydrohalogenation, which is essentially a curing reaction that produces crosslinking between polyphenylene chains resulting from the loss of chlorine from the polymer in the form of hydrogen chloride. The second stage of the thermal degradation is dehydrogenation because hydrogen is the major volatile species. Increasing amounts of polycyclic aromatic hydrocarbons (phenanthrene and 9, 10 benzphenanthrene) in the sublimate, concomitant with increasing C/H ratios of the polymeric residue with pyrolysis temperature, is consistent with the buildup of polynuclear structures in the polymer matrix.
Papers are presented dealing with the development of aircraft seats with the minimum fire risk. Criteria examined include: flame spread, heat release, and smoke and/or toxic fumes. Materials and performance specifications of all seat material options are provided.
A high-performance sandwich-type fire protection system comprising a steel outer sheath and insulation combined in various configurations is described. An inherent advantage of the sheath system over coatings is that it eliminates problems of weatherability, materials strength, adhesion, and chemical attack. An experimental comparison between the protection performance of state-of-the-art coatings and the sheath system is presented, with emphasis on the protection of certain types of steel tanks for fuel storage and transport. Sheath systems are thought to be more expensive than coatings in initial implementation, although they are less expensive per year for sufficiently long applications.