ers, such as those used on TWA 800, do not function fast enough
to reliably prevent excessive energy from entering FQIS wires, as
previously assumed. Later, NTSB recommended installing arc-fault
circuit breakers and other current limiting devices, instead of simple
thermal-mechanical circuit breakers to prevent energy transfers.
aFtermath
In 2001, the FAA issued Special Federal Aviation Regulation (SFAR)
88 which required re-examination of all airplanes with regard to ig-
nition prevention. These reviews utilized the newest standards and
knowledge gained through the fuel tank investigation, rather than
the earlier standards that existed when airplanes had been certi-
cated. The SFAR also required safety enhancements, such as regular
cleansing of silver sulde deposits from FQIS probes. In 2007, the
FAA issued a requirement for aircraft wiring to undergo targeted
maintenance. The FAA also recommended improved training for air-
craft maintenance personnel since some of the hazards NTSB inves-
tigators found when inspecting airplanes similar to TWA 800, such
as metal shavings in the wire bays, could be viewed as common-
place and not considered a hazard. Because potential hazards con-
tinue to be found, even after the SFAR 88 review, the FAA continues
to monitor fuel tank designs and modications, which continues to
result in additional airworthiness directives.
During the course of the NTSB investigation, it became clear that
sole reliance upon ignition preventive design was an inadequate
means of avoiding a CWT explosion; somehow, the CWT itself had
to be rendered incombustible as an additional layer of protection.
The military had accomplished this in combat aircraft by using sys-
tems to inject inert gas such as nitrogen to displace oxygen in fuel
tanks from 21% down to 9%. Such systems had been considered
unnecessary in cost and weight by the commercial transport aircraft
industry. However, by recognition that commercial airplanes did not
need the level of inerting used by the military, the FAA developed
a relatively lightweight and simple ammability reduction system
(FRS) from advanced inerting system technologies. These develop-
ments made retrotting of commercial aircraft feasible. In 2008, the
FAA issued a fuel tank ammability rule requiring airlines to retrot
(within 10 years) a means to reduce the ammability of heated fuel
tanks in all Boeing and Airbus aircraft manufactured before 2009.
Methods could include systems to displace oxygen in tanks with
inert nitrogen, or use of materials to mitigate ignition such as poly-
urethane foam ll.
For Future nasa missions
The FAA did not require airlines to schedule targeted inspections
and maintenance for the wiring network partly because of the dif-
culty such inspections would entail. A typical wide-body jet can
contain 240 kilometers of wire; accessing those wire harnesses
would mean dismantling the aircraft’s external structure. Because
of this difculty, problems resulting from aging wiring systems
are becoming prevalent in both commercial aircraft and in military
ghters. NASA faces similar challenges in its own densely wired
systems. NASA’s wire networks are equally susceptible to chang
from vibration, breakdown from moisture, or cracking from age.
While it may be impractical to dismantle and visually inspect every
inch of the wiring labyrinth winding through a spacecraft’s recesses,
knowing that arcs, shorts, and electromagnetic interference present
constant threats to product operation must lead designers to install
additional layers of safety to protect against wiring malfunctions.
Products still in the concept phase of the project life cycle should
account for the effects of age and include a means to later analyze
the wire system’s integrity.
When TWA 800 plunged into the Atlantic, certain assumptions that
aircraft designers had relied upon
for three decades vanished. When
FQIS components were new, they had qualitatively and quantitative-
ly proven to be “explosion-proof,” but, this assumption was never
reassessed, even after the aircraft logged more than 90,000 hours of
operation. At NASA, it is critical to continue questioning initial as-
sumptions about operations, equipment, and facilities. Defects that
prove to be critical may develop over time, and detecting latent fail-
ures is not always easy. Sustaining rigorous maintenance and qual-
ity checks underscores recognition that failure modes cannot always
be identied at the time of a product’s inception. Installing targeted
inspection and maintenance practices are critical to product and mis-
sion success.
Questions for Discussion
• What are some of the assumptions you made about
your project when it began?
• Have you re-evaluated those assumptions to assess
their continued validity?
•
How do your maintenance and quality procedures
protect your system from the effects of age and
wear?
• Have you considered the practicality of implementing
additional layers of safety for your system?
reFerenCes
Federal Aviation Administration. Lessons Learned from Transport Airplane
Accidents: TWA 800 at Atlantic Ocean. 11 June 2010. < http://accidents-ll.
faa.gov/ll_main.cfm?TabID=1&LLID=21&LLTypeID=2#null>.
Furse, Cynthia and Randy Haupt. “Down to the Wire.” ieee Spectrum. 1 Feb
2001. < http://spectrum.ieee.org/aerospace/aviation/down-to-the-wire/0>.
Flanner, Mark. An Analysis of the Central Fuel Tank Explosion of TWA
Flight 800. University of Wisconsin. <http://tc.engr.wisc.edu/uer/uer00/au-
thor2/printables/twa.pdf>.
“Industry Steps Forward on Fuel Tank Inerting.” Aviation Today. 4 August,
2008. <http://www.aviationtoday.com/manufacturers/boeing/Industry-
Steps-Forward-on-Fuel-Tank-Inerting_24808.html>.
National Transportation Safety Board. Aircraft Accident Report: In-ight
Breakup Over the Atlantic Ocean trans World Airlines Flight 800 Boeing
747-131, N93119 Near East Moriches, New York July 17, 1996. United
States Governement, 2000.
SYSTEM FAILURE CASE STUDIES
Executive Editor: Steve Lilley Developed by: ARES Corporation
This is an internal NASA safety awareness training document based on information
available in the public domain. The ndings, proximate causes, and contributing fac-
tors identied in this case study do not necessarily represent those of the Agency.
Sections of this case study were derived from multiple sources listed under Refer-
ences. Any misrepresentation or improper use of source material is unintentional.
Visit http://nsc.nasa.gov/SFCS to read this and other case studies online
or to subscribe to the Monthly Safety e-Message.
January 2011
System Failure Case Studies - Fire in the Sky
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