A multilayer thermoformable film to protect the surface of a workpiece includes an underlayer having first and second faces. The underlayer is made from an adhesive material configured to adhere to the surface of the workpiece by the first face. At least one layer of polymer material is attached to the second face of the adhesive underlayer. The layer of polymer material is resistant to erosion by solid particles and to erosion by liquid particles. It is formed from a polymer material chosen from a polyurethane, a polyether ether ketone and a polyethylene having a very high molecular weight, with a Shore D hardness of between 50 and 65 D. A method of surface protection of the workpiece includes thermoforming the film in a shape adapted to match the shape of at least a portion of the workpiece and applying the film thermoformed onto the surface of the workpiece.

According to an embodiment, an aircraft comprises a fuselage including composite skin; an enclosure located inside the fuselage; a rechargeable battery disposed inside the enclosure; and a ventilation conduit extending from the enclosure to an opening in the composite skin, the ventilation conduit including: a first portion having a first end coupled to the enclosure and a second end spaced from the composite skin, and a second portion extending between the composite skin and the second end of the first portion, the second portion comprising an electrically non-conductive material.

A rotary wing aircraft with a fuselage that comprises an upper primary skin and an aircraft upper deck arranged above the fuselage, wherein the aircraft upper deck comprises a firewall arrangement that defines a fire proof separation at least between at least one aircraft engine and an aircraft interior region, wherein the firewall arrangement comprises at least one funnel-shaped lower firewall that is arranged between the at least one aircraft engine and the upper primary skin of the fuselage, wherein the at least one funnel-shaped lower firewall converges from an outer perimeter to at least one inner collecting point, and wherein the outer perimeter is spaced apart from the upper primary skin of the fuselage.

A fire suppression method and system in an aircraft involves a pressurized first-stage agent, and a pressurized second-stage agent. The first-stage agent or the second-stage agent includes trifluoromethyl iodide (CF.sub.3I). A plurality of outlets discharge the first-stage agent during a first duration and the second-stage agent during a second duration. An opening of each of the plurality of outlets is located in a lower quarter of a height of a cargo compartment.

A number of sealants are provided that are resistant to degradation by aircraft fluids. In some embodiments, the sealants are resistant to degradation by Jet A fluid and at least one of the three types of hydraulic fluids typically used in aircraft. These embodiments are also typically cure in place from a two-part polyurethane or polyurea mix, with cure to a visibly clear coating. In some embodiments, they may be sprayed on an aircraft surface or applied by hand (brush or injectable). In other of these embodiments, the sealants comprise, at least in part, a cured, soft, tacky polyurethane gel that is resistant to at least one of a synthetic hydrocarbon based or mineral oil based hydraulic fluid.

An apparatus for handling dangerous objects in a closed vehicle cabin includes a retaining plate for fastening of the apparatus, a housing wall which is arranged on the retaining plate, which can be packed down and which is composed of a refractory material, and an opening frame which is connected at least to the housing wall and which has a closable opening, wherein the housing wall which can be packed down can be brought into a packed-down state and into an expanded state, wherein, in the folded-out state, the housing wall, together with the retaining plate and the opening frame, provides a cavity which can be reached from outside of the housing wall through the opening.

A sensing assembly comprising includes one or more sensing elements formed as a tube. The sensing assembly also includes one or more clamps to secure the one or more sensing elements. Each of the one or more clamps includes a recess in which each of the one or more sensing elements is seated.

Described herein are zonal fire suppression systems and methods of using such systems for suppressing fires in cargo aircraft. A system is configured to individually monitor the temperature in each of multiple cargo zones in the cargo area. The system is also configured to selectively activate one or more of multiple zone distribution components to distribute a fire suppressant material, based at least on the temperature monitoring. The zonal approach to the temperature monitoring and to the fire suppressant material distribution allows reducing the fire suppressant material amount needed on the cargo aircraft, which, in turn, reduces the aircraft load. Furthermore, in some examples, the zonal approach eliminates unnecessary contact between the cargo (e.g., in the zones unaffected by fire) and the fire suppressant material. In some examples, this fire suppression involves depressurizing of the cargo area, in addition to or instead of the fire suppressant material distribution material.

A smoke detector includes a laser light source to provide incident light. The smoke detector also includes a Fabry-Perot etalon to transmit some incoming light, which is produced from the incident light, as transmitted light. Smoke particles in a cavity of the Fabry-Perot etalon affect an intensity of one or more wavelengths of the transmitted light.

According to an aspect, a fire suppressant system includes a first fire bottle in operable communication with a first cockpit control switch via a first channel, and a first sensor-based switch via a second channel. Additionally, the fire suppressant system includes a second fire bottle in operable communication with a second cockpit control switch via a third channel, and a second sensor-based switch via a fourth channel.