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The purpose of this paper is to describe studies of accidental ignition of fuel‐air mixture. Studies were carried out in a laboratory that contains the naturally aspirated aircraft engine LYCOMNIG 320B1A IO type used in the EM‐11C Orka aircraft and the intake system to determine its resilience to the effects of accidental ignition and the occurrence of a backfire.

Tests were performed on a model under extreme conditions (with the intake system closed) and under conditions similar to normal operation using fuels of different combustion rates.

It was found that the positive pressure caused by such accidental ignition under normal operating conditions did not exceed 0.08 bar and did not pose any hazard of damaging the intake system of the IO‐320B1‐type LYCOMNIG naturally aspirated aircraft engine, as designed by the aircraft manufacturer.

The positive results of the tests of the EM11C Orka aircraft intake system's resistance to flashback and other positive test results for this aircraft have contributed to obtaining the EASA.A.115 Certificate and the EASA.21J.117 Certificate for the Design Unit, and the plane was presented at the AERO – Friedrichshafen 2011 Exhibition.

The paper described how, in the laboratory, simulated extreme operating conditions of the naturally aspirated aircraft engine intake system powered aircraft fuels with different burning speeds (aviation gasoline, hydrogen).

The study examines alcohol and drug related accidental dwelling fire injuries during 2006–2016 in Merseyside in England.

The study carries out an examination of alcohol and drug related fire injuries from 2006 to 2016 in Merseyside, including analysis of injuries by age group, gender, level of deprivation and housing type.

Deprivation was a significant factor in alcohol and drug related fire injuries over the period studied, with 70% of such injuries occurring in areas with the highest level of deprivation. Males appeared roughly twice as likely to be injured in an alcohol and drug related fire incident than females. The majority of those injured were in the age range 35–59.

There were limitations on the generalizability of the research findings to other fire and rescue services, as Merseyside has some of the highest levels of alcohol consumption and deprivation in UK.

An understanding of those vulnerable to alcohol and drug related fire risks can support more targeted fire prevention strategies and aid referrals to partner health agencies to help to reduce underlying alcohol and drug misuse issues.

The study provides a detailed analysis of the circumstances associated with alcohol and drug related fire injuries over a ten-year period covered by a UK fire and rescue service, in particular, in terms alcohol and drug related fire injury risk differences between different groups.

The purpose of this paper is to establish the influence of oil concentration in oil-in-water emulsions on their flammability on hot surfaces and on their viscosity. The interest in fire test systematization is obviously developing due to many grades and applications of fluids and new design solutions asking for higher parameters in exploitation, including pressure and temperature. Higher temperature and pressure have a synergic effect on fire risk; thus, a special attention has to be given to selecting fluids based on fire tests.

This test simulates a hazardous event when a fluid drops on a hot surface: 10 ml of fluid is dropped during 40-60 seconds on a manifold kept at a constant temperature, from a distance of 300 ± 5 mm above the surface. Tests were done under the procedure of SR EN ISO 20823:2004, with an original equipment. The apparent viscosity of the tested fluids was determined using a rheometer Rheotest 2. The tests were done for the fully mineral oil (Prista MHE-40) and for emulsions with different oil volume in water: 5, 10, 20, 30, 40, 50, 60, 70, 80 and 90 per cent, respectively.

The mineral oil MHE 40 Prista does not burn repeatedly for manifold temperature lower than 440°C, but it burns at 450°C on the clean surface and at 425°C on dirty surface, as obtained after testing the same oil, but at a temperature for which the oil burns. The emulsions do not burn even at 90 per cent oil in water, but the apparent viscosity of the emulsion is too high and unstable, above 20-30 per cent (volume) oil in water. No evident relationship was found between the apparent viscosity of the emulsions and their behavior on hot surface.

The hydraulic fluids were ranked, taking into account the flammability characteristics determined with the help of this test.

This paper aims to reduce the risk of fire in hazardous environments using fire-resistant fluids.

Testing hydraulic fluids under the procedure of SR EN ISO 20823:2004 is required by European and national regulations to avoid large-scale accidents produced by the ignition of hydraulic fluids.

As far as the authors have known, the test procedure was only used for establishing whether a certain fluid passes or does not pass this test. The authors did not find any references for establishing the influence of oil concentration on the flammability characteristics. Also, the equipment has an original design, allowing for a good repeatability and a high protection of the operator.

This paper aims to develop a framework to assess the reliability of structures subject to a fire following an earthquake (FFE) event. The proposed framework is implemented in one seamless programming environment and is used to analyze an example nine-story steel moment-resisting frame (MRF) under an FFE. The framework includes uncertainties in load and material properties at elevated temperatures and evaluates the MRF performance based on various limit states.

Specifically, this work models the uncertainties in fire load density, yield strength and modulus of elasticity of steel. The location of fire compartment is also varied to investigate the effect of story level (lower vs higher) and bay location (interior vs exterior) of the fire on the post-earthquake performance of the frame. The frame is modeled in OpenSees to perform non-linear dynamic, thermal and reliability analyses of the structure.

Results show that interior bays are more susceptible than exterior bays to connection failure because of the development of larger tension forces during the cooling phase of the fire. Also, upper floors in general are more probable to reach specified damage states than lower floors because of the smaller beam sizes. Overall, results suggest that modern MRFs with a design that is governed by inter-story drifts have enough residual strength after an earthquake so that a subsequent fire typically does not lead to results significantly different compared to those of an event where the fire occurs without previous seismic damage. However, the seismic damage could lead to larger fire spread, increased danger to the building as a whole and larger associated economic losses.

Although the paper focuses on FFE, the proposed framework is general and can be extended to other multi-hazard scenarios.

No. 16 of the year 1932. Attention is drawn to the requirements of Section V, paragraph 55, sub‐paragraph (1) of the Air Navigation Directions, 1930 (A N.D. 10) as amended by the Air Navigation Directions 1931 (A.N.D. 10B), viz.:—

Our work on spiral groove bearings in the Research Laboratories began in 1960, when we were consulted on the following problem. Would it be possible to make a wear‐resistant thrust bearing able to take up to about 1 kg thrust from a shaft rotating at at least 50,000 r.p.m., without incurring a power consumption much in excess of 1.5 watts ? The bearing was to support the end of the shaft, and it had to be suitable for operation in a vacuum.

The Air Navigation Directions, 1932 (A.N.D.11) paragraphs 63 (1) (v) (g) and 99 (1) (f), require aircraft to be equipped with landing lights (lamps or wing tip flares) of an approved type for flights by night when passengers or goods are carried for hire or reward or when a pilot qualifying for a “B” Licence is carrying out night flying tests.

THE Dornier Do 20 is a logical development from the Wal and Super‐Wal flying‐boats by way of the Do 18. Although the present type is better streamlined than the earlier machine the resemblance is striking and the stages of evolution are worthy of study. A comparison between this latest Dornier flying boat and the Short machines described in Aircraft Engineering last month brings out some noteworthy similarities and differences in the general design and construction.

In the Air Navigation Directions, 193(5 (A.N.D. 13), paragraphs 64 (1) (viii) (g) and 99 (1) (f) require aircraft to be equipped with landing lights (lamps or wing‐tip flares) for flights by night, when passengers or goods are carried for hire or reward, or when a pilot qualifying for a Class “ B ” licence is carrying out night Hying tests.