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Status of Research & Testing to Replace Halon Extinguishing Agents in Civil Aviation

Douglas IngersonLouise SpeitelConstantine SarkosFire Safety TeamFAA Wm. J. Hughes Technical CenterAtlantic City International Airport, NJ 08405

International Aircraft Systems Fire Protection Working GroupApril 3, 2008London, UK

2 2Federal AviationAdministration


Cargo Compartments

Hand Held Extinguishers Lavatory Trash Receptacles

Engine Nacelles

Current Usage of Halon 1301/1211



Halon Replacement in Civil Aviation• Halon Fire Extinguisher Used in Civil Aviation for Over 45 Years

• Montreal Protocol Banned Halon Production (Not Use) on January 1, 1994

• Example of Relative Agent Weights (B777): Lavs (1.5 to 3.0 lbs), Hand-Held (10 to 17.5 lbs), Engine/APU (58 lbs), Cargo (377 lbs)

• FAA Established International Halon Replacement Working Group (Now Called International Systems Fire Protection Working Group) to Develop Minimum Performance Standards (MPS) for Each Application

• Purpose of Each MPS is to Define Full-Scale Fire Tests to Demonstrate Equivalency

• Tests Developed at FAA Technical Center



Agents TestedAgent Chemical Formula NameHalon 1301 CBrF3

Halon 1211 CBrClF2

HFC-227ea CF3CHFCF3 FM-200

HFC-125 CHF2CF3 FE-25

FIC-13I1 CF3I Triodide

2-BTP CH2CBrCF3

HCFC Blend B CF4/CHCl2CF3 Halotron I

HFC-236fa CF3CH2CF3 FE-36

FK-5-1-12 CF3CF3COCF(CF3)2 Novec 1230

Water Mist H20

Water Mist/Nitrogen H20/N2



Lavatory Trash Receptacle Summary

• FM-200 and FE-36 Passed MPS Test

• Airbus and Boeing Offer Lavatory Extinguishers

• MPS Report: DOT/FAA/AR-96/122



Lavatory Trash Receptacle Extinguishers



Hand-Held Extinguishers Summary• Two Fire Tests Required in MPS• Hidden Fire Test Standard (Effectiveness)

– Developed by IASFPWG– U.L. Offers Test Approval

• Seat Fire Extinguishing Test (Toxicity)– Full-Scale Tests at Tech Center– Measure Agent Decomposition Products

• Draft AC 20-42D: “Hand Fire Extinguishers for Use in Aircraft”– Safe Agent Discharge for Wide Range Aircraft/Compartment Volumes

• Know Agents Listed by U.L. (Hidden Fire Test)– HCFC Blend B (Halotron 1)– HFC-227ea (FM-200)– HFC-236fa (FE-26)

• MPS Report: DOT/FAA/AR-01/37



Hidden Fire Test Apparatus



Seat Fire Extinguishing Test (Toxicity)



• Guidance for New Installations of Required Hand-Held Extinguishers

• Lists FAA-Approved Replacement Agents– HCFC Blend B– HFC-227ea– HFC-236fa

• Would replace AC 20-42C• Developed with Experts in IASFPWG• Publish in Federal Register in 2008 for Public

Comment

FAA Advisory Circular AC 20-42D



MINIMUM SAFE COMPARTMENT VOLUME NO VENTILATION

For the following 5 B:C extinguishers, released at 70ºF: (21.1ºC)Minimum Safe Volume (ft3) 2, 3Agent Agent

Weight1

(lbs) Sea Level(For info only)

8,000 ft P Altitude(Pressurized Cabin)

14,000 ft P Altitude

18,000 ft 4 P Altitude Nasal Cannula Oxygen Supply

25,000 P Altitude Diluter-Demand Oxygen Mask

2276 2678

200

159

Halon 1211 2.5 556 749 947 1111 1497

Halon 1301 5.0 192 259 327 385 517

170

3586

269

128 214

1799

135

107

1337

99

80

HCFC Blend B

HFC-227ea 5.5

HFC-236fa

5.2

4.75

1. The agent weight for a 5 B:C extinguisher is extinguisher dependent.2. Use this table if air change time is unknown or exceeds 6 minutes3. Multiply this number by the number of extinguishers in the aircraft4. If nasal cannula oxygen on-board nasal cannula



AGENT TOXICITY: NO. OF 5BC BOTTLES ALLOWED (NO VENTILATION, 8000 FT ALTITUDE, 70ºF)

AC40-22DAC20-42C & UL1093

108

43

21

0.8

0.8

0.5

0.3

Halon 1301

198

80

38

1.5

1.5

1.0

0.5

HFC-227ea

503.07.1171315,333B727-100

1.90.10.30.714204Sikorsky S76

1056.3153625511,265B767-200

B 747

Cessna C421B

Cessna 210C

Cessna 152

Aircraft/ Helicopter

16

0.1

0.08

0.04

HCFC Blend B

37

0.3

0.2

0.1

Halon 1211

260

2.0

1.3

0.7

HFC-236fa

9050027,899

0.710217

0.56140

0.3277

Halon 1211

Max No. Seats

Vol(ft3)

AC40-22DAC20-42C & UL1093

108

43

21

0.8

0.8

0.5

0.3

Halon 1301

198

80

38

1.5

1.5

1.0

0.5

HFC-227ea

503.07.1171315,333B727-100

1.90.10.30.714204Sikorsky S76

1056.3153625511,265B767-200

B 747

Cessna C421B

Cessna 210C

Cessna 152

Aircraft/ Helicopter

16

0.1

0.08

0.04

HCFC Blend B

37

0.3

0.2

0.1

Halon 1211

260

2.0

1.3

0.7

HFC-236fa

9050027,899

0.710217

0.56140

0.3277

Halon 1211

Max No. Seats

Vol(ft3)

Less than one 5 B:C extinguisher allowedLess than one 5 B:C extinguisher allowed



MODELING ARTERIAL BLOOD CONCENTRATIONS OF HALOCARBONS USING 1st ORDER KINETICS

dB/dt = k1 C(t) - k2B(t)

BloodB(t) Wastek1 k2C(t)

Lung

Ventilated Cabinτ = Air Change Time

where: C(t) = C0. Exp(-t/τ)

Solution:( ) ⎟

⎠⎞

⎜⎝⎛ −−−

−•••

= τττ


BloodB(t) Wastek1 k2C(t)

Lung


BloodB(t) Wastek1 k2C(t)BloodB(t) Wastek1 k2C(t)

Lung

Ventilated Cabinτ = Air Change Time

where: C(t) = C0. Exp(-t/τ)

Solution:( ) ⎟

⎠⎞

⎜⎝⎛ −−−

−•••

= τττ

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ



KINETIC MODELING OF ARTERIAL HALON 1211 BLOOD CONCENTRATION IN VENTILATED AIRCRAFT

Critical Arterial Concentration

The peak arterial concentrations are used to develop the selector curves

τ =1 minute

τ =6 minutes

τ = Air Change

Time

Arterial Blood Concentration for Exposure to 1.0% Halon 1211 at Various Air Change Times

0

5

10

15

20

25

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Time (minutes)

Art

eria

l Con

cent

ratio

n of

HFC

236f

a (m

g/L) Tau = 0.5min

Tau =1 min

Tau = 2 min

Tau = 3 min

Tau = 4 min

Tau = 5 min

Tau = 6 min

Tau = 100000 min

Safe Human Exposure

Measured B No Ventilation

C/Cinitial = C/Co = exp (-t / τ) ⎟⎟

⎠

⎞

⎜⎜

⎝

⎛ −−•=

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ

k 1= 38.6, k 2= 1.74

22.2

τ =1 minute

τ = 6 minutes


0

5

10

15

20

25

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Time (minutes)

Art

eria

l Con

cent

ratio

n of

HFC

236f

a (m

g/L) Tau = 0.5min

Tau =1 min

Tau = 2 min

Tau = 3 min

Tau = 4 min

Tau = 5 min

Tau = 6 min

Tau = 100000 min

Safe Human Exposure



⎠

⎞

⎜⎜

⎝

⎛ −−•=

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ

k 1= 38.6, k 2= 1.74

22.2


0

5

10

15

20

25

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Time (minutes)

Art

eria

l Con

cent

ratio

n of

HFC

236f

a (m

g/L) Tau = 0.5min

Tau =1 min

Tau = 2 min

Tau = 3 min

Tau = 4 min

Tau = 5 min

Tau = 6 min

Tau = 100000 min

Safe Human Exposure



⎠

⎞

⎜⎜

⎝

⎛ −−•=

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ

k 1= 38.6, k 2= 1.74

22.2

τ =1 minuteτ =1 minute

τ = 6 minutes




Arterial Blood Concentration (mg/L) for Exposure to 15% HFC236fa at Various Air Change Times

0

10

20

30

40

50

60

70

80

90

100

110

120

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Time (minutes)

Art

eria

l Con

cent

ratio

n of

HFC

236f

a (m

g/L)

Tau = 0.5min

Tau =1 min

Tau = 2 min

Tau = 3 min

Tau = 4 min

Tau = 5 min

Tau = 6 min

Tau = 100000 min

Safe Human Exposure


C/Cinitial = C/Co = exp (-t / τ)

⎟⎟

⎠

⎞

⎜⎜

⎝

⎛ −−•=

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ


τ =1 minute τ =6 minutes


0

10

20

30

40

50

60

70

80

90

100

110

120

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Time (minutes)

Art

eria

l Con

cent

ratio

n of

HFC

236f

a (m

g/L)

Tau = 0.5min

Tau =1 min

Tau = 2 min

Tau = 3 min

Tau = 4 min

Tau = 5 min

Tau = 6 min

Tau = 100000 min

Safe Human Exposure



⎟⎟

⎠

⎞

⎜⎜

⎝

⎛ −−•=

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ


0

10

20

30

40

50

60

70

80

90

100

110

120

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Time (minutes)

Art

eria

l Con

cent

ratio

n of

HFC

236f

a (m

g/L)

Tau = 0.5min

Tau =1 min

Tau = 2 min

Tau = 3 min

Tau = 4 min

Tau = 5 min

Tau = 6 min

Tau = 100000 min

Safe Human Exposure



⎟⎟

⎠

⎞

⎜⎜

⎝

⎛ −−•=

( ) ⎟⎠⎞

⎜⎝⎛ −−−

−•••

= τττ


τ =1 minuteτ =1 minute τ =6 minutes

KINETIC MODELING OF ARTERIAL HFC236fa BLOOD CONCENTRATION IN VENTILATED AIRCRAFT

The peak arterial concentrations are used to develop the selector curves

k1= 27.73

k2= 3.924

τ = Air Change

Time



HFC-236fa SELECTOR FOR PRESSURIZEDVENTILATED COMPARTMENTS

Perfect mixing

assumed0.1053

0.05

0.06

0.07

0.08

0.09

0.10

0.11

0.12

0 1 2 3 4 5 6

Air Change Time, Tau (Minutes)

Max

imum

HFC

-236

fa W

eigh

t/ Vo

lum

e (p

ound

s/ft3 )

Pressurized aircraft (at 8,000 ft. P altitude): Maximum safe weight HFC-236fa for 100 ft3 aircraft at Tau = 0.5 min= 100 ft3 X 0.1053 lbs/ft3 = 10.53 lb. HFC-236fa

8,000 ft.

0.1053

0.05

0.06

0.07

0.08

0.09

0.10

0.11

0.12

0 1 2 3 4 5 6

Air Change Time, Tau (Minutes)

Max

imum

HFC

-236

fa W

eigh

t/ Vo

lum

e (p

ound

s/ft3 )

Pressurized aircraft (at 8,000 ft. P altitude): Maximum safe weight HFC-236fa for 100 ft3 aircraft at Tau = 0.5 min= 100 ft3 X 0.1053 lbs/ft3 = 10.53 lb. HFC-236fa

8,000 ft.

8,000 ft pressure altitude



Engine Nacelle/APU Summary• Full-Scale Engine Nacelle Fire Simulator Only Exists at Tech

Center• Spray and Residual (Pan) Fires/Jet Fuel, Hydraulic Fluid,

Engine Oil• Two Mass Flow Rates/Two Temperatures• Equivalency Determinations (Halon 1301 = 6%)

– HCF-125 = 17.6%– CF3I = 7.1%– FK-5-1-12 = 6.1%

• FAA/Airbus Tests in ENFS– Proprietary Agent Equivalency/Certification Criteria Determined– Agent/System Will be Made Available for Production Airplanes

• FAA/Walter Kidde/Boeing Began Testing New Agent in ENFS in 2007

• MPS Report: Draft (Available)



Effect of Mass of HFC-125 on Reignition Time Delay

0

1

2

3

4

5

6

0.0 0.5 1.0 1.5 2.0 2.5 3.0

Reignition Time Delay (sec)

Mas

s HFC

-125

(kg)

.



Three Year Variation of Ignition Time Delays

0.00.51.01.52.02.53.03.54.04.55.05.56.06.57.003

605-

15, 1

546

0361

1-11

, 105

703

624-

14, 1

431

0390

3-11

, 101

303

916-

12, 0

847

03c1

7-13

, 135

004

108-

10, 1

008

0421

7-12

, 134

604

310-

10, 0

951

0432

3-10

, 143

604

421-

10, 1

030

0450

3-10

, 150

004

622-

11, 1

505

0471

4-10

, 135

004

802-

11, 1

504

0480

9-10

, 083

804

830-

10, 1

053

0491

5-11

, 135

706

411-

11, 1

433

0642

7-13

, 143

006

511-

11, 1

113

0660

7-11

, 102

406

620-

11, 1

035

0680

9-10

, 154

306

830-

14, 1

547

Test Identification

Ave

rage

RTD

(sec

onds

) .

HiVent JP8 spray HiVent OIL spray LoVent JP8 spray LoVent OIL sprayHiVent JP8 pool LoVent JP8 pool standard deviation



Equivalent Concentration of HFC-125, CF3I, and FK-5-1-12 at Different Fire Scenarios

17.6

7.7

16.9

7.45.6

2.7

4.8

7.16.1

5.2 5.7 5.5

14.3

12.2

02468

101214161820

JP8 spray OIL spray JP8 pool JP8 spray OIL spray JP8 pool

Equi

vale

ntC

once

ntra

tion

.(%

v/v)

HFC-125 CF3I FK-5-1-12

HIGH VENTILATION FLOW LOW VENTILATION FLOW



Comparison of Maximum Equivalent Concentrations of CF31 HFC-125, and FK-5-1-12 with NFPA 2001 Inerting and Cup Burner Data

4.5

17.6

6.1

7.16.5

15.7

8.1

14.7

8.88.7

3.2

0

5

10

15

20

CF3I HFC-125 FK-5-1-12

Replacement Candidate

Vol

umet

ric C

once

ntra

tion

(%v/

v) .

Maximum Equivalent ConcentrationPeak Inerting Concentration (propane)Peak Inerting Concentration (methane)Cup Burner (n-Heptane)

via non-standard apparatus



Cargo Compartment Summary• Full-Scale 2000 ft3 Test Article Specified in MPS• Four Fire Scenarios

– Bulk-Loaded Cargo– Containerized Cargo– Surface Burning Fire– Exploding Aerosol Can

• Much Activity but Each Approach has Shortcomings– HFC-125/FM-200: High Weight Penalty, High HF Concentrations,

Ignition of Smoke Layer– CF3I: Toxicity Concerns– 2-BTP/Novec 1230: Overpressures at Below Inerting Concentrations

During Aerosol Can Scenario• Water Mist/Nitrogen System Concept

– Promising but Requires Significant Development and Acceptance• MPS Report: DOT/FAA/AR-TN05/20



Cargo Compartment MPSBulk-Load Configuration

Ignited Box

178 Cardboard Boxes



Status Summary on Halon Replacementin Civil Aviation

• Lavatory: Replacement Agents (2) Identified and Are Being Installed in Newly Manufactured Aircraft

• Hand-Held Extinguishers: Replacement Agents/Extinguishers (3) Identified But Are Not Being Installed By Manufacturers Because of Increased Weight and Volume

• Engines:– Significant and Promising Activity last Several Years– One Manufacturer has Selected a Replacement Agent for a New

Aircraft Design and Possibly Current Manufactured Aircraft– Another Manufacturer having New Agent Tested at FAA

• Cargo Compartments:– No Substantive Activity in Recent Years– Previous Agents Tested Unsuitable or Require Significant Development– Most Challenging and Most Important (Largest Halon Usage)

Application– FAA will Conduct Tests in Cooperation with the Aircraft Manufacturers

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