Advisory

Pc/
U.S.
Deportment

Circular

of Transportution

Fedeml Aviation

Date:
2/6/W
Initiated by: ANM- 110

Subject:

POWERPLANT INSTALLATION AND

PROPULSION SYSTEM COMPONENT FIRE
PROTECTION TEST METHODS, STANDARDS,
AND CRITERIA.

ACNo: 20Change:

135

circular
(AC) provides
guidance
for use in
1 PURPOSE. This advisory
demonstrating
compliance
with the powerplant
fire
protection
requirements
of the Federal
Aviation
Regulations
(FAR).
Included in this document are
methods
for fire
testing
of materials
and components
used in the propulsion
and in areas adjacent
to designated
fire
zones,
engines
and APU installations,
Since the method of compliance
as well as the rationale
for these methods.
presented
in this AC is not mandatory,
the terms "shall"
and "must,"
as used
in this AC, apply only to an applicant
who chooses to follow
this
particular
method without
deviation.
2
RELATED FAR SECTIONS.
appendix
1 of this
AC.

The applicable

FAR sections

are

listed

in

3
BACKGROUND. Although
5 1.1 of the FAR provides
general
definitions
for
the terms "fireproof"
and "fire
resistant,"
these definitions
do not specify
heat intensity,
temperature
levels,
duration
(exposure
time),
or an
appropriate
wall thickness
or other dimensional
characteristics
for the
purpose
intended.
With the advent
of surface
coatings
(i.e.,
ablative/
intumescent),
composites,
and metal honeycomb for acoustically
treated
ducting,
cowling,
and other
components
which may form a part of the
nacelle
firewall,
applicant
confusion
sometimes
exists
as to how compliance
can be shown, particularly
with respect
to the definition
of "fireproof"
and
"fire
resistant"
as defined
in 5 1.1.

DEFINITIONS.

.
apply .

For

the

Fireproof:
The
a.
well as or better
than
while
still
fulfilling
to materials
and parts
means that the material
likely
to occur in such
15 minutes
minimum.

purposes

of

this

AC, the

following

definitions

capability
of a material
or component
to withstand,
as
steel,
a 2000F flame (+15O'F)
for 15 minutes
minimum,
its design
purpose.
The term "fireproof,"
when applied
used to confine
fires
within
designated
fire
zones,
or part will
perform
this
function
under conditions
zones and will
withstand
a 2000F flame
(2150F)
for

b
Fire Resistant:
When applied
to powerplant
installations
such as
fluid:carrying
lines,
flammable
fluid
system components,
wiring,
air ducts,
fittings
and powerplant
controls,
"fire
resistant"
means the capability
of
material
or component
to perform
its intended
functions
under the heat and
other
conditions
likely
to occur at the particular
location
and to withstand
. .

a
a

216190

AC ZO- 135

2000F flame (+15O"F)

which will
withstand

for 5 minutes
a 2000F flame

minimum.
(Example:
for 5 minutes.)

Engine Case Burnthroush:

A fire
c.
burns through
the engine
case, allowing
gas stream to escape from the engine.
d
flame:
density
O-15.0

Heat Flux Density:

One of the following
of the test
flame:
(1)
Calorimeter:
BTU/ft'-set
(O-17.0

The rate
devices

A fire

of thermal
energy
in BTU/ft2-set
shall
be used to measure heat

The calorimeter
W/cm2) Calorimeter,

NOTE:
In accordance
with Powerplant
shall
be set up without
any type of
copper tube.
Thermocouples:
The thermocouples
e.
l/16 to l/8-inch
metal sheathed,
ceramic
with nominal
22 to 30 AWG (America1
Wire
shielded,
thermocouple
An air aspirated,
FIRE PROTECTION PRINCIPLES

hose

condition
within
the engine
which
a high pressure
and high temperature

to be used
accurate

in

Report
backing

of

the

flux

testing
must
to & 3 percent.

See FAA Powerplant

(2)
BTU Heat Transfer
Device:
No. 3A (appendix
2 of this
AC) for fabrication
details
of
used to measure heat flux density.

5.

resistant

be a

Engineering
Report
a copper tube device

3A, the copper tube

plate
behind
the

to be used should
be bare junction
chromel-alumel,
thermocouples
packed,
Gage) size conductors
or equivalent.
should
not be used.

AND OBJECTIVES.

a.
The primary
objectives
of fireproof
and fire
and components
are to contain
and isolate
a fire
and
of fuel or air from feeding
the existing
fire,
and to
components
of the engine
control
system will
function
a safe shutdown
of the engine
or APU and safe feathering

resistant
materials
prevent
other
sources
ensure
that
effectively
to permit
of the propeller.

b.
To demonstrate
satisfactory
containment
capability,
the materials
or components
must have adequate
strength
for the foreseen
flight
and
operating
loads under the conditions
of a fire
to allow
proper
fire
detection,
flightcrew
recognition,
and subsequent
corrective
action.
In addition
gaseous
emissions
from fire
protection
materials
shall
be precluded
from entering
the
cabin air conditioning
system.
Fire testing
should
simulate
c.
materials
and components
will
provide
the above objectives
when exposed to
d.
The descriptors
"fireproof"
the time duration
that
the material
integrity
or perform
its function.
component
will
function
and maintain
2

the likely
fire
the necessary
a fire
situation

environment
to
fire
containment
in service.

prove the
to meet

and "fire
resistant"
differ
only
in
or component
should
maintain
its
"Fire
resistant"
means the material
its integrity
for a minimum of 5

or

Par 4

AC 20-135

2/6/N

minutes
material
minimum

when exposed
or component
of 15 minutes

"Fireproof"
to a 2000F flame temperature.
will
maintain
its integrity
and function
when exposed to a 2000F flame temperature.

6
FIRE TEST EQUIPMENT STANDARDS AND TEST CRITERIA. Fire
meet and produce
the following
conditions
and environment:
Test

a.

Equipment

Specified
distribution.

(2)
Critical
and fluid
flow

(air

(3)
b.

flame

impingement

actual
operating
rates,
pressures,

Specified

Burner

tests

the

should

Criteria.

(1)
and flame

means
a

for

Eauipment:

fire

and heat
Heat

flux

temperature,

heat

flux

density,

loads and environmental

conditions
structural
loads,
and the like).
flux

exposure

density

duration.

and temperature

capability.

(1) The basic torch or burner requirements

are that
the flame
should
produce
a 2000F temperature
within
l/4 inch of the specimen
and
engulf
or provide
representative
impingement
coverage,
dependent
on
specimen
size.
In addition,
the burner
or torch
should
provide
a heat flux
density
of at least
9.3 BTU/f?-set
or 4500 BTU/hr using the BTU heat transfer
device,
unless
it can be shown that the heat flux
density
for the
configuration
under test will
not inherently
affect
the results
of the test
(ref.
paragraph
d(4) below).
(2)
Procedure:
The burner
shall
be lit,
allowing
a 5-minute
warm up.
Conduct
the calibration
for heat flux
density
and obtain
a flame temperature
of 2OOO*F.
Immediately
after
successfully
completing
the calibration,
rotate
or move the burner
to the test specimen,
maintaining
the same distance
of the
specimen
from the burner
as the thermocouples/heat
flux
density
device
were
from the burner
during
burner
calibration.
Do not shut off the burner
between
the calibration
and the actual
test.
Ensure the thermocouple(s)
is positioned
in the flame,
l/4 inch in front
of the test
specimen.

c.
application,

Acceptable
the

Burner/Torch
Configuration.
following
burners
have been

Depending
used:

on the

specific

(1) The type specified

in Powerplant
Engineering
Report
No. 3A
(see appendix
2, Nos. 1, 5, and 6).
This burner
has been used to test
flammable
fluid-carrying
components,
cowling,
composite
materials,
firewall
materials,
fuel and hydraulic
hoses,
and other
similar
applications.

'.

(2)
testing
fire
applications

Par

SAE 401 Burner

(standard).
This burner
has been used
detectors,
associated
electrical
wiring,
and similar
and is specified
in various
Technical
Standard
Orders

for
(TSO)

AC 20-

and military
powerplant
at least
used to
wiring,

NOTE: This
fire
testing

standards.
installation

(3)
9.3
test
fuel

(5)
the intended
accomplished
acceptability
size/impingement
test
article
the component,
engulfing
the
representative

burner
should
in accordance

not be used for

with this
AC.

SAE 401 Burner

adjusted
to increase
the output
to
This adjusted
burner
has been
Btu/ft*-set
heat flux
density.
firewall
materials,
composite
materials,
cowling,
electrical
flowmeters,
firewall
fittings,
and other
components.

(4)
Propane
nozzles.
The propane
flow meters,
firewall
applications.

d.

216190

135

and oxy-acetylene
or oxy-acetylene
penetrations,

torch-standard
and diverging
burner
has been used for wiring,
and other
"small"
component
type

Miscellaneous
burners
have been found acceptable
by the FAA for
Component
and material
fire
testing
has been
applications.
using the manufacturer's
choice
of burner,
provided
by the FAA has been determined
with respect
to flame
area and heat flux
density,
and the temperature
at the
was 2OOOOF. The adequacy
of the burner
depends
on the size of
installation
considerations,
and on the flame completely
exposed
portion
or "face"
of the component,
or covering
a
portion
of sheet material.

Acceptable

Test

Criteria

and Philosophy.

(1)
The test
for demonstrating
compliance
with the criteria
for
"fireproof"
and "fire
resistant"
materials,
components,
and fittings
is to
expose the specimen
to the required
flame temperature
and heat flux
density
for the required
time (15 minutes
for "fireproof"
and 5 minutes
for
"fire
resistant").
The specimen
shall
withstand
flame penetration
and not
exhibit
backside
ignition
for the required
test time.
Sheet materials
and
panels
shall
be tested
by exposing
a sample size approximately
10 inches
on
a side (lO"x1O",
or a size appropriate
for the intended
application)
to a
flame from an acceptable
burner
at the test
operating
conditions
outlined
in paragraph
7.
The flame size and temperatures
shall
be sufficient
to
maintain
the required
test
temperature
and heat flux
density
over an area
of approximately
5"x5"
for sheet materials
and panels.
(2)
Fittings
used in firewalls
and in fire
zones shall
be
completely
enveloped
in the flame on the side that would normally
be
exposed to fire
in the fire
zone.
The fittings
shall
be mounted
in a
manner simulating
the actual
installation,
and fluid
lines
or tubing
may be
connected
to both ends of the fitting
to simulate
the installation
that
would be present
during
a typical
fire
event.
However,
for the testing
of
fluid-fittings,
there
should
be no fluid
in the line
on the engine
side of the
fitting
in the fire
zone,
since the fire
may have been caused by a failure
of the line
to the fitting
under evaluation.
Likewise,
if failure
of the
line
on the engine
side of the firewall
could drain
the fluid
from that
portion
of the line
upstream
of the firewall,
up to the fluid
shutoff
valve,
then the lines
connected
to both sides
of the fitting
should
not
4

Par

AC 20435

Z/6/90

contain
fluid
for this
testing.
If the fitting
is part of the shutoff
valve,
then the line
behind or upstream
of the valve
should
contain
fluid.
For operational
components,
such as check valves,
lines,
etc.,
the flame
should completely
envelop
the unit.
(3)
Technical
Standard
Order,
TSO-C53a,
Fuel and Engine Oil
System Hose Assemblies,
and TSOC75,
Hydraulic
Hose Assemblies,
specify
hose
assembly
fire
resistance
requirements.
These hose assemblies
should
be
exposed to a 2000F flame for 5 minutes
while
maintaining
the fuel or oil
at critical
(minimum or maximum) operating
flow rates
and pressures
without
The 5-minute
exposure
provides
a reasonable
time
evidence
of any leakage.
for the flightcrew
to recognize
a fire
condition,
shut down the appropriate
engine,
and close the appropriate
shutoff
valve(s),
thus shutting
off a
liquid
flow to the engine
compartment.
It is important
to evaluate
the
particular
installation
and obtain
the minimum flow rate over the entire
operating
envelope.
Although
the TSO specifies
a flow rate in gallons
per
ID measured
in inches,
experience
has
minute
of 3 to 5 times the (ID)',
that a hydraulic
system drain
or return
line
not under
shown, for example,
system demand can have no flow or a flow quite
a bit less than that
specified
by 3 times
(ID)'.
The lower flow rate should
then be used for
the fire
resistant
or fireproof
testing.
The fire
test
procedure
for
hoses is outlined
in FAA Powerplant
Engineering
Report
No. 3A, (see
appendix
2, Nos. 1, 5, and 6).
(4)
The operational
criteria
required
for various
components
depends on the kind of component
to be tested.
For example,
if the unit
is
an oil line
routed
through
a fire
zone with the shutoff
valve located
outside
and downstream
of the fire
zone, the line
should
withstand
the test
flame,
without
leakage
or failure,
for 15 minutes.
If the unit under test
is
a shutoff
valve located
in the engine
compartment
fire
zone, the valve
should
be exposed to the burner
or flame for 5 minutes.
The valve
should
not leak and should
be able to be closed
by normal application
means at the
end of the 5-minute
exposure.
After
the valve has been closed,
it is to be
exposed
to the flame for an additional
10 minutes,
and the valve
should
not
leak.
Operational
components
should
be subjected
to the fire
tests
in
every
installation,
unless
similarity
to previously
approved
configurations
.
can be shown, or they are made of steel
or copper based alloys,
or they are
of such construction
that their
capability
to operate
satisfactorily
under
fire
conditions
is obvious.

la

(5)
Electrical
and mechanical
controls
(cables,
electrical
wires,
drive
links,
etc.)
for components
such as shutoff
valves
located
in the engine
compartment
or other
designated
fire
zones are required
to be "fire
resistant."
These shall
be tested
at a 2000F temperature
for 5 minutes.
At
the end of 5 minutes,
the control
shall
perform
its intended
function
without
failure
or malfunction.
The flame should
completely
envelop
the control
and
the end fittings
and connections
from one direction,
all as a unit.
Where
control
rods or cables
are to be tested,
a typical
section
is all that
is

Par

216190

AC 200 135

required
to be evaluated.
About 8 inches
of the typical
section
will
suffice
in most tests,
including
the end connections
and fittings.
For testing
cable
Control
rods which
controls,
the normal
rigging
load should
be simulated.
act in compression
to operate
their
component
should
have the flame applied
over the center
portion
of the rod length
where the column compression
action
will
most likely
cause failure
of the material.
Flammable
fluid
shutoff
valve controls
should be tested
for fire
resistance
in each
installation,
except
where the cables
or rods are purely
tension
controls
and constructed
of steel
or other
materials
shown to be fire
resistant"
or
are designed
such that
their
operation
in fire
conditions
is obvious.
(6)
acceptable
carrying

The following
minimum thickness
materials
are considered
for use in firewalls
or shrouds
for non structural/non
loadwithout
being subjected
to additional
fire
tests:
applications,
(i)

.018

inch

(ii)
thick.
(iii)
(iv)
(v)

Stainless
Mild

steel

steel

Titanium

sheet,

sheet

protected

sheet,

Monel

metal

Steel

or copper

.015

.016

sheet,

inch
.018

base

alloy

inch

thick.

against

corrosion,

thick.
inch

thick.
firewall

fittings/fasteners.
NOTE: Distortion
of thin sheet materials
and the subsequent
gapping
at lap joints
or between
rivets
is difficult
to predict;
therefore,
testing
of the simulated
installation
is necessary
to
prove the integrity
of the design.
However,
rivet
pitches
of 2
inches
or less on non load-carrying
titanium
firewalls
of .020
inch or steel
firewalls
of .018 inch are acceptable
without
further
testing.
(7)
In every applicat
ion the applicant
should
coordinate
and obtain
approval
for the fire
test ver ification
plan and other
certification
testing
for the fireproof
and fire
res istant
aspects
of the proposed
installation
with
the FAA office
responsible
for the project.
(8)
At the conclusion
of the testing,
a report,
including
photographs,
which describes
the fire
test
results
and addresses
the pertinent
items identified
in this
advisory
circular
should
be submitted
for FAA
approval.
7.

FIRE PROTECTION INSTALLATION

AND DESIGN FEATURES.

a.
Structural
Operatins
Environment.
The structural
static
and
dynamic
loading
to be simulated
during
the testing
is a function
of the
component
or material
and the intended
use and location,
and should
be
6

Par

AC 20- 135
2/ 6190

addressed
in the test
plan.
Firewall
or component
structural
loading
conditions
must be identified
and incorporated
in the fire
test setup.
Flexible
hoses are fire
tested
at anticipated
fuel or oil
internal
pressures,
flow rates,
and vibratory
conditions.
The test
is intended
simulate
aircraft
powerplant
fire
conditions,
with the fuel,
oil flow,
and pressures
at critical
operating
conditions.

to

b.
Desiqn and Application
Factors.
There are a number of other
important
factors
which can influence
the test conditions
required
to
substantiate
firewalls
and fire
resistant
surfaces.
These considerations
One is the "intended
use" of the
are classified
into two categories.
firewall
or fire
resistant
surface.
For example,
is its intended
use a
cowl door or the inner wall of an engine
fan exhaust
duct or an inlet
duct,
or an isolating
diaphragm
with its primary
purpose
being a firewall?
The second category
relates
to the firewall
or fire
resistant
surface
construction.
Is it a complex composite
structure
bonded with
resin
and coated with a fire
retardant,
or is it an acoustic
panel,
or
simply
a stainless
steel,
titanium,
or other
basic metallic
configuration?
Typically,
panels
representative
of the proposed
structure
(approximately
l-l/Z by 2 feet) have been acceptable
for demonstrating
fire
protection
capability.

(1) Intended

\
'-.
'\ ~-.

Use"

Test

Criteria.

(i)
If the firewall
is a diaphragm
or simple
separation
type non load-carrying
bulkhead
in a nacelle
area with low ventilation
and
circulation
air flow and a small pressure
load,
a simple fire test at ambient
environmental
laboratory
conditions
is acceptable
to demonstrate
fireproof
properties.
(ii)
If the firewall
is
approximately
l/2 psi or less nacelle
may be utilized
without
consideration
nacelle
pressurization.

the nacelle
cowling
with
pressurization,
scrubbing
airflow
for having to run the test with

(iii)
If the firewall
is an engine
fan air exit
duct or
inlet
adapter,
"cool
side"
(backside)
pressure
and airflow
conditions
should
be properly
simulated
during
the testing.
The test
should
be
performed
with the airflow
and pressure
the duct will
normally
be exposed
to during
critical
power operating
conditions
for the initial
5 minutes
and at windmilling
conditions
for the additional
10 minutes
of the fire
test,
if this
is the most severe heat condition.
Fan exhaust
ducts
normally
have their
critical
differential
pressures
existing
across
the
duct at sea level,
takeoff
conditions.
Inlet adapter
type ducting
will
usually
be at the maximum pressure
when the engine
is shut down in flight
and allowed
to windmill.
These operating
conditions
should
be determined
by the applicant
for use in the fire
test.
Typically,
unprotected
acoustic
honeycomb
specimens
which fail
this
test will
rupture
due to loss

Par 7

of

AC 200 135
strength
air flow

2/6/90

under pressure
into the fire

the addition
cooling
air
zone.

during
zone.

the

first

few minutes

of

testing,

(iv)
The test criteria
in paragraph
'Ib(l)(iii)
of airflow
to a firezone
during
a fire
condition,
ducts,
bleed air ducts,
etc.,
located
or routed

allowing

above,
addressing
also applies
within
the fire

to

(v)
Aircraft
engines
with turbochargers
operate
at
elevated
temperatures
and pressures
within
the engine
compartment.
Components
adjacent
to the turbocharger
and exhaust
systems
should
be
evaluated
for operation
at these elevated
temperatures
and pressures.
Also,
any flammable
fluid-carrying
component
or other
system should
be
evaluated
for a possible
exhaust
system component
failure
with resultant
exhaust
gas leakage.
When those turbochargers
are used for cabin
all air inlet
ducts within
the engine
compartment
should
pressurization,
be evaluated
for component
burnthrough
or release
of noxious
fumes within
the cabin ventilation
system.
(2)
Firewall
Construction
Test Considerations.
Bonded
construction
firewalls
(composites
or bonded metal matrix),
in addition
to being pressurized
during
testing,
may need to be vibrated.
This
should
be accomplished
for all specimens
with a sprayed,
painted-on,
or bonded-on
protective
coating
intended
to insulate
the base material
from the fire
conditions.
Past tests
have shown some ablative
and
intumescent
coatings
become extremely
brittle
when exposed
to flames.
Vibration
can cause the coating
to flake
off,
exposing
the base material.
Current
experience
has not supported
the use of an intumescent
coating
as
an acceptable
fire
protection
coating,
because the coatings
have lacked
durability
and exhibited
poor adhesion
characteristics
in service.
For
composites
or other
"new" materials,
more than one test
panel may be
required
to show repeatability
of the configuration.
C.
Outsassing.
A characteristic
of bonded construction
firewall
materials
and seal materials
is the outgassing
of the volatile
constituents
of the bonding
resins
or seal materials.
This can occur
from either
the hot or cool side surface
of the specimens
during
the test.
These gasses are, in most instances,
highly
flammable.
Ignition
occurring
on
the cool side is unacceptable
in passing
the fire
test.
Where the cool side
surface
is exposed,
visual
observations
will
suffice
to note if ignition
has
occurred.
However,
if the specimen
is subjected
to pressure
loading
during
the test,
or the cool side is hidden
from view,
then other
methods
to detect
the ignition
should
be defined.
It should
be noted that
some acoustically
treated
ducts are of metal construction,
and the face sheets
are bonded to the
honeycomb
core with resins
which can exhibit
outgassing.
For these types of
construction,
no "cool
side"
ignition
is allowed
and verification
is required.

CAUTION:
wraparound
simulation

Specimen
size should
be large
enough to
of the specimen
edge to provide
a more
of the actual
installation.

prevent
accurate

flame

Par

AC 20-135

2/6/W

(1)
Upon initial
application
of the test
torch
flame,
minor
flareup
at the flame impingement
area may occur;
however,
continuous
burning
or a significant
increase
of the flame pattern
over the entire
specimen
is unacceptable.
Ignition
of the backside
as well as
penetration
are the other
anomalies
which are cause to reject
the
Excessive
outgassing,
especially
from composite
construction,
component.
should
be investigated
to ensure the smoke will
not ignite.
Additional
testing
of samples should be requested
to ensure that:
(i)
not

burn

after

the

flame

is

Any surface
removal
of the

(ii)
Self
removed.

re-ignition

flareup
is
test
flame
of

the

self
and,

extinguishing

material

does

and does
not

occur

when

(2)
personnel
volatility,
d.

If the gases emitted

during
the fire
tests
can enter
the
compartment,
the gases must be evaluated
for their
toxicity,
and possible
impairment
of the crew or passengers.

Unique

Desiqn

Testins

Considerations.

(1)
The applicant
should evaluate
firewall
designs,
putting
special
emphasis
on fuel
and oil lines,
cowling
and/or
bleed duct,
and
other
firewall
penetration
points
to determine
the need for a specific
fire
test
setup and incorporation
of the penetrations
in the firewall
test specimen.
As noted in paragraph
6d(2),
flammable
fluid-carrying
lines
and fittings
need careful
consideration.
The use of previously
approved
corrosion-resistant
steel
or equivalent
material
is considered
satisfactory
without
further
tests.
Use of aluminum
alloy
for any size
line/fitting
on either
side of a firewall
should
be avoided.
An
evaluation
of the specific
installation
configuration
and actual
minimum
flow rates
should
be accomplished
to determine
fire
resistant
or
fireproof
capability.
Previous
tests
(appendix
2, No. 3) have shown
aluminum
couplings
(3/4 inch or larger)
have leaked
after
exposure
to the
test
flame for 5 minutes
with nominal
30 psi pressure
and a fluid
flow
rate in gallons
per minute
equal to 5 times the (ID),
ID measured in inches.
All sizes of aluminum
fittings
up to 2 inches
failed
the "no flow"
conditions.
Five minutes
is acceptable
for fire
resistant
tubing;
however,
all firewall
fittings/penetrations
are required
to maintain
the
integrity
of the firewall
without
flame penetration
or leakage
for 15
minutes.
Other designs
which require
special
considerations
are
butt-joint
seals
between
firewall
diaphragms,
cowl doors and where a
cowl door is part of the firewall,
seals between
the doors,
and drain/vent
masts interfacing
with the doors.
Special
fire
tests
of these "kiss"
seals
will
be necessary
to ensure the capability
of the overall
firewall.

Par

2/6/W

AC 20-135

NOTE: When dedicated

protection
devices
or specific
procedures
or
techniques
are required
to provide
fire
protection
for an
development
of periodic
maintenance
or requirements
installation,
for inspection
of these devices
or techniques
is required
so that
continued
airworthiness
is assured.

(2)

For engine
cowling
and nacelles
of small airplanes
and
the fire
resistant
requirements
of 5 23.1193(c) and
5 27.1193(d) have been interpreted
to allow
use of any material
shown to be
equivalent
to aluminum
alloy.
Cowlings
are subject
to airflow
over one
or both sides,
which greatly
improves
the fire
resistant
capability
of the
aluminum
and has been found to be acceptable.
For example,
a .04-inch
aluminum
panel with an 80 Kt minimum scrubbing
airflow
over the backside
has been shown to maintain
its integrity
when subjected
to a 2000F flame
for 15 minutes.
helicopters,

Test Consideration.
e. Special
In tests,
particularly
where
testing
is conducted
using a burner
other
than one specified
in Powerplant
Engineering
Report
No. 3A, anomalies
may be encountered
due to
torch
blast
effects
and local
hot spots created
due to nonuniform
heating
of the specimens.
These anomalies
may be overcome with carefully
designed
burner
tube extensions
which spread the flame over a larger
surface,
as described
in the report.
An example of a fire
test
setup is
shown in Figure
1.

10

Par

AP

P,

Hater
~TO

Control
In

hnomters

Combustton

Valve

Detector

&Air

Flow

rrsmmmm
I

Iawe

(a inch

T -mr.ur*..u-

~errper-a

fpm

wre

test

tL--------*

I nemocoup

soecimen

Air

Transducers

(as rewfred)

Vibrator

Pi tmt-wrtir

41:
UJ

or Pressure

(as reauiredl

Exhaust

- resr

Water Out

surface)

Test-- -Polcitht~
--. "."I,

Water Contt;gl'-\

ve
ter

Burner In
BTU Transfer
Test

m-m
Burner

Burner --/

L-

Burner

Test Posttlor!

PI

Track

BTU Transfer

Thermome ter
LWater

Figure

1.

Example

of a fire

test

setup.

In

AC 200 135
This setup is intended
to illustrate
the necessary
equipment
For some tests,
the requirement
may be less;
however,
for
applicant
should coordinate
the test
requirements
with the
responsible
for the project,
submit
a detailed
calibration
verify
that all of the needed testing
conditions
have been
installation
to be evaluated.

2/6/90

for fire
testing.
all testing,
the
FAA office
and test plan,
and
covered
for the

NOTE: The test

hardware
design
should
ensure that test
hardware
sagging
or warping
does not alter
the burner-to-specimen
distance
resulting
in temperature
and heat flux density
going outside
the
defined
levels.
Also the test
rig design
should
preclude
significant
deposit
of specimen
debris
on the burner.
8 . ENGINE CASE BURNTHROUGH CRITERIA K 23.903
(b)(l)
and 25.903(d)(I)l.
The above discussion
on fireproof
materials
and the test
methods
and
criteria
are not appropriate
for demonstrating
the requirement
for
minimizing
the hazard from engine
case burnthrough
situations.
a.
If the installation
design
provides
a burnthrough
barrier
for
deflecting
an engine
combustion
chamber burnthrough
and a fire
detector
installation
to provide
quick detection
of the event,
an evaluation
is
necessary
to show that
proposed
protection
is adequate.
Although
combustion
chamber design
has continually
improved,
service
experience
has shown that turbine
engine
case burnthroughs
have and continue
to
occur.
Burnthroughs
have also been caused by other
types of failures
such as, for example,
fuel nozzle
malfunctions,
turbine
vane burnout,
and
combustion
chamber cracking.
b.
Normally
the area of concern
is the projection
between
the
forward
and aft combustion
flange
of the engine
case,
including
a 15"
cone from the engine
flange.
This is the section
of the engine where the
hot, high pressure
gas stream from a burnthrough
may emerge in the
direction
of the pylon.
A specific
engine
configuration
may be shown to
have more or less engine
length
where burnthrough
should
be considered.
The
temperatures
(approximately
3000 - 3500F)
and gas pressures
(approximately
350 - 550 psi) are considerably
higher
than the criteria
and melting
point
of
the materials
used in firewall
construction;
therefore,
conventional
firewalls
will
generally
fail
in a very localized
area and can expose the pylon,
fuselage,
or wing to a hazardous
situation
which could go undetected
for a
considerable
length
of time.
Experience
and tests
have shown that
for a
radial
distance
of approximately
10 burnthrough
hole diameters
from the engine
case surface
or burnthrough
"hole,"
the temperatures
and pressures
do not
significantly
decay.
However,
effects
of discrete
installation
considerations
(such as fan or full
fan ducted
airflow)
should
be individually
addressed
with
respect
to the "applied"
characteristics
of the burnthrough
gas stream.

The test
setup and torch
configuration
required
to verify
c.
burnthrough
protection
is a torch with a nominal
l-inch
diameter
or nozzle,
having
a torch
pressure
approximately
the same as the

12

orifice
maximum

Par

AC 20-135

2/6/N

burner
pressure
of the installed
engine.
The test
article
(burnthrough
barrier)
should
be located
at the same distance
and supported
similar
to the
proposed
installation.
The engine
burnthrough
criterion
requires
that
under
these operating
conditions
the barrier
will
maintain
its integrity
for a
minimum of 3 minutes
when exposed to a minimum flame temperature
of 3000F.
d.
The proposed
certification
environment,
should be submitted
for coordination
and acceptance

test plan,
including
the
to the FAA office
responsible
prior
to conducting
the fire

above operating
for the project
testing.

Daniel
P. Salvano
Acting
Director,
Aircraft
Certification
Service

Par 8

13

AC 20-135
Appendix

2/6/90

APPENDIX

1.

RELATED FAR SECTIONS

The sections
listed
below identify
requirements
that will
necessitate
the
use of the fire
testing
methods and standards
outlined
in this
AC to show
compliance
with the applicable
powerplant
and APU regulations
in FAR
Parts
1, 23, 25, 27, 29 and 33.
FAR PART

SECTION

1. 1

23

23.859,
23.1091,
23.1182,
23.1192,

25

25.859,
25.863,
25.867,
25.903,
25.1013,
25.1091,
25.1103,
25.1121,
25.1123,
25.1165,
25.1181,
25.1182,
25.1183,
25.1189,
25.1191,
25.1192,
25.1193,
25.1201,
25.1203,
and 25.1207.

27

27.859,
27.1183,
27.1194,

27.863,
27.903,
27.1123,
27.1185,
27.1189,
27.1191,
and 27.1195.

29

29.859,
29.1121,
29.1191,

29.863,
29.903,
29.1025,
29.1103,
29.1123,
29.1165,
29.1183,
29.1189,
29.1193,
29.1194,
29.1201,
and 29.1203.

33

33.17,

23.863,
23.903,
23.1013
23.1121,
23.1123,
23.1141,
23.1183,
23.1189,
23.1191,
and 23.1193.

27.1193,

33.71.

1 (and

2)

2/6/90

AC 20435
Appendix
APPENDIX 2. RELATED READING MATERIAL

1.

Federal
Aviation
No. 3A, Standard

Powerplant
Engineering
Report
Administration:
Fire Test Apparatus
and Procedure,
Revised
March

1978.
2.

Federal
Aviation
Administration:
Report
No. FAA-RD-76-213,
Re-evaluation
of Burner Characteristics
for Fire Resistance
dated January 1977.
Administration:
of Aluminum Alloy

Report
Tubing

No. DS-67-4,
and Fittings,

Tests,

A Study of the
April
1967.

3.

Federal
Aviation
Fire Resistance

4.

Civil
Aeronautics
Administration,
Safety
Department
of Commerce,
Regulation
Release
No. 259, Compliance
of Equipment
and Materials
Used in Air Carrier
Aircraft
with Fire Prevention
Requirements,
August 26, 1947.
.

5.

Society
of Automotive
Engineers:
AS 1055B, Fire Testing
of Flexible
Hose, Tube Assemblies,
Coils,
Fittings
and Similar
System Components,
Revised
March 1, 1978.

6.

Society
Flexible

of Automotive
Engineers:
Hose and Tube Assemblies,

AIR 1377A,
Revised

7.

FAA Technical
Assemblies.

Standard

Order,

TSOC42,

FAA Technical
Standard
Hose Assemblies.

Order,

TSO-C53a,

FAA Technical

Order,

TSO-C75,

Standard

Fire

Test

Equipment

for

January 1980.

Propeller

Fuel
Hydraulic

Feathering

and Engine

Hose

Oil

System

Hose Assemblies.

1 (and 2)