| The data on the blanket may be available from HI-Temp INsulation Company in Camarillo, CA. ...and it may be available from Lancair.
I remember that: - it passed a 2000 dF/15 minute burner test to establish compliance with AC 20-135 - backside temp after 4 minutes was over 300 dF - backside temp after 9 minutes was over 500 dF and slowly rising after that.
I would be interested in any data on the SS/Fiberfrax approach.
Things that concern me about the LIV-P firewall: - I'm told that pre-preg loses structural integrity around 280 dF. That would give you 3 minutes to get it on the ground by above numbers. - The engine mount will conduct heat directly into the firewall - The cabin air valve includes plastic components - The rubber grommet approach for through holes I'm told will convey smoke into the cockpit. - At 3000 fpm it takes 8 minutes to get down from FL240
It seems to me SS might to some degree mitigate the above issues. If I had it to do over again maybe: - Blanket over SS - Fully SS air valve - Improved through holes with connectors fastened to the SS - What does FiberFrax do?
In the meantime I have temp sensors around the engine compartment and a Halon canister in the back plumbed to the engine compartment. (To be used after fuel shutoff, prop stopped-to stop pumping oil, electrical off, airspeed reduced - to reduce Halon dilution)
It is true that vigilant maintenance is the most effective strategy. On the other hand it got my attention when my "brand new" exhaust system leaked enough to burn through a blanket near the gascolator. (exhaust system since replaced).
On Jun 29, 2012, at 3:28 PM, Steve Colwell wrote: Is there someone out there that would like to make a comparison (cost, utility, performance et al) between the blanket and the stainless/fiberfrax installation?
Jim I was stressing out over the best possible fire protection by looking at fire resistant: Paint, Firewall Penetrations, Sealants, etc.. My conclusion was to do the best job I could on fire prevention (fuel lines, anti-chafe, heat shielding, exhaust pipes, fire sleeves) and have a procedure for getting it on the ground as quickly as possible with fuel and ignition off. Why? A local Aerobatic Performer flying a Harmon Rocket had a FWF fire in the pattern. He got it on the runway asap, but not before a hole was burned in the belly. He died of smoke inhalation. The odds are not good on a in-flight FWF fire, has anyone heard of a successful conclusion? Steve Colwell Legacy |