Final Technical Report 

A Method for Extinguishing Engine Nacelle Fires by Use of 

Intumescent Coatings 

4D/17/0 

April 2001 

Sponsored by: 

The Department of Defense 

Strategic Environmental Research and Development Program 

The views and conclusions contained in this document are those of the authors and should 

not be interpreted as representing the official policies, either expressed or implied, of the 

Strategic Environmental Research and Development Program, 46 OG/OGM/OL-AC, or any 

other part of the U.S. Government. 
ii 

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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE

April 2001 

3. REPORT TYPE AND DATES COVERED

Final Report June 2000 – April 2001 

4. TITLE AND SUBTITLE

A Method For Extinguishing Engine Nacelle Fires By Use Of Intumescent Materials 

5. FUNDING NUMBERS

SP0700-96-D-4000 

6. AUTHOR(S)

Mary V. Bennett 

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION 

 REPORT NUMBER

Booz•Allen & Hamilton Inc. 

4141 Colonel Glenn Hwy, Suite 131 

Dayton, OH 45431-1662 

 

SURVIAC TR-01-001 

9. SPONSORING / MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING / MONITORING 

 AGENCY REPORT NUMBER

46 OG/OGM/OL-AC 

2700 D Street Bldg 1661 

Wright Patterson AFB, OH 45433-7605 

 

11. SUPPLEMENTARY NOTES

12a. DISTRIBUTION / AVAILABILITY STATEMENT 12b. DISTRIBUTION CODE

13. ABSTRACT (Maximum 200 Words) 

The objective of this program was to explore a novel approach to aircraft engine nacelle (AEN) fire protection using strategic 

placement of intumescent materials within the ventilated AEN. Since the funding of this program was limited, an experimental 

evaluation was not possible. Therefore, a review of existing literature and survey various manufacturer information was performed. 

Intumescent materials respond to impingement of a fire by swelling and forming a protective char, to physically and thermally protect a 

structure. Intumescent materials have been used, or investigated for use, in various military platforms for all three services in the 

Department of Defense. 

The following analyses (using an intumescent material to a notional aircraft engine nacelle environment) were conducted: assessment 

of the weight impact, resistance to airflow environment, and reduction in suppressant required. 

Trade-offs must be made between the various features and requirements most important to the platform. The trade-offs and problems 

can be addressed in the design and engineering process. This study showed the feasibility of utilizing strategic placement of 

intumescent materials within the ventilated aircraft engine nacelle. 

For full exploitation of this technology, an experimental program is recommended. Justification for utilization of intumescent materials 

could be supported using a cost analysis. 

14. SUBJECT TERMS 

aircraft, fire, Halon 1301, Next Generation Fire Suppression Technology Program, 

15. NUMBER OF PAGES

56

engine nacelle, auxiliary power unit, intumescent 16. PRICE CODE

17. SECURITY CLASSIFICATION 

 OF REPORT

UNCLASSIFIED 

18. SECURITY CLASSIFICATION 

 OF THIS PAGE

UNCLASSIFIED 

19. SECURITY CLASSIFICATION 

 OF ABSTRACT

UNCLASSIFIED 

20. LIMITATION OF ABSTRACT 

SAR 

NSN 7540-01-280-5500 Standard Form 298 (Rev. 2-89)

Prescribed by ANSI Std. Z39-18 

298-102
iii

TABLE OF CONTENTS 

Section Page

1.0 EXECUTIVE SUMMARY................................................................................................................................1 

1.1 TASK OBJECTIVES............................................................................................................................................3 

1.2 TECHNICAL PROBLEMS ....................................................................................................................................3 

1.3 GENERAL METHODOLOGY ...............................................................................................................................3 

1.4 TECHNICAL RESULTS .......................................................................................................................................3 

1.5 IMPORTANT FINDINGS AND CONCLUSIONS.......................................................................................................3 

1.6 SIGNIFICANT HARDWARE DEVELOPMENTS ......................................................................................................4 

1.7 SPECIAL COMMENTS ........................................................................................................................................4 

1.8 IMPLICATIONS FOR FURTHER RESEARCH .........................................................................................................4 

2.0 BIBLIOGRAPHY ..............................................................................................................................................4 

3.0 DETAILED DESCRIPTION OF THE PROJECT.........................................................................................4 

3.1 BACKGROUND..................................................................................................................................................4 

3.1.1 Aircraft Engine Nacelles........................................................................................................................4 

3.1.2 Intumescent Materials............................................................................................................................5 

3.1.3 Potential Application In The Aircraft Engine Nacelle...........................................................................5 

3.1.4 Current Applications Of Intumescent Materials....................................................................................7 

3.2 DATA COLLECTED ...........................................................................................................................................8 

3.3 TECHNOLOGIES SURVEYED..............................................................................................................................9

3.4 ANALYSES CONDUCTED.................................................................................................................................10 

3.4.1 Groundrules And Assumptions ............................................................................................................10 

3.4.2 System Configuration Data..................................................................................................................10 

3.4.3 Weight Impact......................................................................................................................................12 

3.4.4 Resistance To Aircraft Operating Environment...................................................................................19 

3.4.5 Reduction In Suppressant Required.....................................................................................................26 

3.5 CONCERNS AND POTENTIAL SOLUTIONS .......................................................................................................28 

4.0 TECHNICAL PROBLEMS ............................................................................................................................30 

5.0 RECOMMENDATIONS.................................................................................................................................30 

5.1 EXPERIMENTAL VALIDATION.........................................................................................................................30 

5.2 COST ANALYSIS OF INTUMESCENT MATERIAL UTILIZATION.........................................................................31 

6.0 CONCLUSIONS ..............................................................................................................................................31 

7.0 REFERENCES.................................................................................................................................................35 

APPENDICES 

APPENDIX A – LITERATURE SOURCES 

APPENDIX B – LIST OF MANUFACTURERS 
iv

LIST OF FIGURES 

Figures Page

FIGURE 1. CROSS SECTION VIEW OF REGION BETWEEN NACELLE AND HOT ENGINE SURFACE ....................................7 

FIGURE 2. FLUID LEAK AND SUBSEQUENT FIRE.............................................................................................................7 

FIGURE 3. AIRCRAFT ENGINE NACELLE SCHEMATIC...................................................................................................11 

FIGURE 4. CROSS SECTIONAL VIEW OF REGION BETWEEN NACELLE AND HOT ENGINE SURFACE (LOCATIONS 1 AND 

2) ........................................................................................................................................................................19 

FIGURE 5. EXPANDED INTUMESCENT MATERIAL REPRESENTED AS A CANTILEVER BEAM..........................................21 
v

LIST OF TABLES 

Tables Page

TABLE 1. APPLICATION, PROTECTED AREAS, AND USES IN VARIOUS MILITARY PLATFORMS.......................................8 

TABLE 2. APPLICATION, PROTECTED AREAS, AND USES IN VARIOUS COMMERCIAL APPLICATIONS..............................8 

TABLE 3. RANGE OF OPERATING CONDITIONS IN AIRCRAFT ENGINE NACELLE ENVIRONMENT...................................11 

TABLE 4. RELEVANT INFORMATION FROM INTUMESCENT TAPE MANUFACTURERS ....................................................13 

TABLE 5. RELEVANT INFORMATION FROM INTUMESCENT COATING MANUFACTURERS..............................................15 

TABLE 6. RELEVANT INFORMATION FROM INTUMESCENT CAULK MANUFACTURERS .................................................17 

TABLE 7. PARAMETERS FOR AREA CALCULATION .......................................................................................................20 

TABLE 8. PARAMETERS FOR DISTRIBUTED LOAD CALCULATION ................................................................................20 

TABLE 9. PRESSURE VS. NORMAL AND SHEAR STRESS ...............................................................................................23 

TABLE 10. PROPERTIES OF INTUMESCENT MATERIALS................................................................................................25 

TABLE 11. ESTIMATE OF HALON 1301 REQUIRED TO INERT FREE VOLUME ...............................................................26 

TABLE 12. ESTIMATE OF HALON 1301 REQUIRED USING MIL-E-22285......................................................................27 

TABLE 13. CONCERNS AND POTENTIAL SOLUTIONS ....................................................................................................29 

TABLE 14. DETAILED COST ELEMENT STRUCTURE .....................................................................................................32 
1 

1.0 Executive Summary 

 The objective of this program was to explore a novel approach to engine nacelle/APU fire 

protection using strategic placement of intumescent materials within the ventilated aircraft 

engine nacelle. Since the funding of this program was limited, an experimental evaluation was 

not possible. Therefore, the purpose of this study was to evaluate the potential application of 

intumescent materials in an aircraft engine nacelle environment by reviewing existing literature 

and surveying various manufacturers. 

 Intumescent materials respond to impingement of a fire by swelling and forming a 

protective char that physically and thermally protects the structure. Intumescent materials have 

been used (or investigated for use) in various military platforms for all three Services. Numerous 

literature sources were reviewed. 

 The intumescent material can be applied as a very narrow and thin strip, in the form of 

one or more closed rings on the exterior of the machinery. These rings are located so as to be 

able to swell against the enclosure at locations where clearance is minimal. If a fire occurs (such 

as due to a leak of flammable fluids onto hot exterior machinery components), the resulting 

flame would impinge upon a portion of the intumescent material, which would swell upon 

heating. Normal swelling is several orders of magnitude beyond its original thickness. This 

swelling would block off the downstream airflow path in the vicinity of the fire, depriving it of a 

steady flow of oxygen and possibly facilitating self-extinguishment. If the blockage is only 

partial, and the flame follows the redirected airflow around the sealed-off area, the local 

intumescent-covered portion in that region would also swell until a complete ring of swelled 

intumescent is formed, completely sealing off the perimeter of the machinery space and 

preventing oxygen flow to the fire until the it self-extinguishes. In this manner, a series of "firewalls" can be formed using a minimal quantity of intumescent. If an extinguishing system is also 

used, its effectiveness can be improved, or a smaller system used, because of the weakened fire 

condition and the reduced airflow dilution of the extinguishant. 

 The approach included a survey of intumescent coating manufacturers (over 80) for the 

viability of the coatings, expected expansion rate, potential application in the nacelle, fraction of 

the nacelle flow reduced by the coating, durability of the coating during normal flight operations, 

and adhesiveness and vibration-resistance of the expanded char following activation of the paint 

by a fire. This information was then included in an estimate of the reduction in suppressant 

needed. 

 The following analyses were conducted using a notional aircraft: 

• Weight impact due to addition of intumescent material, 

• Resistance of intumescent material to airflow environment, and 

• Reduction in suppressant required due to presence of intumescent material. 

 Current aircraft engine nacelle configuration data were obtained and were utilized for the 

physical and functional limitations of these intumescent systems. These data included aircraft 

operating conditions, engine materials in order to identify potential material compatibility issues, 
2 

and areas of minimal clearance and other dimensional data. These data were used to examine the 

application of intumescent materials to a notional fighter aircraft. A fighter and/or attack aircraft 

provided the most feasible platform to examine the implementation of intumescent materials due 

to the smaller clearance between the structural ribs and the engine core. The width of the 

(irregular) annular air passage was commonly no more than two to six inches. 

 Without experimental results, it is difficult to accurately determine the response of the 

intumescent material to the aircraft operating environment because it is configuration and flight 

condition dependant. Values for normal and shear stresses were determined and compared with 

the manufacturer information given for the expanded intumescent material. It was unclear 

whether some of these values (particularly the tensile strength values) were of the unexpanded or 

expanded material. Further investigation is needed to determine this. 

 An estimate was made of the reduction in suppressant needed as a result of using this 

technology. The sealed free volume created by the intumescent material was treated as a total 

flood application (no airflow) and the amount of agent needed to inert the fixed volume was 

determined. An estimate of Halon 1301 required using MIL-E-22285 was also calculated. The 

intumescent material reduced the required amount of Halon 1301. However, experimentation is 

needed to verify these calculations. 

 Application of intumescent materials in the aircraft engine nacelle causes some concerns 

that must be recognized and accommodated. The main concerns uncovered in this investigation 

were the following: 

• Potential toxicity, 

• Fragility of char, 

• Response in a high humidity environment, 

• Installation in highly cluttered areas, and 

• Early expansion due to low activation temperature. 

 Intumescent materials have properties that can positively or negatively influence its 

effectiveness for fire suppression. These may include the following: original thickness, 

expansion factor/amount, density, protection hours, activation/maximum temperature, forms, 

char characteristics, etc. Trade-offs must be made between these properties depending upon the 

requirements most important to the platform. The system can be engineered and the problems 

designed around. This study showed the feasibility of utilizing strategic placement of 

intumescent materials within the ventilated aircraft engine nacelle to reduce the amount in 

suppressant needed. 

 For full exploitation of this technology, an experimental program is recommended. 

Based upon the results of such a program, the utilization of intumescent materials could be 

recommended and justified via a cost analysis. 
3 

1.1 Task Objectives 

 The objective of this program is to explore a novel approach to engine nacelle/APU and 

other machinery space fire protection using strategic placement of intumescent materials within 

the ventilated aircraft engine nacelle. Intumescent materials respond to impingement of a fire by 

swelling and forming a protective char that physically and thermally protects the structure. 

1.2 Technical Problems 

 There is a need to find replacement extinguishing agents to the currently used halons 

because production has been banned due to environmental concerns. However, to date such 

replacement chemicals have shown reduced performance relative to halons. As a result, the 

Department of Defense (DoD) is seeking additional design techniques that can improve the 

performance of these replacement agents. This concept is ideal for this purpose because it 

weakens the flame due to oxygen starvation, and by restricting airflow increases its local 

concentration and residence time near the fire. This technique may be sufficient in many cases 

to permit the omission of an extinguishing system altogether. 

1.3 General Methodology 

 The first task of this effort investigated numerous literature sources. Next, a survey of 

approximately eighty manufacturers was conducted. From these eighty were selected relevant 

manufacturers whose products fell into three intumescent categories (tapes (nine manufacturers), 

coatings (fourteen manufacturers), and caulks (nine manufacturers)). Data available from NGP 

Element 1.A. as well as additional sources were utilized to obtain the physical and functional 

limitations in addition to system configuration data of various AEN fire suppression systems. 

An estimate of the reduction in suppressant required as a result of using intumescent materials in 

an AEN was made. Finally, recommendations for a potential proof-of-concept test program 

were developed. 

1.4 Technical Results 

 The technical results of this effort include insight into the utilization and estimated 

performance of intumescent materials in an aircraft engine nacelle environment. 

1.5 Important Findings and Conclusions 

 Intumescent materials have properties that can positively or negatively influence its 

effectiveness for fire suppression. These may include the following: original thickness, 

expansion factor/amount, density, protection hours, activation/maximum temperature, forms, 

char characteristics, etc. Trade-offs must be made between these properties depending upon the 

requirements most important to the platform. The system can be designed and engineered such 

that problems are overcome during process development. 
4 

 This study showed the feasibility of utilizing strategic placement of intumescent materials 

within the ventilated aircraft engine nacelle to reduce the amount of suppressant needed. 

1.6 Significant Hardware Developments 

 None. 

1.7 Special Comments 

 None. 

1.8 Implications for Further Research 

 For full exploitation of this technology, an experimental program is recommended. 

Based upon the results of such a program, the utilization of intumescent materials could be 

recommended and justified via a cost analysis. 

2.0 Bibliography 

 Presented unclassified papers at: 

• Halon Options Technical Working Conference, Albuquerque, New Mexico, May 2-4, 

2000. 

• Next Generation Fire Suppression Technology Program FY2000 Annual Research 

Meeting, Rockville, Maryland, November 8-9, 2000. 

3.0 Detailed Description of the Project 

3.1 Background 

3.1.1 Aircraft Engine Nacelles 

 An aircraft engine nacelle is an enclosure around an engine core. It contains fluid lines 

that are routed within the enclosure on the exterior of the machinery, to provide fuel, oil or 

hydraulic/brake fluid for the machinery, all of which are flammable. These enclosures/nacelles 

are typically ventilated with forced airflow using a fan or by the free stream outside the aircraft. 

This ventilation prevents the accumulation of any flammable vapors and provides cooling. In a 

typical fire scenario, one of the fluid lines leaks and sprays or streams the flammable fluid onto 

the hot machinery, which results in a fire. The ventilation airflow continues to support the fire 

and directs the orientation of the resultant flame torch downstream. An automatic extinguishing 

system may be discharged from upstream to apply the extinguishing agent to the fire. However, 

due to rapid dilution by the ventilation airflow and short residence time near the fire (and 

robustness of a bluff-body stabilized flame), many of these fires will not be extinguished with 

agent quantities permissible due to weight and volume restrictions. Another concern is that the 

fire may reignite due to the fluid continuing to flow onto the hot surface with replenished airflow 

after the extinguishant has been drawn downstream. Because of these challenges, current engine 
5 

nacelle applications have serious problems with fire events, and extinguishing techniques only 

have limited success, or require extinguishing quantities and hardware that are impractical 

because of size and weight. Other diverse techniques proposed to date to avoid the limitations of 

traditional extinguishing systems have not been adequate for many of these applications or have 

additional unacceptable disadvantages. 

 Many aircraft currently use firewalls at some location adjacent to engine nacelles to 

prevent fire propagation away from the engine. Unfortunately, these locations are usually 

limited to areas like the engine pylon (if the engine is mounted away from the aircraft body or 

wing), because it is desired to avoid constriction of the ventilation airflow directly around the 

engine under normal operating conditions. Such firewalls can also be heavy and are only needed 

when an actual fire occurs nearby. The intumescent material design described here could 

provide such protection in a lightweight form at the location of the fire, without impeding the 

normal flow of air. 

3.1.2 Intumescent Materials 

 Intumescence may be defined as "thermally induced expansion of a material". The 

popping of corn, the expansion of perlite and vermiculite, the puffing of wheat, rice, and other 

grain cereals are common examples of intumescence. The pyrotechnic "snake" (fireworks) is 

another familiar example. It is a mixture of sugar, oxidizer, and certain fuels which generate a 

carbon char of a highly expansive, voluminous, and friable nature. [1] 

 The mechanism of intumescence may be described as the rapid release of gas or vapor 

from a matrix which, upon rapid heating, undergoes a plastic or viscoelastic transformation that 

permits it to be expanded, inflated, or dilated by the expanding vapor or gas. [1] 

 Intumescent materials come in several different forms that include coating/paint, tape, 

caulk/sealant, and putty. 

 The char thickness may range from between 2 and 80 times that of the original material 

and may result in an expansion amount between 1 to 30 inches. The char thickness can be 

characterized by either high (>15), moderate (3 to 15), or low (<3) volume expansion. 

 Intumescent coatings generally activate in a temperature range of 270° to 500°F. 

3.1.3 Potential Application In The Aircraft Engine Nacelle 

 The intumescent material can be applied as a very narrow and thin strip, in the form of 

one or more closed rings on the exterior of the machinery. These rings are located so as to be 

able to swell against the enclosure at locations where clearance is minimal. If a fire occurs (such 

as due to a leak of flammable fluids onto hot exterior machinery components), the resulting 

flame would impinge upon a portion of the intumescent material, which would swell upon 

heating. Normal swelling is several orders of magnitude beyond its original thickness. This 

swelling would block off the downstream airflow path in the vicinity of the fire, depriving it of a 

steady flow of oxygen and possibly facilitating self-extinguishment. If the blockage is only 
6 

partial, and the flame follows the redirected airflow around the sealed-off area, the local 

intumescent-covered portion in that region would also swell, until a complete ring of swelled 

intumescent is formed, completely sealing off the perimeter of the machinery space and 

preventing oxygen flow to the fire until the it self-extinguishes. In this manner, a series of "firewalls" can be formed using a minimal quantity of intumescent. If an extinguishing system is also 

used, its effectiveness can be improved, or a smaller system used, because of the weakened fire 

condition and the reduced airflow dilution of the extinguishant. 

 A previous analysis performed by the United States Air Force (USAF) has suggested a 

feasible application for machinery spaces. (The USAF recently submitted this concept for 

government patent protection. However, it has not yet been physically demonstrated). 

 The intumescent coating may only be needed in a limited region of the compartment, 

where the origin of fires is most likely. The intumescent material could also be mounted on the 

interior side of the enclosure if it is deemed beneficial. If the gap is relatively large between the 

machinery and the enclosure, a strip of coating may be placed on both the enclosure and 

machinery surfaces, which upon expansion could meet in the middle. 

 There is a need to find replacement extinguishing agents to the currently used halons 

because production has been banned due to environmental concerns. However, to date such 

replacement chemicals have shown reduced performance relative to halons. As a result, the 

Department of Defense (DoD) is seeking additional design techniques that can improve the 

performance of these replacement agents. This concept is ideal for this purpose because it 

weakens the flame due to oxygen starvation, and by restricting airflow increases its local 

concentration and residence time near the fire. This technique may be sufficient in many cases 

to permit the omission of an extinguishing system altogether. 

 Figure 1 is a cross-sectional view of the region between the exterior of a piece of hot 

machinery (engine core) and the enclosure (or nacelle) that surrounds the machinery. The 

machinery exterior is hot enough to ignite fluids in this region, or ignition may occur near a 

source of electrical energy, such as a wire bundle or connection. The outer enclosure or nacelle 

is some distance from the heated core. In this example, a region chosen in proximity to a 

structural rib is illustrated. The clearance between the rib and core is commonly no more than 

two to six inches. Other components may also be present or used as substitutes to the ribs that 

also result in local small clearances. They may be general enclosure contours, conduits or other 

components. In addition, some components may be present on the machinery surface itself, 

which may reduce the clearance with the enclosure. An intumescent coating could be applied in 

the form of a narrow strip onto the machinery surface, or the components attached on it, in the 

region of reduced clearance. This region is just downstream of a location where a fluid line is 

mounted. Intumescent materials expand greatly in size when impacted by a flame or extreme 

heat, forming a carbonaceous structure, possibly with an outer char layer, to form an effective 

thermal barrier against extreme fire conditions, and are widely used in many applications. 

Intumescent materials come in several different forms that include coating/paint, tape, 

caulk/sealant, and putty. The char thickness may range from between 2 and 80 times that of the 

original material and result in an expansion amount of between 1-30 inches. The char thickness 

can be characterized by either high (>15), moderate (3 to 15), or low (<3) volume expansion. 
7 

As illustrated in Figure 2, the fluid line may have a leak, which would result in sprayed or 

leaking fluid that can ignite on or near the hot surface. The flame would thus orient itself 

downstream in the direction of ventilation airflow. Such a flame would impinge upon the strip 

of intumescent material (which would expand upon impingement), thereby forming around the 

rib or component above it and blocking off the flow of air. Such a local fire block would weaken 

the fire due to oxygen starvation and possibly extinguish it. 

Figure 1. Cross Section View of Region Between Nacelle and Hot Engine Surface 

Figure 2. Fluid Leak and Subsequent Fire 

3.1.4 Current Applications Of Intumescent Materials 

 Intumescent materials have been used, or investigated for use, in various military 

platforms for all three Services. Numerous literature sources were reviewed (Appendix A). The 

following applications, protected areas, and uses were found and are listed in Table 1. 

Intumescent 

Material 

Ventilation Airflow

Flame

Intumescent Material 

Structural Rib 

Nacelle

Fluid Line 
8 

Table 1. Application, Protected Areas, and Uses in Various Military Platforms 

APPLICATION PROTECTED AREAS USES 

aircraft fuel tanks, fire zone bulkheads, 

military ordnance, stored munitions, 

dry bays, self-sealing fuel lines, 

cockpit 

thermal barriers, insulators, 

prevent burnthrough, prevent 

toxic fume, smoke, and fire 

penetration 

ships (aircraft carriers) fire zone bulkheads, aircraft fuel tank 

spillage, military ordnance 

thermal barriers, insulators, 

prevent burnthrough, prevent 

toxic fume, smoke, and fire 

penetration 

submarines fire zone bulkheads, military 

ordnance 

thermal barriers, insulators, 

prevent burnthrough, prevent 

toxic fume, smoke, and fire 

penetration 

 Intumescent materials have been used, or investigated for use, in various commercial 

applications. Numerous literature sources were reviewed (Appendix A). The following 

applications, protected areas, and uses were found and are listed in Table 2. 

Table 2. Application, Protected Areas, and Uses in Various Commercial Applications 

APPLICATION PROTECTED AREAS USES 

aircraft fire zone bulkheads, military 

ordnance, stored munitions, dry bays, 

self-sealing fuel lines, cockpit, engine 

struts 

thermal barriers, insulators, 

prevent burnthrough, prevent 

toxic fume, smoke, and fire 

penetration, crashworthiness, 

structural integrity 

residential and 

commercial buildings 

doorways, vents, openings, steel prevent toxic fume, smoke, 

and fire penetration, 

structural integrity 

automobiles body panels separating the passenger 

compartment from the engine 

compartment, underbody, and the 

trunk compartment 

prevent toxic fume, smoke, 

and fire penetration, 

crashworthiness 

off-shore oil platforms metal structures and fuel valves protect flammable materials 

3.2 Data Collected 

 Approximately 30 reports/papers (listed in Appendix A) were reviewed for this effort. 

The sources include: 
9 

• Federal Aviation Administration 

• National Highway Traffic Safety Administration 

• U.S. Department of Transportation 

• Air Force Wright Aeronautical Laboratories 

• National Institutes of Standards and Technology 

• Air Force Propulsion Laboratory 

• US Army Combat Systems Test Activity 

• Joint Technical Coordinating Group on Aircraft Survivability 

• Naval Surface Warfare Center 

• Naval Weapons Center 

• Naval Air Systems Command 

• U.S. Army Air Mobility R&D Laboratory 

• Naval Research Laboratory 

• U.S. Patent and Trade Office 

 Relevant data gained from them included the following: 

• Definition, 

• Activation temperature, 

• Methods to increase char strength, 

• Issues (toxicity, heat exposure, fragility of char, installation, humidity), 

• Applications (military and commercial), 

• Protected areas, 

• Uses, and 

• Hazards protected against. 

3.3 Technologies Surveyed 

 Approximately 80 manufacturers (listed in Appendix B) were reviewed for this effort. 

From these 80 were selected those manufacturers whose products fell into three intumescent 

categories (tapes (nine manufacturers), coatings (fourteen manufacturers), and caulks (nine 

manufacturers)). 

 Relevant data gained from the survey of manufacturers included: 

• Expected expansion factor and resulting expansion amount based upon original 

thickness, 

• Durability of the coating, 

• Adhesiveness and vibration-resistance of the expanded char following activation by 

fire, 

• Physical properties of the expanded char, 

• Activation temperature, and 

• Intumescent forms. 
10 

3.4 Analyses Conducted 

 The following analyses were conducted using a notional aircraft: 

• Weight impact due to addition of intumescent material, 

• Resistance of intumescent material to airflow environment, and 

• Reduction in suppressant required due to presence of intumescent material. 

3.4.1 Groundrules And Assumptions 

 Prior to performing these analyses, ground rules and assumptions were developed to 

bound this assessment. These are noted in the individual analyses conducted. 

3.4.2 System Configuration Data 

 Current aircraft engine nacelle configuration data were obtained and were utilized for the 

physical and function limitations of these intumescent systems. This data included aircraft 

operating conditions, engine materials, and areas of minimal clearance and other dimensional 

data. These data were used to examine the application of intumescent materials to a notional 

fighter aircraft. 

3.4.2.1 Operating Conditions 

 The following sources were used to select operational conditions for these notional 

aircraft analyses. Table 3 compiles information from these sources: 

• "Halon Replacement Program for Aviation, Aircraft Engine Nacelle Application, 

Phase I – Operational Parameters Study". 

• Next Generation Fire Suppression Technology Program (NGP) Element 1A ("Fires 

Experienced And Halon 1301 Fire Suppression Systems In Current Weapon 

Systems"). 

• "Halon Fire Protection Systems for Aviation – Existing System Configuration and 

Operational Environment Specifications". 

• "Fire Suppression System Performance of Alternative Agent in Aircraft Engine and 

Aircraft Dry Bay Simulations". 
11 

Table 3. Range of Operating Conditions in Aircraft Engine Nacelle Environment 

Parameter Minimum Maximum 

Air Pressure (psi) 1 14.7 

Air Temperature (°F) -65 630 

Internal Air Flow (lb./s) 1.25 2.75 

Surface Temperature (°F) 175 1300 

Fire Initiation Temperature (°F) 540 790 

Free Volume (ft3) 5 100 

3.4.2.2 Materials Used In Aircraft Engines 

 A brief review of structural and engine components was performed to identify potential 

material compatibility issues. These materials could be exposed to residual and combustion 

products in the post-deployment process. 

 Some typical and future aircraft engine materials include: titanium, aluminum, Inconel, 

stainless steel, titanium aluminide, silicon carbide fiber/silicon carbide ceramic matrix 

composite, and nickel aluminide. 

3.4.2.3 Clearance And Dimensional Data 

 A fighter and/or attack aircraft provides the most feasible platform to examine the 

implementation of intumescent materials due to the smaller clearance between the structural ribs 

and the engine core (as shown in Figure 3). The width of the irregular annular air passage is 

commonly no more than two to six inches. 

Figure 3. Aircraft Engine Nacelle Schematic 
12 

3.4.3 Weight Impact 

 Many types of intumescent materials are currently in use. If one considers a strip of 0.5-

inch width, 0.12-inch thick (to seal up a clearance gap of 2 inches or more) spread over an engine 

core of 36-inches diameter (which would represent an F-22 type engine), then a total volume of 

0.00365 cubic feet per ring would result. Using an example density of 63 pound per cubic foot, a 

weight 0.23 pound per ring would exist. Even if four rings were used at various regions of the 

nacelle, then a total weight of only 0.92 pound would be added. This weight is minimal in 

comparison to the size of extinguisher systems that are currently used, which can range from 10 

to 20 pounds total weight per engine. 

 Tables 4-6 display relevant information from the various intumescent manufacturers 

(tape, coating, and caulks). 
13

Table 4. Relevant Information from Intumescent Tape Manufacturers 

 Manufacturer Coating Name Length Height Width Volume Density Weight Activation Temper in. in. in. ft3 lb./ft3 lb. °F(°C) 1A 

3M Specialty Materials 

Graphite Intumescent Seal (GIS) 

113.1 0.06 0.50 0.00 70 0.14 expansion begin

390°F(200°C); sign

expansion: 555°F(2

1B 

3M Specialty Materials 

Interam 113.1 0.13 2.00 0.02 70 1.15 expansion begin

410°F(210°C); sign

expansion: 555°F(2

2A 

Flame Safe Chemical Corporation 

Wrap Strip (FSWS 100) 

113.1 0.25 1.00 0.02 70 1.15 expansion begin

250°F(121°C); sign

expansion: 500°F(2

2B 

Flame Safe Chemical Corporation 

Wrap Strip (FSWS 150) 

113.1 0.25 1.50 0.02 70 1.72 expansion begins: 2

(121°C); signific

expansion: 500°F(2

3A 

Tremco TREMstop WS1 

(wrap strip) 

113.1 0.10 1.50 0.01 68 0.67 expansion begin

300°F(150°C) 

3B 

Tremco TREMstop WS2 

(wrap strip) 

113.1 0.10 2.25 0.01 68 1.00 expansion begin

300°F(150°C) 

4 Specified 

Technologies, Inc. 

SSW Intumescent Wrap Strips 

113.1 0.19 2.00 0.02 70 1.72 1st stage expansi

250°F(121°C); 2nd 

expansion: 350°F(17

expansion continue

1000°F 

5 FIREPRO Fire 

Protective Building Materials 

Firepro System 90, Firepro System 36/6 

113.1 0.10 0.50 0.00 70 0.23 

Items in shaded region are estimates. 
14

Table 4. Relevant Information from Intumescent Tape Manufacturers (Continued) 

 Manufacturer Coating Name Length Height Width Volume Density Weight Activation Temper in. in. in. ft3 lb./ft3 lb. °F(°C) 6 ASTROFLAME ASTROTAPE 113.1 0.12 0.47 0.00 70 0.26 7 Zero International INTUMET FS2003 113.1 0.25 0.38 0.01 70 0.43 expansion begin

250°F(121°C) 

8A 

Intumescent.com Fireseal 113.1 0.16 0.39 0.00 64 0.26 expansion begin

392°F(200°C) 

8B 

Intumescent.com Glazing Tape 113.1 0.12 0.47 0.00 64 0.23 expansion begin

392°F(200°C) 

9A 

Unifrax Corporation Fiberfrax Expanding 

Fyre Paper 

113.1 0.10 0.50 0.00 70 0.23 expansion begin

620°F(325°C) 

9B 

Unifrax Corporation Fiberfrax Expanding 

Fyre Paper 

113.1 0.15 0.50 0.00 70 0.34 expansion begin

620°F(325°C) 

9C 

Unifrax Corporation Fiberfrax Expanding 

Fyre Paper 

113.1 0.20 0.50 0.01 70 0.46 expansion begin

620°F(325°C) 

9D 

Unifrax Corporation Fiberfrax Expanding 

Fyre Paper 

113.1 0.25 0.50 0.01 70 0.57 expansion begin

620°F(325°C) 

Items in shaded region are estimates. 
15

Table 5. Relevant Information from Intumescent Coating Manufacturers 

 Manufacturer Coating Name Length Height Width Volume Density Weight Activatio

Temperatu

 in. in. in. ft3 lb./ft3 lb. °F(°C) 1 Solutia Resimene AQ-7550 113.1 0.10 1.00 0.01 70 0.46 2A Firefilm Technical 

Info. 

A/D FIREFILM II 113.1 0.02 1.00 0.00 75 0.08 

2B Firefilm Technical 

Info. 

A/D FIREFILM II 113.1 0.13 1.00 0.01 75 0.64 

3 Corolon Coatings & 

Corrosion Control Technologies Inc. 

Corolon IFRC 113.1 0.10 1.00 0.01 70 0.46 expansion be

400°F(200°

4A Hensotherm NOVATHERM 1FR 113.1 0.10 1.00 0.01 84 0.55 expansion be

212°F(100°

4B Hensotherm NOVATHERM 2FR 113.1 0.10 1.00 0.01 80 0.52 expansion be

212°F(100°

5A No Fire Engineering, 

Inc. 

NoFire A 113.1 0.10 1.00 0.01 83 0.54 expansion be

300°F(149°

5B No Fire Engineering, 

Inc. 

NoFire A18 113.1 0.10 1.00 0.01 87 0.57 expansion be

300°F(149°

5C No Fire Engineering, 

Inc. 

FX-100 113.1 0.10 1.00 0.01 82 0.54 expansion be

300°F(149°

6 FIREPRO Fire 

Protective Building Materials 

Firepro System 90, Firepro System 36/6 

113.1 0.10 1.00 0.01 70 0.46 

Items in shaded region are estimates. 
16

Table 5. Relevant Information from Intumescent Coating Manufacturers (Continued) 

 Manufacturer Coating Name Length Height Width Volume Density Weight Activatio

Temperatu

 in. in. in. ft3 lb./ft3 lb. °F(°C) 7 Albi Manufacturing Albi Clad TF 113.1 0.10 1.00 0.01 85 0.56 8 Flame Seal Products, 

Inc. 

FX-100 113.1 0.10 1.00 0.01 90 0.59 

9 PPG Industries Inc. Pitt-Char XP Fire 

Protective Coating 

113.1 0.10 1.00 0.01 72 0.47 expansion be

200°F(93°C

10 Herberts Fire 

Protection Systems 

unitherm 113.1 0.10 1.00 0.01 70 0.46 

11 Firetherm Firesteel Classic 60 113.1 0.04 1.00 0.00 70 0.18 expansion be

428°F(220°

12A 

Cafco CAFCO SprayFilm 113.1 0.02 1.00 0.00 70 0.11 expansion be

400°F(200°

12B 

Cafco CAFCO SprayFilm 113.1 0.24 1.00 0.02 70 1.11 expansion be

400°F(200°

13 Abesco Ltd. Abesco Protecta System 113.1 0.10 1.00 0.01 70 0.46 14 Hevi-Duty Nelson Nelson FSC 113.1 0.06 1.00 0.00 74 0.30 expansion be

212°F(100°

Items in shaded region are estimates. 
17

Table 6. Relevant Information from Intumescent Caulk Manufacturers 

 Manufacturer Coating Name Length Height Width Volume Density Weight Activation 

Temperature 

 in. in. in. ft3 lb./ft3 lb. °F(°C) 

1 3M Fire Barrier Caulk 113.1 0.10 1.00 0.01 70 0.46 expansion begin

300°F(149°C) 

2

A

Flame Safe Chemical Corporation 

FS 1900 Series Sealant 113.1 0.10 1.00 0.01 74.8 0.49 

2

B 

Flame Safe Chemical Corporation 

FSP 1000 Intumescent Putty 

113.1 0.10 1.00 0.01 67 0.44 expansion begins: 2

(121°C) 

3 Tremco Fyre-Sshield, 

TREMstop WBM 

113.1 0.10 1.00 0.01 70 0.46 

4

A

Specified Technologies, Inc. 

SSS Intumescent Sealant 

113.1 0.63 1.00 0.04 70 2.86 expansion begin

230°F(110°C) 

4

B 

Specified Technologies, Inc. 

Firestop Putty 113.1 0.50 1.00 0.03 10 0.33 expansion begin

350°F(177°C) 

5 ASTROFLAME ASTROMASTIC 113.1 0.10 1.00 0.01 70 0.46 6 Albi Manufacturing Albi Clad 800 113.1 0.10 1.00 0.01 68 0.45 7 Abesco Ltd. Abesco Protecta System 113.1 0.10 1.00 0.01 70 0.46 8 Intumescent.com 113.1 0.10 1.00 0.01 70 0.46 9 Hevi-Duty Nelson Nelson FSP 113.1 0.28 1.00 0.02 85 1.53 expansion begin

500°F(260°C) 

Items in shaded region are estimates. 

19 

3.4.4 Resistance To Aircraft Operating Environment 

 Without experimental results, it is difficult to accurately determine the response of the 

intumescent material to the aircraft operating environment because it is configuration and flight 

condition dependant. 

 However, the following methodology was employed to assess these characteristics: 

• Determine area of aircraft engine nacelle, 

• Determine distributed load (pressure profile) using fluid mechanics (ideal gas law, 

continuity equation, and Bernoulli's equation), 

• Determine shear and normal stresses using mechanics of materials, and 

• Compare shear and normal stresses with manufacturer information. 

3.4.4.1 Determine Area Of Aircraft Engine Nacelle 

 The equation for the area of a cylinder (given below) was used to determine the values of 

the areas at locations 1 (A1) and 2 (A2) that are shown below in Figure 4. These area values are 

given in Table 7. 

4

2 d A π

=

Figure 4. Cross Sectional View of Region Between Nacelle and Hot Engine Surface (Locations 

1 and 2) 

Expanded 

Intumescent 

Material 

Ventilation Airflow 

2 1 
20 

Table 7. Parameters for Area Calculation 

Parameters Symbol Units Value 

Nacelle Diameter dN in. 52 

Core diameter dC in. 36 

Area nacelle AN ft2 14.75 

Area rib AR ft2 10.56 

Area core AC ft2 5.94 

Area 1 = AN-AC A1 ft2 8.81 

Area 2 = AR-AC-AINT A2 ft2 ≈ 0 

3.4.4.2 Determine Distributed Load (Pressure Profile) 

 Next, the Ideal Gas Law, the Continuity Equation, and Bernoulli's Equation [6] along 

with the parameters in Table 8 were used to estimate the pressure profile on the expanded char. 

p = ρRT (Ideal Gas Law) 

m = ρQ = ρAV • (Continuity Equation) 

1

2

1 1

2

2

2 2

2 2

z

g

p v

z

g

p v

+ + = + +

γ γ

 (Bernoulli's Equation) 

Table 8. Parameters for Distributed Load Calculation 

Parameters Symbol Value

Pressure (lb/ft2) p --- 

Density (lb/ft3) ρ 0.04 

gas constant (ft-lbf)/(lb-mole-R) Rbar 1545 

gas constant for air = Rbar/MW (((ft-lbf)/(lb-mole-R))/MW (lb/lb-mole)) R 53.33 

Molecular Weight AIR (lb/lb-mole) MW 28.97 

Temperature (°F) T 500 

Temperature (R) T 959.67 

Internal Mass flow rate (lb/sec) Mdot 2.2 

Volumetric flow rate (ft3/min) Q 3191.5 

Cross-section of area of flow (ft2) A --- 

Average velocity of flow (ft/sec) V --- 

Specific Weight of air (lb/ft3) γ 0.077 

Average velocity of the fluid at location 1 (ft/sec) v1 1026.67 

Average velocity of the fluid at location 2 v2 0 

Acceleration due to gravity (ft/sec2) g 32.17 

Vertical distance from a datum (potential energy) (in) z1, z2 0 
21 

 It is assumed that the dynamic pressures as a result of the airflow are the loading on the 

intumescent material. 

 It is assumed that the velocity is the outside airflow velocity (approximately 700 miles 

per hour). 

 The resulting distributed load (pressure profile = p2-p1) is 8.70 lbf/in2

. 

3.4.4.3 Determine Normal And Shear Stresses 

 Next, equations in mechanics of materials were used to estimate the normal and shear 

stresses on the expanded char. Figure 5 depicts the expanded intumescent material being 

represented as a cantilever beam. 

y

z

L b

h

y

x

Figure 5. Expanded Intumescent Material Represented as a Cantilever Beam 

 The following equations represent the normal and shear stresses [6]. 

= = =

− −

= − = 2

2

3

2

3

2

3

4

12

12

2 2

bh

wL

bh

hwL

bh

wL h

I

M y

Cx

x σ (normal stress) 
22 

= = = = hb

wL

b

bh

bh

wL

I t

VQ

X 2

8 3

12

2

3 τ (shear stress) 

where: 

L = height of expanded char 

h = width of intumescent material 

b = section unit length of intumescent ring 

 Table 9 shows values for normal and shear stresses versus various values of L and versus 

various pressures. 
23

Table 9. Pressure Vs. Normal and Shear Stress 

 L = 0.5 L = 1 L = 1.5 L = 2 L = 2.5 L = 3 L = 3.5 L = 4 L = 4.5 L 

Press norm 

stress 

shear 

stress 

norm 

stress 

shear 

stress 

Norm 

stress 

shear 

stress 

Norm 

stress 

shear 

stress

Norm 

stress 

shear 

stress

Norm 

stress 

shear 

stress

Norm 

stress 

shear 

stress 

Norm 

stress 

shear 

stress

Norm 

stress 

shear 

stress

Norm 

stress 

psi psi psi psi psi psi psi psi psi psi psi psi psi psi psi psi psi psi psi psi 

0 0.00 0 0.00 0 0.00 0 0.00 0 0.00 0 0.00 0 0.00 0 0.00 0 0.00 0 0.00 

0.01 0.03 0.015 0.12 0.03 0.27 0.045 0.48 0.06 0.75 0.075 1.08 0.09 1.47 0.105 1.92 0.12 2.43 0.135 3.00 0.02 0.06 0.03 0.24 0.06 0.54 0.09 0.96 0.12 1.50 0.15 2.16 0.18 2.94 0.21 3.84 0.24 4.86 0.27 6.00 0.03 0.09 0.045 0.36 0.09 0.81 0.135 1.44 0.18 2.25 0.225 3.24 0.27 4.41 0.315 5.76 0.36 7.29 0.405 9.00 0.04 0.12 0.06 0.48 0.12 1.08 0.18 1.92 0.24 3.00 0.3 4.32 0.36 5.88 0.42 7.68 0.48 9.72 0.54 12.00 0.05 0.15 0.075 0.60 0.15 1.35 0.225 2.40 0.3 3.75 0.375 5.40 0.45 7.35 0.525 9.60 0.6 12.15 0.675 15.00 0.06 0.18 0.09 0.72 0.18 1.62 0.27 2.88 0.36 4.50 0.45 6.48 0.54 8.82 0.63 11.52 0.72 14.58 0.81 18.00 0.07 0.21 0.105 0.84 0.21 1.89 0.315 3.36 0.42 5.25 0.525 7.56 0.63 10.29 0.735 13.44 0.84 17.01 0.945 21.00 0.08 0.24 0.12 0.96 0.24 2.16 0.36 3.84 0.48 6.00 0.6 8.64 0.72 11.76 0.84 15.36 0.96 19.44 1.08 24.00 0.09 0.27 0.135 1.08 0.27 2.43 0.405 4.32 0.54 6.75 0.675 9.72 0.81 13.23 0.945 17.28 1.08 21.87 1.215 27.00 

0.1 0.30 0.15 1.20 0.3 2.70 0.45 4.80 0.6 7.50 0.75 10.80 0.9 14.70 1.05 19.20 1.2 24.30 1.35 30.00 0.2 0.60 0.3 2.40 0.6 5.40 0.9 9.60 1.2 15.00 1.5 21.60 1.8 29.40 2.1 38.40 2.4 48.60 2.7 60.00 0.3 0.90 0.45 3.60 0.9 8.10 1.35 14.40 1.8 22.50 2.25 32.40 2.7 44.10 3.15 57.60 3.6 72.90 4.05 90.00 0.4 1.20 0.6 4.80 1.2 10.80 1.8 19.20 2.4 30.00 3 43.20 3.6 58.80 4.2 76.80 4.8 97.20 5.4 120.00 0.5 1.50 0.75 6.00 1.5 13.50 2.25 24.00 3 37.50 3.75 54.00 4.5 73.50 5.25 96.00 6 121.50 6.75 150.00 0.6 1.80 0.9 7.20 1.8 16.20 2.7 28.80 3.6 45.00 4.5 64.80 5.4 88.20 6.3 115.20 7.2 145.80 8.1 180.00 0.7 2.10 1.05 8.40 2.1 18.90 3.15 33.60 4.2 52.50 5.25 75.60 6.3 102.90 7.35 134.40 8.4 170.10 9.45 210.00 0.8 2.40 1.2 9.60 2.4 21.60 3.6 38.40 4.8 60.00 6 86.40 7.2 117.60 8.4 153.60 9.6 194.40 10.8 240.00 0.9 2.70 1.35 10.80 2.7 24.30 4.05 43.20 5.4 67.50 6.75 97.20 8.1 132.30 9.45 172.80 10.8 218.70 12.15 270.00 

1 3.00 1.5 12.00 3 27.00 4.5 48.00 6 75.00 7.5 108.00 9 147.00 10.5 192.00 12 243.00 13.5 300.00 5 15.0 7.5 60.0 15 135.0 22.5 240.0 30 375.0 37.5 540.0 45 735.0 2.5 960.0 60 1215.0 67.5 1500.0 6 18.0 9 72.0 18 162.0 27 288.0 36 450.0 45 648.0 54 882.0 63 1152.0 72 1458.0 81 1800.0 7 21.0 10.5 84.0 21 189.0 31.5 336.0 42 525.0 52.5 756.0 63 1029.0 73.5 1344.0 84 1701.0 94.5 2100.0 8 24.0 12 96.0 24 216.0 36 384.0 48 600.0 60 864.0 72 1176.0 84 1536.0 96 1944.0 108 2400.0 9 27.0 13.5 108.0 27 243.0 40.5 432.0 54 675.0 67.5 972.0 81 1323.0 94.5 1728.0 108 2187.0 121.5 2700.0 

10 30.0 15 120.0 30 270.0 45 480.0 60 750.0 75 1080.0 90 1470.0 105 1920.0 120 2430.0 135 3000.0 
24 

3.4.4.4 Compare Shear And Normal Stresses With Manufacturer Information 

 Finally, the values determined previously for normal and shear stresses were compared 

with the manufacturer information given for the expanded intumescent material. Table 10 shows 

physical properties, including the char strength, of the various intumescent materials (tapes, 

coatings, and caulks) investigated during this study. 

 It is assumed that the data provided by the manufacturers are accurate and verifiable. 

 It is unclear whether some of these values (particularly the tensile strength values) are of 

the unexpanded or expanded material. Further investigation needs to be performed to determine 

this. 
25

Table 10. Properties of Intumescent Materials

Properties Tapes Coatings 

Char characteristics 

rapid expansion forms dense char good stability after expansion soft puff (begins intumescing at relatively low temperatures, expands gradually with low force and forms a firm char) tensile strength: 2.8 Shore A DIN 53504: 80+/-5 char strength: 18 psi (0.12 Mpa) if compressed 50% 

hardness: Shore D 8.8/25/45-50 compressive strength: 1095 psi/300 psi impact resistance: 286 in-lb (3.3 kg-m)/700 in-lb impact: 0.77 ft-lb/inch of notch/1.46 ft-lb./in bond strength: 1051 psi abrasion resistance: 508 cycles per mil @ 65 mil/0.90 gm loss tensile strength: 707 psi elongation: 19.4%; compressive strength: 2264 psi modulus: 4660 psi 

modulus of elastflexural strengthtensile strength: abrasion resistanimpact resistancehardness Shore Dcompressive stre

Installation self adhesive backing 

can be razor cut or die cut to fit irregular shapes quick installation Highly flexible, resilient strip easy to cut and fabricate 

can be manufactured to meet specific project requirements 

flexible 

excellent adhesiocan be manufarequirements 

Corrosion N/A no corrosivity effects in virgin state 

minor corrosion products in fire on unplated steel or aluminum 

N/A 

Toxicity N/A zero toxicity/ toxicity index: 1.9 

no asbestos no halogens 

asbestos free 

Cost cost-effective $75/gallon 

$60/lot 

N/A 

Other demonstrated stability and performance 

over a variety of extreme environments 

durable survive even the most severe fire and its associated turbulent air currents greater resistance to environmental conditions deflection resistance: pass without spalling, cracking or delaminating; 

will not dust, flakoutstanding wearexterior durabilitwithstand weathemaintains excelleexposed to years 
26 

3.4.5 Reduction In Suppressant Required 

 An estimate was made of the reduction in suppressant needed as a result of using this 

technology. 

 To accomplish this, the following three scenarios were examined and the results are given 

in Table 11: inerting the full free volume (100 ft3

), two-thirds of the free volume (66 ft3), and 

one-third of the free volume (33 ft3

). 

The following assumptions were made to accomplish this estimate. 

• Assumed the free volume has been sealed by the expanded intumescent material and 

thus creating the three scenarios (full free volume (100 ft3

), two-thirds of the free 

volume (66 ft3

), and one-third of the free volume (33 ft3)). 

• Treated the free volume as a total flood application (no airflow) and determine the 

amount of agent needed to inert the fixed volume (shown in Table 11). 

• Assumed that six percent by volume of Halon 1301 is required to inert the space. 

• Utilized the following information: One mole of gas = 22.4 liters/gram-mole. The 

molecular weight of Halon 1301 is 148.91 gram/gram-mole. 

Table 11. Estimate of Halon 1301 Required To Inert Free Volume 

AEN V 6% V Halon 1301 Halon 1301 Halon 1301 

ft3 ft3 liters gram lb. 

free volume (ft3) 100 6 169.88 1129.34 2.49 

2/3 free volume (ft3) 66 3.96 112.12 745.36 1.64 

1/3 free volume (ft3) 33 1.98 56.06 372.68 0.82 

APU V 6% V Halon 1301 Halon 1301 Halon 1301 

ft3 ft3 liters gram lb. 

free volume (ft3) 5 0.3 8.49 56.47 0.12 

2/3 free volume (ft3) 3.3 0.198 5.61 37.27 0.08 

1/3 free volume (ft3) 1.65 0.099 2.80 18.63 0.04 

 Also calculated was the estimate of Halon 1301 required using MIL-E-22285 (given in 

Table 12)[7]. 
27 

Table 12. Estimate of Halon 1301 Required Using MIL-E-22285 

AEN Halon 1301 Halon 1301 Halon 1301 Halon 1301 Halon 1301 

 lb. lb. lb. lb. lb. 

 W=0.05V W=0.02V+0.2

5Wa 

W=3(0.02V+0.25Wa) W=0.16V+0.56Wa Calculated from 

inerting 

(Table 11) 

 Rough 

nacelle/low 

airflow 

Rough 

nacelle/low 

airflow 

Rough nacelle/high 

airflow 

Deep frame 

nacelle/high airflow

free volume (ft3) 100 5.00 2.55 7.65 17.232 2.49 

2/3 free volume (ft3) 66 3.30 1.87 5.61 11.792 1.64 

1/3 free volume (ft3) 33 1.65 1.21 3.63 6.512 0.82 

APU Halon 1301 Halon 1301 Halon 1301 Halon 1301 Halon 1301 

 lb. lb. lb. lb. lb. 

 W=0.05V W=0.02V+0.2

5Wa 

W=3(0.02V+0.25Wa) W=0.16V+0.56Wa Calculated from 

inerting 

(Table 11) 

 Rough 

nacelle/low 

airflow 

Rough 

nacelle/low 

airflow 

Rough nacelle/high 

airflow 

Deep frame 

nacelle/high airflow

free volume (ft3) 5 0.25 0.65 1.95 2.032 0.12 

2/3 free volume (ft3) 3.3 0.17 0.616 1.848 1.76 0.08 

1/3 free volume (ft3) 1.65 0.08 0.583 1.749 1.496 0.04 

 As evidenced by this table, the values calculated to inert the fixed volume are less than 

the values calculated using MIL-E-22285 and the values used in a certified system. 

 All of these engine nacelle systems are “certified” in a given design configuration for a 

particular fire zone application and aircraft. The current specifications for Halon 1301 require a 

minimum of six percent concentration by volume in air be present simultaneously at all points in 

the engine nacelle for a minimum of 500 ms. [3] Therefore to obtain this simultaneous 

concentration at several points (typically twelve), additional Halon 1301 is added to ensure the 

system fully meets this requirement. 

 The intumescent material reduces the required amount of Halon 1301. However, 

experimentation is needed to verify these calculations. 
28 

3.5 Concerns And Potential Solutions 

 Application of intumescent materials in the aircraft engine nacelle causes some concerns 

that must be recognized and accommodated. However, these concerns can be addressed during 

process development. 

 The main concerns uncovered in this investigation were the following: 

• Potential toxicity, 

• Fragility of char, 

• Response in a high humidity environment, 

• Installation in highly cluttered areas, and 

• Early expansion due to low activation temperature. 

 Table 13 below presents a potential solution for each of the concerns presented above. 
29 

Table 13. Concerns and Potential Solutions 

POTENTIAL TOXICITY ADDITIONAL 

SOURCES 

Concern Past studies revealed concern over the emission of noxious gases, nonflammable 

gases, toxic phosgene gas, water vapor, carbon dioxide, and ammonia during the 

intumescing process as well as the combustion process. 

1, 8, 9, 10 

Potential Solution This area (aircraft engine nacelle) is a normally unoccupied space. This emission 

of gases occurs only during a fire event. The addition of perlite and vermiculite 

should decrease the amount of toxic gases liberated during expansion. 

11 

FRAGILITY OF CHAR ADDITIONAL 

SOURCES 

Concern Past studies revealed concern over the fragility of the intumesced char after 

expansion. Additional concerns include: cracking, flaking, blistering, and 

dislodgment. 

10, 11, 12, 13, 

14, 15, 16, 17 

Potential Solution Reinforcement of char by addition of up to 3% chopped glass fibers (short fibers 

– 1/32 inch), chopped quartz fibers, short length silica fibers, Kevlar, perlite, 

and/or vermiculite. 

11, 13, 14, 15, 

17, 18, 19, 20 

RESPONSE IN A HIGH HUMIDITY ENVIRONMENT ADDITIONAL 

SOURCES 

Concern Past studies revealed concern over the reduction in intumescence due to a high 

humidity environment. 

12 

Potential Solution The typical USAF aircraft environment is not exposed to a high humidity 

environment for an extended period of time. This is not the case for USN 

aircraft on aircraft carriers. The addition of short length silica fibers was 

suggested to increase the char stability in high humidity. 

17 

INSTALLATION IN HIGHLY CLUTTERED AREAS ADDITIONAL 

SOURCES 

Concern Past studies revealed concern over the installation time required in a highly 

cluttered area. 

18 

Potential Solution Intumescent materials are available in several different forms (tapes, coatings, 

and caulks) as discussed previously. The easiest material to install based upon 

this study seems to be the intumescent tape. 

Tables 4-6 in this 

study 

EARLY EXPANSION DUE TO LOW ACTIVATION TEMPERATURE ADDITIONAL 

SOURCES 

Concern Past studies revealed concern over the potential activation of the intumescent 

material in the normal aircraft engine operating environment. 

13 

Potential Solution This could be reduced/eliminated with the addition of an insulating material layer 

between the intumescent material and the engine core. 

15 
30 

4.0 Technical Problems 

 Based upon the calculations performed during this effort, the intumescent material 

reduces the required amount of Halon 1301. However, experimentation is needed to verify these 

calculations. 

 The values determined previously for normal and shear stresses were compared with the 

manufacturer information given for the expanded intumescent material. It is assumed that the 

data provided by the manufacturers are accurate and verifiable. It is unclear whether some of 

these values (particularly the tensile strength values) are of the unexpanded or expanded 

material. Further investigation needs to be performed to determine this. 

5.0 Recommendations 

 For full exploitation of this technology, an experimental program is recommended. 

Based upon the results of such a program, the utilization of intumescent materials could be 

recommended and justified via a cost analysis. 

5.1 Experimental Validation 

 Recommendations for a potential test program were developed as a result of this effort 

and are given below. It is recommended that a proof-of-concept test program be performed first 

and then a full-scale test program. 

 A test plan would be developed to determine whether sufficient blockage would occur 

from the intumescent swelling to reduce the sustaining airflow rate below which fires can be 

supported. Various compartment clearance widths, intumescent types and thicknesses, fire 

types, and ventilation airflow rates would be tested. Government laboratory equipment and 

facilities would be used to optimize the use of resources. For the proof-of-concept program, the 

test apparatus would be a smaller scale version of generic engine bays and would be nonplatform specific. 

 The proof-of concept testing would consist of the following: 

• baseline tests to validate conditions for a successful fire, 

• tests with only the use of the intumescent coating, 

• tests with only the use of the halon alternatives, and 

• final tests to evaluate the synergistic effect of the intumescent coating and the halon 

alternative. 

 A test matrix and would be constructed which would contain the following parameters: 

compartment clearance widths, intumescent types and thicknesses, fire types, and ventilation 

airflow rates. Design of Experiments (DOE) methodology would be utilized to define a test 

program which would reduce overall program costs and maximize the generation of data. 
31 

 Following the proof-of-concept program, this technology would be optimized and 

demonstrated in full-scale or aircraft test article. 

5.2 Cost Analysis Of Intumescent Material Utilization 

 It is recommended that a cost analysis be performed to compare the existing Halon 1301 

system and a system that utilized intumescent materials in conjunction with a less efficient Halon 

1301 alternative. The net cost each of the two fire suppression systems would be determined. 

This would be accomplished by determining the cost of each system (a function of system 

size/weight) and the cost savings provided by the system (which are a function of extinguishant 

effectiveness and subsequent aircraft saved). The net cost is the cost of the system minus the 

cost savings. 

 Additional cost issues to consider include the following: 

• The cost to clean the engine nacelle and core after utilization of the intumescent 

material should be investigated. To put this cost in perspective, the normal cost 

(man-hours and equipment required) to clean the engine nacelle and core after 

utilization of a Halon 1301 system should be determined. 

• Maintenance costs to install the intumescent material should be estimated. 

• The cost of employing the intumescent materials in conjunction with a less efficient 

Halon 1301 alternative should be estimated. 

• The cost of utilizing the intumescent material alone should be estimated. 

 The fire suppression system detailed cost element structure (CES) (given in Table 14) is 

based on the DoD 5000.4-M and MIL-HDBK-881 CES. It would be customized for this 

particular system and approach. 

 SURVIAC has used this process to perform a similar cost analysis for the C-17. 

Currently, this process is also being used for the F/A-18 E/F, RAH-66, and B-1. 

6.0 Conclusions 

 Intumescent materials have properties that can positively or negatively influence its 

effectiveness for fire suppression. These may include the following: original thickness, 

expansion factor/amount, density, protection hours, activation/maximum temperature, forms, 

char characteristics, etc. Trade-offs must be made between these properties depending upon the 

requirements most important to the platform. The system can be designed and engineered such 

that problems are overcome during process development. 

 This study showed the feasibility of utilizing strategic placement of intumescent materials 

within the ventilated aircraft engine nacelle to reduce the amount of suppressant needed. 
32 

Table 14. Detailed Cost Element Structure 

1.0 RDT&E (3600) 

1.1 Concept Exploration 

1.2 Prototype EMD Cost Sharing (Fire Suppression System Prototype) 

1.2.1 Subsystem 

1.2.1.1 Group A Kit (Hardware to install/mount fire suppression system) 

1.2.1.2 Group B Kit (Fire suppression system) 

1.2.2 COTS/GOTS Software – N/A 

1.2.3 Development Software – N/A 

1.2.4 Integration, Assembly, Test and Checkout 

1.3 System/Platform Integration 

1.4 System Engineering/Program Management 

1.4.1 Systems Engineering 

1.4.2 Program Management 

1.4.3 Travel 

1.5 System Test and Evaluation 

1.5.1 Developmental Test and Evaluation (DT&E) 

1.5.2 Operational Test and Evaluation (OT&E) 

1.6 Data 

1.7 Training 

1.8 Evolutionary Technology Insertions (ETIs) - N/A 

1.8.1 Program Management 

1.8.2 Prototype and Test Bed 

1.8.3 Market Surveys 

1.9 Support Equipment 

1.9.1 Common Support Equipment 

1.9.2 Peculiar Support Equipment 
33 

Table 14. Detailed Cost Element Structure (Continued). 

2.0 PROCUREMENT (3010) 

2.1 Prime Mission Product (Fire Suppression System) 

2.1.1 Subsystems 

2.1.1.1 Group A Kit (Hardware to install/mount fire suppression system) 

2.1.1.2 Group B Kit (Fire suppression system) 

2.1.2 Non-Recurring Engineering – N/A 

2.1.3 Software Integration – N/A 

2.1.4 Integration, Assembly, Test and Checkout 

2.2 System/Platform Integration and Assembly (Cost of installation) 

2.3 Systems Engineering/Program Management 

2.3.1 Systems Engineering 

2.3.2 Program Management 

2.3.3 Logistics Management 

2.4 System Test and Evaluation 

2.4.1 Operational Test and Evaluation 

2.5 Engineering Change Orders (ECOs) 

2.6 Initial Cadre Training 

2.7 Data 

2.8 Operational Fielding/Site Activation 

2.9 Depot Setup - N/A 

2.10 Support Equipment 

2.10.1 Common Support Equipment 

2.10.2 Peculiar Support Equipment 

2.11 Initial Spares and Repair Parts 

2.12 Warranty 

2.13 Evolutionary Technology Insertions (ETIs) - N/A 

2.14 Interim Contractor Support (ICS) 

2.15 Flexible Sustainment Support (Maintenance Support) 
34 

Table 14. Detailed Cost Element Structure (Continued). 

3.0 OPERATIONS AND MAINTENANCE (3400) 

3.1 Program Administration 

3.1.1 Program Management Support 

3.1.1.1 Miscellaneous Contract Services 

3.1.1.2 Government Technical Support 

3.1.1.3 Travel 

3.1.2 Life-Cycle Sustainment Management (LCSM) 

3.2 Program Operational Support 

3.2.1 Recurring Training 

3.2.2 Technical Data Revision 

3.2.3 Software Maintenance - N/A 

3.2.4 Hardware Maintenance 

3.2.4.1 Organic Support 

3.2.4.2 Contractor Maintenance 

3.2.5 Replenishment Spares 

3.2.6 Repair Parts and Materials 

3.2.7 Transportation, Packaging, and Handling 

3.2.8 Storage 

3.2.9 Disposal 

3.2.10 Facility Projects/Upgrades/Leases 

3.2.11 Operational O&M Impacts of ETIs - N/A 

3.2.12 Program Operations 

3.2.13 Unit Level Support 

3.2.13.1 Recurring Training (Unit Travel/TDY Costs) 

3.2.13.2 Operating Consumables 

3.2.13.3 Unit Level O&M Impacts of ETIs 

3.2.14 Depot Level Support 

3.2.15 Contractor Logistics Support (CLS) 

4.0 MILITARY PERSONNEL (3500) 

5.0 MILITARY CONSTRUCTION – N/A 
35 

7.0 References 

1. Proceedings and Report – Volume I Of II; Fire Safety/Survivability Symposium – '90; 

SURVIAC 18708; "Intumescent Coatings, Low Cost Foam Insulation, and Use Of Gel Water 

For Fire Protection and/or Suppression; November 1990; William A. Mallow And Patrick H. 

Zabel. 

2. WL-TR-95-3077, Halon Replacement Program for Aviation, Aircraft Engine Nacelle 

Application, Phase I – Operational Parameters Study, April 1997. 

3. SURVIAC-TR-00-XX, "Fires Experienced and Halon 1301 Fire Suppression Systems In 

Current Weapon Systems", July 1999. 

4. SURVIAC-TR-92-XX "Halon Fire Protection Systems for Aviation – Existing System 

Configuration and Operational Environment Specifications", December 1992. 

5. NIST SP 890 Volume II, "Fire Suppression System Performance of Alternative Agent in 

Aircraft Engine and Aircraft Dry Bay Simulations", November 1995. 

6. Fundamentals of Engineering (FE) Reference Handbook, National Council of Examiners for 

Engineering and Surveying, pp. 22-23 and 47-48, 1993. 

7. MIL-E-22285, Military Specification, "Extinguishing System, Fire, Aircraft, High-RateDischarge Type, Installation and Test of", April 27, 1960. 

8. MIL-HDBK-684 "Design Of Combat Vehicles for Fire Survivability", Chapter 7, 

Extinguishing Agents And Systems, 7-40 – 7-41, February 15, 1995. 

9. Manual Paint Glossary, Http://Www.Flexbon.Com/Glossary.Html, Paint And Coatings 

Glossary, July 5, 2000. 

10. Evaluation of Intumescent Body Panels Coatings In Simulated Post-Accident Vehicle Fires, 

NISTIR 6157, April 1998. 

11. ADA031035, SURVIAC # 09967, "Thermal Protective Coatings", March 31, 1976. 

12. JTCG/AS-75-T-007, "Fire Resistant Aircraft Fuel Cell Installations", July 1978. 

13. ERR-FW-1578, ADH6923, SURVIAC 11984, "Advanced Integrated Fire Protection System 

Study For Aircraft" December 31, 1974. 

14. AD870435, SURVIAC 06628, "Fuel Vulnerability Reduction", April 1970. 

15. AFWAL-TR-82-2111, "Fire Resistance Tests Of Intumescent-Coated Self-Sealing Fuel 

Lines", January 1983. 

16. "Bench-Scale Evaluations and Mechanistic Studies Of Intumescent/Fire-Protective Coatings 

For Polyvinyl Chloride Nitrile Rubber", Fire And Materials Vol. 18, 277-287 (1994). 

17. Letter – From: Commanding Officer, Naval Research Laboratory; To: Commander, Naval 

Sea Systems Command (PMS 393, C. Boova); Subject: Intumescent Coatings For Submarine 

Interior Applications: Candidates For PVC Nitrile Rubber Identified For Subsequent 

Evaluation; 29 September 1992. 
36 

18. ASD-TR-77-73, "A-7 Fuselage Survivability Improvement Program Realistic Testing", 

November 1977. 

19. "Basic Facts About Perlite", <Http://Www.Perlite.Net>, pp. 4, March 6, 2001. 

20. "Vermiculite Home Page For Information About Vermiculite—A Mineral With Many Uses", 

<Http://Vermiculite.Net/>, pp. 4, March 6, 2001. 
APPENDICES 
APPENDIX A 

LITERATURE SOURCES 
Literature Sources 

 File 

Number 

Title Author DTIC 

Number 

Government 

Report 

Number 

Report 

Date 

Originating Activity 

1 5664 Aerospace Vehicle Hazard Protection 

Program: Detectors; Materials; Fuel Vulnerability 

O Neill, J.H.;Sommers, D.E.; Nicholas, E.B. 

NA AFAPL TR73-87 10/1/73 National Aviation Facilitie

Experimental Center, FederaAviation Administration, UDepartment Of Transportation

2 11782 Hypersonic Weapon Vehicle 

Technology(HWVT)Structural Materials Evaluation 

Bausch,K.D.; Bennett,B.K.; Miller,J.,Et Al 

NA AFATL TP90-12 2/1/91 McDonnell Douglas Missil

Systems Company 

3 3571 Fire Resistance Tests Of IntumescentCoated Self-Sealing Fuel Lines Boris,P.; Na; Na NA AFWAL TR- 82-2111 1/1/83 Federal Aviatio

Administration, TechnicaCenter 

4 07684w Influence Of Matrix Properties On The

Erosion Resistance Of Carbon-Carbon Composites (Proceedings Of The AFWAL/ONR Workshop: Matrix Properties In Carbon-Carbon Composites) 

Isbell,W.M.; Na; Na 

ADB080984L 

AFWAL TR82-4200 8/1/83 Office Of Naval Research 

5 11941 Air Force Technical Objective Document NA NA AFWAL TR86-3000 7/1/86 Air Force Wrigh

Aeronautical LaboratorieFlight Dynamics LaboratoryAFWAL/GLXRF 

6 8453 A-7d Fuselage Survivability 

Improvement Program Realistic Testing 

Herron,D.L.; Hollis,C.P.; Na 

ADB025946L 

ASD TR-77-73 

11/1/77 Vought Corporation 

7 10143 Fire Resistant Barriers For Composites Usman,S.; Na; Na ADB1267

77 

DTRC/SME88-28 5/1/88 David Taylor Researc

Center, Code 2844 

8 11984 Advanced Integrated Fire Protection 

System Study For Aircraft 

Mcclure,J.D.; Na; Na 

NA ERR FW1578 12/1/74 General Dynamics 
Literature Sources (Continued) 

 File 

Number 

Title Author DTIC 

Number 

Government 

Report 

Number 

Report 

Date 

Originating Activity 

9 2145 Fire Resistant Aircraft Fuel Cell 

Installations 

Mahood,L.; Na; Na 

ADB029853L 

JTCG AS 75-T-007 

7/1/78 Falcon Research An

Development 

10 

15675 Ablative And Thermal Barriers For 

Aircraft Dry Bays 

Smith, Benjamin D.; Musselman, Kenneth A.; Kurtz,Alex 

ADB207073 

JTCG/AS-95-V-002 NSWCDD/TR-95/132 

9/1/95 Naval Surface Warfare Cente

Dahlgren Div 

11 

6628 Fuel Tank Vulnerability Reduction Winehester,H.F.; 

Denlinger,J.F.; Vickers,G.A., Et Al 

AD870435 

MDC J0044 3/1/70 Douglas Aircraft Company

Mcdonnell DouglaCorporation 

12 

6064 Electrical Cable Burn Test Burt, W.T.; San 

Miguel, A.; Riggs, D. 

NA NA 12/1/74 Survivability And Lethalit

Division, Aircraft SystemDepartment, Naval WeaponCenter, China Lake 

13 

18708 Proceedings And Report Volume I Of Ii 

Fire Safety/Survivability Symposium 90 Responding To The Challenges Of The Post-Halon Era 

Na;Na;Na NA NA 11/6/90 US Army Combat System

Test Activity 

14 

03708z Development, Test And Evaluation Of 

Techniques To Improve The Cook-Off Characteristics Of In-Service Rocket Motors (Retrofit Program), (Proceedings Of Aircraft Carrier Flight Deck Fire Survivability Workshop) 

Kamo,S.M.; Yeakey,J.A.; Na 

NA NWC TM4185 5/1/80 Naval Weapons Center, Chin

Lake 
Literature Sources (Continued) 

 File 

Number 

Title Author DTIC 

Number 

Government 

Report 

Number 

Report 

Date 

Originating Activity 

15 

03708w Development Of Thermal Coating For 

Missile Warhead Fire Protection, (Proceedings Of Aircraft Carrier Flight Deck Fire Survivability Workshop) 

Hogenson,P.A.; Na; Na 

NA NWC TM4185 5/1/80 Rockwell International, Spac

Division 

16 

03709k Review Of Some Hazard Abatement 

Techniques For Weapon Systems Subjected To Fuel Fires And Fragment Attack,(Proceedings Of Aircraft Carrier Flight Deck Fire Survivability Workshop) 

Sindall,J.H.; Na; Na 

NA NWC TM4185 5/1/80 Imi Summerfield,Summerfield,Ke

dderminster,Worcestershire,England 

17 

3049 Reduction Of Fuel Ingestion 

Vulnerability Of The F/A-18 Aircraft, An Interim Report 

Burgner,G.; Dixon,G.P.; Na 

NA NWC TM6785 9/1/90 Naval Weapons Center, Chin

Lake 

18 

6051 Aircraft Fire Simulator Testing Of 

Candidate Fire Barrier Systems 

Hoffman, H.H.; Fontenot, J.S.; Na 

NA NWC TP5915 11/1/76 Naval Weapons Center, Chin

Lake 

19 

6052 F-14a Fire Protection Test Program Moncsko, G.E.; 

Hoffman, H.J.; Na

NA NWC TP5942 2/1/77 Naval Weapons Center, Chin

Lake 

20 

18240 Description, Installation, Cost 

Information On Passive Protection Concepts For The A-4 Aircraft 

Fontenot,J.;Na;Na NA NWC-TM408-001-75 1/1/75 Naval Weapons Center, Chin

Lake 

21 

9967 Thermal Protective Coatings Perry ,J.L.; 

Wittman, G.R.; Na

ADA031035 

U-6213 3/1/76 Aeronutronic Ford

Aeronutronic Division 

22 

5570 Investigation And Evaluation Of 

Nonflammable, Fire-Retardant Materials

Atallah, S.; Buccigross, H.L.; Na 

AD906699 

USAAMRDL TR-72-52 

11/1/72 Arthur D. Little, Inc. 

23 

 Development Of Improved Flammability 

Criteria For Aircraft Thermal Acoustic Insulation 

 DOT/FAA/A

R-99/44 

9/1/00 

24 

 Evaluation Of Intumescent Body Panel 

Coatings In Simulated Post-Accident Vehicle Fires 

 NISTIR 6157 4/1/98 
Literature Sources (Continued) 

 File 

Number 

Title Author DTIC 

Number 

Government 

Report 

Number 

Report 

Date 

Originating Activity 

25 

NRL Letter Report: Intumescent 

Coatings For Submarine Interior Applications: Candidates For PVC 

Nitrile Rubber Identified For Subsequent 

Evaluation 

 9/29/92 

26 

NRL Letter Report: Evaluation Of 

Intumescent And Other Fire Protective Coatings For Submarine Interior Applications 

 5/26/93 

27 

NRL Paper In "Fire & Materials"; 

Bench-Scale Evaluations And Mechanistic Studies Of Intumescent/Fire-Protective Coatings For Polyvinyl Chloride Nitrile Rubber 

 1/20/94 
APPENDIX B 

LIST OF MANUFACTURERS 
List of Manufacturers 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

1 NULLFIRE 

LIMITED 

Mr. Kevin Burke 

29 COVENTRY CV4 

9TJ 

01203 855563 

01203 469547 www.energ

et

2 A.J. Evans Painting John 

Qualls 

4545 W. Hacienda Ste 104 

Las Vegas NV 89118 702-461-

7224 

702-251-8832 

www.xww.

inting/servi

3 Master Painters 

Institute 

www.mpda

/approved/mhtm

4 STI/Specified 

Technologies Inc. 

 Somerville NJ 1-800-992-

1180 

908-526-9623 

5 STI/RAM Tool & 

Supply 

 Tucker GA 770-270-

1300 

770-270-9400 

6 Construction 

Industry Associates Inc. 

 Coral Springs FL 954-344-

8306 

954-344-8638 

7 All-State Products 

Inc. 

 Miami FL 305-499-

3244 

305-499-3245 

8 Eagle Insulation 

Distributors Inc. 

 Long Island 

City 

NY 718-937-

9300 

718-937-9337 

9 Firestop Specialties 

Inc. 

 Miami FL 305-718-

8897 

305-718-8827 

10 New York 

Firestopping Installers Corp. 

 Long Island 

City 

NY 718-472-

3107 

718-937-9337 

11 DSD Contract 

Services 

 Victoria 

Chambers, Firvale Rd. 

Bournemouth, Dorset 

BHI 2JN 

01202 780123 

www.dsdcoatings.co
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

12 National Certified 

Fire Retardant, Inc. 

 Huntington 

Beach 

CA 714-848-

4770 

714-848-6631 

13 3M Product 

Information Center 

Bldg 304-1-01 St. Paul MN 55144-

1000 

1-800-364-3577 

1-800-713-63 

www.mmm

oduct/opuni

14 3M Specialty 

Materials 

Brandon Corots St. Paul MN 55144-

1000 

651-733-5580 

15 American Fire 

Safety 

 Clearwater FL 813-781-

3660 

813-781-6900 

afsp@min

dspring.com

www.oilfielsource.comintsintumescen

16 Alfas Industries 

Limited 

 Bentall Business Park, Washington, Tyne 

& Wear NE37 3JD, UK 

44 191 419 0505 

44 191 419 2200 

alfasind@a

ol.com

N/A 

17 Prometheus 

Developments Ltd. 

 19 Mosely St. 

Ripley Derbyshire DE5 3DA England 

44(0)1773 741424 

44(0)1773 741434 

prometheu

s.dev@btinternet.com

www.promedevelopmenk/Page1.htm

18 Albi Intumescent 

U.L. Fireproofing 

 Orlando FL 

19 Albi Intumescent 

U.L. Fireproofing 

 Boca Raton FL 1-800-945-

5273 

561-802-6979 

20 The National Paint 

& Coatings Association 

 1500 Rhode 

Island Ave. NW 

Washington DC 200005 202-462-

6272 

202-462-8549 
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

21 Solutia 10300 Olive 

Boulevard PO Box 66760 

St. Louis MO 63166-

6760 

413-730-3241 

413-730-3394 

www.coatin

solutia.com 

22 RO-AN Corporation Menomonee 

Falls 

WI 53052 1-800-922-

1600 

sales@roancorp.com

www.roanc

23 Flame Safe 

Chemical Corporation 

 Ft. Worth TX 1-800-334-

8796 

info@flam

esafe.com

www.flamem/

24 International 

Protective Coatings Corp. 

 1330 Industry 

Rd. 

Hatfield PA 19440 1-800-334-

8796 

1-888-531-5192 

www.roanc

25 Chicago Flameproof 

and Wood Specialties 

 1200 S. Lake 

St. PO Box 318 

Montgomery IL 60538 603-859-

0009 

630-896-4773 

26 Intek Construction 

Products Inc. 

 1192 East 

40th St. 

Cleveland OH 44114 216-241-

7880 

216-241-6525 
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

27 Hard, Harold D. Co. 2040 Oakland 

Park Ave. 

Columbus OH 43224 614-471-

9700 

614-471-9317 

28 Midwest Sealant 

Supply 

 6999-N 

Huntley Rd. 

Columbus OH 43229 614-847-

4075 

614-847-4148 

29 Atlas Wholesale 

Supply Inc. 

www.atlasale.com

30 Energy User News www.energ

ews.com

31 Firefilm Technical 

Info. 

 420 Tapscott 

Road 

Scarborough ON M1B 

1Y4 

416-292-2361 

416-298-5887 

www.adfirirefilmtech.

32 Corolon Coatings & 

Corrosion Control Technologies Inc. 

 2405 Winston 

Park Drive 

Oakville ON L6H 

5V4 

905-829-4523 

905-829-5779 

www.coro/intumescen

33 Hensotherm Verkstadsgatan 6 B, 231 66 Trelleborg, 

SWEDEN 

46(0)410-567 80 

46(0)410-567 89 

info@hensotherm.se

www.hensse/hensotheml

34 NoFire 

Technologies Inc. 

 21 Industrial 

Avenue 

Upper Saddle River 

NJ 07458 201-818-

1616 

201-818-8775 

www.nofirologies.com

35 No Fire 

Engineering, Inc. 

Dr. Sam Gottfried 

21 Industrial Avenue 

Saddle River NJ 07458-

2301 

201-818-1616; 201-818-1616 

201-818-8775 

36 SEMO Paint smlee@se

mo.co.kr 

www.semogmc/paint.h

37 Tremco 1-800-321-

7906 

www.tremnts.com/htmopping.htm
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

38 Specified 

Technologies, Inc. 

 Sommerville NJ 1-800-992-

1180 

908-526-9623 

specseal@stifirestop.com

www.stifirom

39 Protect It www.protec

nt/htm

40 British Steel www.civl.p

k/britishstee/Fire%20brSection5.htm

41 FIREPRO Fire 

Protective Building Materials 

 P.O. Box 

12636 

Auckland Ne

w Zealand

64 9 579 0367 

www.centra

o.nz/~fireprheets/sect4.

42 ASTROFLAME Unit 1, Bridge Farm Industries Curbridge Southampton 

England S030 2HB 

www.astrof

m

43 Albi Manufacturing 401 Berlin 

Street 

East Berlin CT 06023 860-828-

0571 

860-828-3297 

info@albi.

com

www.albi.c

900.html

44 Flamort Co. Inc. 746 Natoma 

St. 

San Francisco CA 94103 415-621-

7825 

415-621-6750 

www.sweet

ndex/mfg/2703.htm

45 Flame Seal 

Products, Inc. 

 4025 

Willowbend Blvd. #310 

Houston TX 77025 713-668-

4291 

713-668-3526 

flameseal

@flameseal.com

www.flame

m

46 Complete Fire Protection 

Limited 

1 Queen Victoria Street

St. Philips Bristol BS2 

0QR 

0117 941 3330 

0117 940 4770 

mail@cfplt

d.co.uk

www.cfpltd

mainrhs.htm

47 PPG Industries Inc. Tim 

Figore 

151 Colfax Street 

Springdale PA 15144 412-274-

4500 

412-274-3420 

www.ppgaf

ttchar/intumhtm
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

48 Herberts Fire 

Protection Systems 

 Hemming 

Rd., Washford Industrial Estate Redditch, Worcestershire, B98 0DH, UK 

44(0) 1527 514111 

44(0) 1527 516787 

sales@pra

ybourne.co.uk

www.prayb

o.uk

49 No Burn of West 

Texas 

 Route 9 Box 

159R 

Lubbock TX 79423 806-745-

8371 

806-748-0524 

50 NO-BURN Inc. P.O. Box 185 St. Clair MI 48079 810-329-

6762 

810-329-8604 

info@nobu

rn.com

www.nobur

51 Zero International www.zeroin

nal.com

52 Firetherm www.fireth

m

53 Cafco www.cafco

coapa.htm

54 Sylpyl www.sylpy

novai.htm

55 ibermineral www.iberm

s/html/intum

56 Abesco Ltd. www.abesc

main.htm

57 Lorient North 

America Inc. 

 800 Fifth 

Avenue, Suite 4100 

Seattle WA 98104 1(0) 206-

447-1418 

1(0) 206-470-1150 

sales@lori

entna.com

www.lorien

/lornorthamhtm

58 National Guard 

Products, Inc. 

 4985 East 

Raines Rd. 

Memphis TN 38118 1-800-647-

7874 

1-800-255-7874 
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

59 Intumescent.com Unit 1, Bridge Farm Industries Curbridge 

Southampton England S030 2HB 

44 01489 785 733 

44 01489 784 887 

sales@intu

mescent.com

www.intum

om

60 Unifrax Corporation 2351 

Whirlpool Street 

Niagra Falls NY 14305-

2413 

716-278-3800 

1-800-329-3427 

info@unifr

ax.com

www.unifra

web/pages.n

61 Federal Process 

Company 

 3737 Park 

East Drive, Suite 203 

Cleveland OH 44122 216-464-

6440 

62 Goal Chemical 

Sealants Corp. 

Robert A. Miller 

3137 East 26th Street 

Los Angeles CA 90023 213-269-

0461 

63 James S. Priamos 

Productions, Inc. 

 P.O. Box 

3194 

Ontario CA 91761 213-860-

6870 

64 Master Bond Inc. James 

Brenner 

154 Hobart Street 

Hoboken NJ 07601 201-343-

8983 

65 Textron Specialty 

Materials 

George Castle 

Lowell MA 508-937-

7521 

66 Dow Corning Kent 

Larson 

Midland MI 48686-

0994 

517-496-5541 

67 Pfizer Inc. William 

Hendershot 

Easton PA 1-800-962-

8586 
List of Manufacturers (Continued) 

 Manufacturer Point of 

Contact 

Address City ST Zip 

Code 

Phone 

Number 

Fax 

Number 

Email 

Address 

Webs

68 Fiber Materials Inc. Scott 

Stephenso

n 

Biddeford ME 207-282-

5911 

69 Fire Research Lab. Charles 

Bratcher 

Albuquerque NM 1-800-877-

3473 

70 Hevi-Duty Nelson Gerald 

Thomas 

Tulsa OK 918-627-

5530 

71 Fire and Thermal 

Protection 

Larry Eskind 

Carmel CA 408-646-

1966 

72 FRC Technologies, 

Inc. 

Roger Youngs 

Addison IL 708-628-

1120 

73 Space Age 

Technology Products Inc. 

Harry Shayman 

Chicago IL 312-725-

0404 

74 Vidox Patent Group 

Inc. 

Hank Stawinski 

Laurel MD 301-490-

2605 

75 HeatShield 

Technologies Inc. 

Paul Arena Tamarac FL 305-726-

2774 

76 Battelle Wirth/R. 

Dick 

Columbus OH 

77 New York Builders 

Supply Corp 

 New York NY 

78 Carboline Westerfield NJ 79 Fire Retardant 

Service and Supplies 

 P.O. Box 

38709 

Vancouver BC V7M 

3NI 

604-990-0893 

604-990-0832 

info@fire.

ca

www.fire.ca
9