Presented to: International Aircraft Materials Fire Test Working Group – Sao Jose Dos Campos, Brazil By: Robert Ian Ochs Date: Tuesday, March 4, 2008 Federal Aviation Administration Development of a Next-Generation Burner for Testing Thermal Acoustic Insulation Burnthrough Resistance
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Development of a Next-Generation Burner for Testing Thermal Acoustic Insulation Burnthrough Resistance
Development of a Next-Generation Burner for Testing Thermal Acoustic Insulation Burnthrough Resistance. Outline. Background Next Generation Burner Design Operational Parameters Proof of Concept Construction and Calibration of Multiple NexGen Burners - PowerPoint PPT Presentation
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Presented to: International Aircraft Materials Fire Test Working Group – Sao Jose Dos Campos, Brazil
By: Robert Ian Ochs
Date: Tuesday, March 4, 2008
Federal AviationAdministrationDevelopment of a Next-
Generation Burner for Testing Thermal Acoustic Insulation Burnthrough Resistance
NexGen Burner Development 2Federal AviationAdministrationMarch 4, 2008
Outline
• Background• Next Generation Burner Design• Operational Parameters• Proof of Concept• Construction and Calibration of Multiple
NexGen Burners• Comparative Testing of NexGen Burners at
Various Locations
NexGen Burner Development 3Federal AviationAdministrationMarch 4, 2008
Background
• Final Rule on thermal acoustic insulation burnthrough was issued in August 2003, but the compliance date was delayed until September 2009– Airframe manufacturers had concerns with the
availability and reliability of the specified test apparatus (Park DPL 3400 oil burner)
• The Park oil burner was found to be out of production• Two different types of DPL 3400 were manufactured over
the years, producing different flames
NexGen Burner Development 4Federal AviationAdministrationMarch 4, 2008
NexGen Burner Concept• Initial Concept:
– Compressed air metered with a sonic nozzle (critical flow venturi)
– Fuel provided by a pressurized fuel tank
– Utilize the original Park draft tube components
• Stator• Igniters• Nozzle• Turbulator
– By using the same components and matching the air velocity and fuel flow rate, the overall character of the flame is unchanged
NexGen Burner Development 5Federal AviationAdministrationMarch 4, 2008
NexGen Burner Design
Cone
Turbulator
Fuel Nozzle
Igniters
StatorDraft Tube
Housing
Cradle
Muffler
Sonic Orifice
Pressure Regulator
NexGen Burner Development 6Federal AviationAdministrationMarch 4, 2008
NexGen Burner Development 7Federal AviationAdministrationMarch 4, 2008
Solenoid or manual ball valve
Pressure Regulator (in the range of 0-150 psig)
e.g., Bellofram Type 70 Pressure Regulator, 2-150 psig, max 250 psig inlet, approx $79
Fuel
Air/N2 @ ~120 psig
Solenoid or manual ball valve
Compressed gas (from bottled Nitrogen or Air, or air compressor, if it is capable
VentPressurized Air Inlet
Nozzle 5.5 GPH 80 deg-PL
Vent to lab or outdoors
Pressure Vessel (for example, McMaster-Carr p/n 1584K7, ASME-Code Vertical Pressure Tank W/O Top Plate, 15 Gallon Capacity, 12" Dia X 33" L, $278.69) or any suitable pressure vessel that can withstand pressures of around 150 psig.
Fuel Fill
Fuel Outlet This schematic is pretty basic. You can supplement this design with whatever instrumentation you would like to obtain the required data or to make for easier operation. Some examples would be a pressure transducer, remotely operated solenoid valves, fuel flow meter, etc.
Pressurized Fuel SystemSolenoid or manual ball valve
High pressure liquid level sight gauge (We use McMaster Carr p/n: 3706K23)
Needle valve to control venting
Ice Bath
H2O
NexGen Burner Development 8Federal AviationAdministrationMarch 4, 2008
Air Velocity Observations
Exit Velocity as a Function of Inlet Air Temperature
0
500
1000
1500
2000
2500
0 20 40 60 80 100 120
Inlet Pressure, psig
Exit
Velo
city
, fpm
Air Temp = 50°FAir Temp = 110°F
EXIT VELOCITY AS A FUNCTION OF TEMPERATURE, 60 PSIG
1280130013201340136013801400142014401460
0 20 40 60 80 100 120
TEMPERATURE, DEG. F
VEL
OC
ITY,
FPM
NexGen Burner Development 9Federal AviationAdministrationMarch 4, 2008
Flowrate as a Function of Temperature, Nozzle "A", 120 psig
5.76
5.65
5.58
5.55
5.6
5.65
5.7
5.75
5.8
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature
Flo
wra
te, g
ph
Comparison of Fuel Density
775780785790795800805810815820825
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140
Temperature, °FD
ensi
ty, k
g/m
3
JP8 @ FAATCJet-A @ Boeing
Fuel Temperature Observations
NexGen Burner Development 10Federal AviationAdministrationMarch 4, 2008
Insulated Beverage Cooler 72 qt. capacity
Air Cooling
Water in/out
Fuel Cooling
Fuel in/out
Ice / Water Mixture
Ice Bath
NexGen Burner Development 11Federal AviationAdministrationMarch 4, 2008
Heat Exchange System
Fuel Tank
Water Pump
Air From Compressor
Condensate Separator
McMaster-Carr p/n 43775K55
BurnerCooler w/ice water
Blue = Water Lines
Orange = Fuel Lines
Black = Air Lines
Heat Exchanger
McMaster-Carr p/n 3865K78
NexGen Burner Development 12Federal AviationAdministrationMarch 4, 2008
• Air– Pressure: 60 psig (±2 psig)– Temperature: 50°F (±10°F)– Mass Flow Rate: 66 SCFM (dictated by pressure)
NexGen Burner Development 13Federal AviationAdministrationMarch 4, 2008
Flame Temperature Measurement
18001820184018601880190019201940196019802000
Thermocouple, Left to Right
Tem
pera
ture
, ºF
Measurement 1Measurement 2
NexGen Burner Development 14Federal AviationAdministrationMarch 4, 2008
Proof of Concept: RRVIII-Mat’l A
0
20
40
60
80
100
120
FAAFlanged
FAASocket
FAASocket 2
NexGen Lab C Lab I Lab J
Bur
nthr
ough
Tim
e, se
c.
Average = 95.3 sec.
NexGen Burner Development 15Federal AviationAdministrationMarch 4, 2008
Proof of Concept: RRVIII-Mat’l B
0
50
100
150
200
250
300
350
FAAFlanged
FAASocket
FAASocket 2
NexGen Lab C Lab I Lab J
Bur
nthr
ough
Tim
e, se
c.
Average = 265.9 sec.
NexGen Burner Development 16Federal AviationAdministrationMarch 4, 2008
Proof of Concept: RRVIII-Mat’l C
0
50
100
150
200
250
FAAFlanged
FAASocket
FAASocket 2
NexGen Lab C Lab I Lab J
Tim
e to
Exc
eed
2.0
BT
U/ft
2 *s, s
ec.
Average = 100.7 sec.
NexGen Burner Development 17Federal AviationAdministrationMarch 4, 2008
Repeatability – Relative Standard Deviation
0
5
10
15
20
FAAFlanged
FAASocket
FAASocket 2
NexGen Lab C Lab I Lab J
Rel
ativ
e St
anda
rd D
evia
tion,
%
NexGen Burner Development 18Federal AviationAdministrationMarch 4, 2008
Summary of Concept Phase
• A burner can be fabricated from easily obtainable parts and materials
• By replicating the input/output parameters of the Park oil burner, the concept burner could deliver a flame similar in character to that of the Park
• The concept burner’s burnthrough performance was shown to be similar to the FAA Park oil burner, as well as several other “socket” type Park oil burners
• A better method of measuring the burner performance is desired with a higher level of accuracy
NexGen Burner Development 19Federal AviationAdministrationMarch 4, 2008
Construction and Calibration of Multiple Burners• Objective
– Construct 10 identical burners– Show reliability of performance from test to test (one burner)– Show repeatability of burner performance from burner to burner– Show reproducibility of burner performance at various locations
• Procedure– Assemble and designate a burner (i.e., NG1, NG2, etc.)– Burner components are unique to each designated burner (stator,
– Measure burner performance at FAATC lab (fuel flow, air flow, flame temperature, burnthrough times)
– Package burner, ship to participating laboratory– Lab will perform same tests and compare results– If results are similar to those obtained at the FAATC, then burner is
performing properly
NexGen Burner Development 20Federal AviationAdministrationMarch 4, 2008
NexGen Burner Distribution
• Currently, NexGen burners are located at:– NG1: CEAT, Toulouse, France– NG2: FAATC– NG3: FAATC– NG4: Mexmil, Santa Ana, CA, USA– NG5: AIRBUS, Bremen, Germany– NG6: BOEING, Seattle, WA, USA– NG7: FAATC– NG8: JEHIER, Chemile, France– NG9: FAATC– NG10: FAATC
• Parts for more burners will be ordered soon!
NexGen Burner Development 21Federal AviationAdministrationMarch 4, 2008
New Blanket Holder
• Lightweight PAN (TexTech) materials have been found to have a high level of consistency with characteristic burnthrough times related to the material density (8579 or 8611)
• These materials were also found to be greatly affected by the original blanket holder, the test rig that simulates the structure of an aircraft fuselage
• A new sample holder was designed to increase the consistency of the burnthrough times in order to isolate the performance of the NexGen burners from all other effects
NexGen Burner Development 22Federal AviationAdministrationMarch 4, 2008
Picture Frame Blanket HolderINNER FRAME
OUTER FRAME
SUPPORTS
NexGen Burner Development 23Federal AviationAdministrationMarch 4, 2008
Picture Frame Blanket Holder
NexGen Burner Development 24Federal AviationAdministrationMarch 4, 2008
Frame Alignment
Centerline of picture frame (9.125”) is aligned with centerline of cone
CL
CL
4” from cone face to blanket surface
NexGen Burner Development 25Federal AviationAdministrationMarch 4, 2008
Material will typically shrink within 20 sec. from the top and the sides. The center portion, where the burnthrough is occurring, will not be affected by this.
Testing
NexGen Burner Development 26Federal AviationAdministrationMarch 4, 2008
Picture Frame Initial Results• High level of repeatability was
observed– Identical results observed with
the FAA Park and the NexGen– Much higher level of
repeatability– Relative Standard Deviation
decreased by a factor of 10
229 229
0
50
100
150
200
250
FAA Flanged Park NexGen
Bur
nthr
ough
Tim
e, se
c.
10
12
0.7
2.6
0
2
4
6
8
10
12
14
FAA Park NexGen
Burner
RSD
%
Original Blanket HolderPicture Frame
NexGen Burner Development 27Federal AviationAdministrationMarch 4, 2008
NexGen Burner Development 31Federal AviationAdministrationMarch 4, 2008
Overall Averages220.01
180.96
0.00
50.00
100.00
150.00
200.00
250.00
8611 8579
MATERIAL
AV
ER
AG
E B
T TI
ME
, SE
C
NexGen Burner Development 32Federal AviationAdministrationMarch 4, 2008
Overall Reproducibility
4.41 4.41
0.0
1.0
2.0
3.0
4.0
5.0
6.0
8611 8579
MATERIAL
% S
TD D
EV
NexGen Burner Development 33Federal AviationAdministrationMarch 4, 2008
Summary of Results
• Overall, the picture frame test method was useful in determining if burners are performing properly at different locations
• The test method was found to be more repeatable and reproducible than when testing the same materials on the original blanket holder
• Although this test method provides highly accurate results, it is in no means intended to replace the original test method
• This testing method will not be required for calibrating NexGen burners; rather it can be used to ensure that a burner is not deviating from it’s original performance
NexGen Burner Development 34Federal AviationAdministrationMarch 4, 2008
Near-Future Work
• Set up and administer a picture frame round robin test with all NexGen burner labs– Tight control
• Burner input settings• Samples sent from FAA Tech Center• Conditioning of samples prior to testing• Lab test forms and data collection
– Analyze data
NexGen Burner Development 35Federal AviationAdministrationMarch 4, 2008
Muffled Muffler• During seat burner trial and error
testing, some reticulated foam was jammed into the muffler to see if it had an effect on creating a more uniform air stream
• To our amazement it muted the sound of the sonic choke to almost as quiet as a Park burner
• We then re-measured the burner exit velocity in the same manner as before with the Omega HH30 vane anemometer
• The exit velocity was unchanged
• Comparative picture frame testing is planned in order to verify the equivalence
0
500
1000
1500
2000
0 20 40 60 80 100
Inlet Pressure, psig
Exi
t Vel
ocity
, FP
M
NO FOAMFOAM
NexGen Burner Development 36Federal AviationAdministrationMarch 4, 2008
Muffled Muffler
NexGen Burner Development 37Federal AviationAdministrationMarch 4, 2008
Thermal Acoustic Insulation Blanket Comparative Testing• Boeing created 3 types of thermal acoustic
insulation specimen samples: Material A, B, and C
• Three tests worth of each material were created for each burner; therefore, each burner would run 9 tests total
• Tests were run initially at Boeing then at the tech center on the FAA Park and FAA NG4 with Boeing personnel witnessing testing
NexGen Burner Development 38Federal AviationAdministrationMarch 4, 2008
Burner Input Parameters and Backside Heat Flux - Material A - FAA Park
0
20
40
60
80
100
120
140
0 100 200 300 400 500
Time, sec.
Tem
pera
ture
, °F
0.0
0.2
0.4
0.6
0.8
1.0
1.2
Bac
ksid
e H
eat F
lux,
B
TU/ft
2s
AirTemp
FuelTempCal1
Cal2
Test Start at 2 min.
Results – FAA Park, Material A
NexGen Burner Development 39Federal AviationAdministrationMarch 4, 2008
Results – FAA NG4, Material ABurner Input Parameters and Backside Heat Flux - Material A - FAA NG4
0
20
40
60
80
100
120
140
0 100 200 300 400 500
Time, sec
Pres
sure
, psi
g, a
nd
Tem
pera
ture
, °F.
0.0
0.2
0.4
0.6
0.8
1.0
1.2
Bac
ksid
e H
eat
Flux
,BTU
/FT2
-s
AirPres
FuelPres
AirTemp
FuelTemp
Cal1
Cal2
Test Start at 2 min.
NexGen Burner Development 40Federal AviationAdministrationMarch 4, 2008
Results – Boeing NG6, Material ABurner Input Parameters and Backside Heat Flux - Material A - Boeing NG6
0
20
40
60
80
100
120
140
0 100 200 300 400 500
Time, sec.
Pres
sure
, psi
g an
d Te
mpe
ratu
re °F
0.0
0.2
0.4
0.6
0.8
1.0
1.2
Bac
ksid
e H
eat F
lux
BTU
/FT2
-s
AirPres
FuelPres
AirTemp
FuelTemp
Cal1
Cal2
Test Start at 2 min.
NexGen Burner Development 41Federal AviationAdministrationMarch 4, 2008
Summary
• A next-generation burner was developed for testing the burnthrough resistance of thermal acoustic insulation– The burner was constructed from readily available parts and materials– The burner performance was proven to be similar to that of the FAA
Park– The burner was shown to perform similarly when moved from one
laboratory to another– Multiple burners were constructed, and all were found to be in good
agreement with each other and the FAA Park• A method was developed for quantifying the burnthrough
performance of the NexGen burners• When testing thermal acoustic insulation blankets, the
NexGen burners provided very similar results to that of the FAA Park
NexGen Burner Development 42Federal AviationAdministrationMarch 4, 2008
NexGen Burner Development 43Federal AviationAdministrationMarch 4, 2008