E. P. Klueg, W. C. McAdoo, W. E. Neese

To be added at a later date.

E.A. Timby

Defense Logistics Agency

Peter J. Nussbaum

Runway friction measurement were made on ten civil airports representative of large and medium hub airports. Wet and dry surface data were obtained with a Mu-Meter and FAA Diagonal Braked Vehicle. Pavements were wetted with sprinkler trucks. Wate depth and friction data were time correlated. DBV data were normalized to 60 MPH and corrected for ambient temperature per NASA methods. Specialized supplementary equipment used and techniques and procedures developed to conduct the tests are described. Raw and processed data for each airport are tabulated in separate appendixes. Included are runway and airport traffic statistics and photographs of the pavements tested. A summary table of friction data is shown to facilitate review and analysis of information.

Richard G. Hill

Fire detectors in service have detected burner-can failures, but also some have gone undetected and often undiscovered until routine ground inspection. A burn-through impinging on a vital aircraft structure could endanger the entire aircraft if an early detection is not obtained.

James W. Ross, Jr.

Pursuant to disagreements between the u.s. Public Health Service and elements of the u.s. aircraft and airline industry, the FAA undertook a study to assess alleged hazards of exposing aircraft and passengers/crew to DDVP vapor for insecticidal purposes on international flights. The study criteria focused on the effects of multiple exposure to the proposed disinsection environment under representative flight conditions. Particular relationships considered were: (1) human toxicology at cabin altitude, (2) flammability characteristics of cabin decorative materials, (3) performance of electronic/avionic equipment, and (4) corrosion of airframe components. Human subjects exposed to a conservative DDVP environment exhibited no characteristics of DDVP toxicity at ground level or at 8,000 ft. altitude. Cabin interior materials showed no measurable change in flammability characteristics after a DDVP treatment equivalent to 3 and 12 months operational exposure. Functional testing of representative avionics equipment produced no premature malfunction under conditions of cyclic altitude with concurrent DDVP exposure. Laboratory corrosion tests coupled with inflight and laboratory deposition studies indicated that quantities of DDVP that would remain in contact with airframe components are insignificant with respect to the existing corrosive contamination of commercial,aircraft. It was concluded that the proposed DDVP disinsection environment would: have no degrading effects on safety of flight.