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Airplane fire protection demands a very high level of reliability. In flight there is no escape from a fire and with an abundance of fuel and ignition sources, the threat of a fire onboard an airplane is ever present. Today's airplanes comply with existing fire protection regulations. The regulations affecting fire protection change with the advent of new technologies and experiences. This paper addresses methods for fire protection in the design of new airplanes. Prevention of a fire is the best method of fire protection, for it is best to prevent a fire than to have to deal with a fire in flight, but dealing with a fire in flight may become inevitable at one point or another. This is why fire protection methods such as passive methods and active methods are addressed.

There have been 17 fuel tank ignition events on commercial airplanes since 1959 that have resulted in 542 fatalities and 11 airplane losses. On the military side there have been 12 airplane losses on military version of the B-707 and the B-52 airplanes. The Most notable accident was the TWA 800 in July 1996 on the Boeing 747 which caused loss of 230 lives. This paper looks at the potential root causes of fuel tank explosions and the corrective actions that industry can undertake to minimize the hazard of fuel tank explosions. Fuel tank flammability and ignition sources are considered. The areas looked at are design, installation, and maintenance. Compliance to Federal Airworthiness Regulation are reviewed.

Reliability of Electronic Engine Controls (EEC) for airplane jet engines is critical for reliable and economic operations of the airplane. EEC failures can cause in-flight engine shut downs and airplane dispatch delays. The economic impact of this shortcoming is very large on the airlines, engine suppliers, and airplane manufacturers. The EEC is one of the most complex and expensive components of the jet engine. Reliability must be designed into the EEC from the initial stage of design by consideration of the environment, hardware selection, manufacturing processes, software design, rigorous testing, fault detection and monitoring logic, and proper in-service trouble shooting procedures. This paper outlines an approach for designing a high reliability EEC and includes a novel design for controlling EEC cooling.

Reliability of Electronic Engine Controls (EEC) for airplane jet engines is critical for reliable and economic operations of the airplane. EEC failures can cause in-flight engine shut downs and airplane dispatch delays. The economic impact of this shortcoming is very large on the airlines, engine suppliers, and airplane manufacturers. The EEC is one of the most complex and expensive components of the jet engine. Reliability must be designed into the EEC from the initial stage of design by consideration of the environment, hardware selection, manufacturing processes, software design, rigorous testing, fault detection and monitoring logic, and proper in-service trouble shooting procedures. This paper outlines an approach for designing a high reliability EEC and includes a novel design for controlling EEC cooling.

As a result of the 1996 Valujet accident, the United States Federal Aviation Regulations Sec 121.314(c) require that after March 19, 2001, each Class D cargo compartment must meet the requirements of FAR 25.857(c) and FAR 25.858 for Class C cargo compartments and all cargo operation aircraft may have the Class D compartments meet the requirements of FAR 25.857(e) for Class E. This paper addresses issues relative to the conversion from Class D to Class C cargo compartments for the design and installation of fire detection systems, fire suppression systems, flight deck indications, systems description and system operation, certification testing, certification, updating of aircraft flight and technical manuals, and continued airworthiness. The paper addresses typical systems that are currently installed in the United States as well as those that are being considered and installed in other countries.