Method & Material For Accomplishing Ignition Mitigation In Tanks Containing Flammable Liquid

Abstract

A method utilizing quantities of flexible foam material inserted into a fuel tank, thereby providing ignition mitigation and minimizing the risk of explosion in the tank. The foam material is sculpted into a few, or a substantial quantity of foam blocks. In large-scale installations, the blocks are labeled according to exact placement within a stacking pattern that replicates the tank interior. The blocks are inserted by technicians through existing access ports until the tank is filled, excepting minimal planned void spaces. The foam material establishes ignition mitigation by acting as an ignition blocker, mechanically interfering with the compression wave created by a flame front in an explosion, and changing the vaporous mixture-above the fuel level in the tank. Upon completion of foam insertion, the fuel tank is filled with purging fluid, drained through a filter until no debris is found, and a new maximum fuel quantity recalibrated.

Claims

1-25. (canceled)

26. A method for providing ignition mitigation for a fuel tank, comprising: determining interior dimensions of the fuel tank; providing a bulk quantity of flexible foam material; cutting the flexible foam material into a plurality of foam blocks; positioning the plurality of foam blocks within the fuel tank; and filling the fuel tank with fuel and verifying a quantity of the fuel in the fuel tank.

27. The method of claim 26, wherein the flexible foam material comprises reticulated polyurethane foam.

28. The method of claim 26, wherein the flexible foam material comprises poly ether foam.

29. The method of claim 26, wherein at least one foam block among the plurality of foam blocks comprises a specified color.

30. The method of claim 26, wherein the fuel tank comprises at least one of a center wing tank or an auxiliary tank.

31. The method of claim 26, further comprising, before positioning the plurality of foam blocks within the fuel tank, purging and vacuuming the fuel tank.

32. The method of claim 26, wherein cutting the flexible foam material further comprises: cutting each foam block among the plurality of foam blocks to have a unique profile corresponding to inner surfaces of a fuel tank at a particular sector within a compartment of the fuel tank.

33. The method of claim 32, wherein cutting the flexible foam material further comprises: cutting the flexible foam material into a second plurality of foam blocks such that each foam block among the second plurality of foam blocks has a unique profile corresponding to inner surfaces of the fuel tank at a particular sector within a second compartment of the fuel tank.

34. The method of claim 26, wherein cutting the flexible foam material further comprises: cutting at least one upper cutout in at least one foam block among the plurality of foam blocks to provide clearance for upper stiffeners in the fuel tank.

35. The method of claim 26, wherein cutting the flexible foam material further comprises: cutting at least one lower cutout in at least one foam block among the plurality of foam blocks to provide clearance for lower stiffeners in the fuel tank.

36. The method of claim 26, wherein cutting the flexible foam material further comprises: cutting at least one arcuate cutout in at least one foam block among the plurality of foam blocks to provide clearance for a tank fuel pump.

37. The method of claim 26, further comprising arranging the plurality of foam blocks in a stack corresponding to a sequential installation at respective sectors within at least one compartment of the fuel tank.

38. The method of claim 26, further comprising forming a directional indicator in or on at least one foam block among the plurality of foam blocks to indicate an installation orientation at a sector within at least one compartment of the fuel tank.

39. The method of claim 26, further comprising marking an identifier on at least one foam block among the plurality of foam blocks to indicate an installation location at a sector within at least one compartment of the fuel tank.

40. The method of claim 39, wherein the identifier further indicates a relative order of installation of the at least one foam block, in sequence, among the plurality of foam blocks within the at least one compartment of the fuel tank.

41. A method for providing ignition mitigation for a fuel tank, comprising: providing a bulk quantity of flexible foam material; and cutting the flexible foam material into a plurality of foam blocks, wherein each foam block among the plurality of foam blocks has a unique profile corresponding to inner surfaces of a fuel tank at a particular sector within a compartment of the fuel tank.

42. The method of claim 41, further comprising cutting the flexible foam material into a second plurality of foam blocks, wherein each foam block among the second plurality of foam blocks has a unique profile corresponding to inner surfaces of the fuel tank at a particular sector within a second compartment of the fuel tank.

43. The method of claim 41, wherein the flexible foam material comprises reticulated polyurethane foam.

44. The method of claim 41, wherein the flexible foam material comprises poly ether foam.

45. The method of claim 41, wherein at least one foam block among the plurality of foam blocks comprises a specified color.

46. The method of claim 41, wherein the fuel tank comprises at least one of a center wing tank or an auxiliary wing tank.

47. The method of claim 41, further comprising: positioning the plurality of foam blocks within the fuel tank; and filling the fuel tank with fuel and verifying a quantity of the fuel in the fuel tank.

48. The method of claim 47, further comprising, before positioning the plurality of foam blocks within the fuel tank, purging and vacuuming the fuel tank.

49. The method of claim 41, wherein cutting the flexible foam material further comprises: cutting at least one upper cutout in at least one foam block among the plurality of foam blocks to provide clearance for upper stiffeners in the fuel tank.

50. The method of claim 41, wherein cutting the flexible foam material further comprises: cutting at least one lower cutout in at least one foam block among the plurality of foam blocks to provide clearance for lower stiffeners in the fuel tank.

51. The method of claim 41, wherein cutting the flexible foam material further comprises: cutting at least one arcuate cutout in at least one foam block among the plurality of foam blocks to provide clearance for a tank fuel pump.

52. The method of claim 41, further comprising arranging the plurality of foam blocks in a stack corresponding to a sequential installation at respective sectors within at least one compartment of the fuel tank.

53. The method of claim 41, further comprising forming a directional indicator in or on at least one foam block among the plurality of foam blocks to indicate an installation orientation at a sector within at least one compartment of the fuel tank.

54. The method of claim 41, further comprising marking an identifier on at least one foam block among the plurality of foam blocks to indicate an installation location at a sector within at least one compartment of the fuel tank.

55. The method of claim 54, wherein the identifier further indicates a relative order of installation of the at least one foam block, in sequence, among the plurality of foam blocks within the at least one compartment of the fuel tank.

56. A system for ignition mitigation, comprising: a plurality of foam blocks, wherein: each foam block among the plurality of foam blocks is pre-cut from a flexible foam material; and each foam block among the plurality of foam blocks has a unique profile corresponding to inner surfaces of a fuel tank at a particular sector within a compartment of the fuel tank.

57. The system of claim 56, further comprising: a second plurality of foam blocks, wherein each foam block among the second plurality of foam blocks has a unique profile corresponding to inner surfaces of the fuel tank at a particular sector within a second compartment of the fuel tank.

58. The system of claim 56, wherein the compartment comprises at least one of a forward compartment of the fuel tank, a center compartment of the fuel tank, and an aft compartment of the fuel tank.

59. The system of claim 56, wherein: at least one foam block among the plurality of foam blocks comprises at least one upper cutout to provide clearance for upper stiffeners in the fuel tank; at least one foam block among the plurality of foam blocks comprises at least one lower cutout to provide clearance for lower stiffeners in the fuel tank; and at least one foam block among the plurality of foam blocks comprises at least one arcuate cutout to provide clearance for a tank fuel pump.

60. The system of claim 56, wherein the plurality of foam blocks are arranged in a stack corresponding to a sequential installation at respective sectors within the compartment of the fuel tank.

61. The system of claim 56, wherein: at least one foam block among the plurality of foam blocks comprises a directional indicator to indicate an installation orientation at a sector within the compartment of the fuel tank; and at least one foam block among the plurality of foam blocks comprises an identifier to indicate an installation location at a sector within the compartment of the fuel tank.

62. The system of claim 56, wherein the plurality of foam blocks are formed from a flexible foam material.

63. The system of claim 62, wherein the flexible foam material comprises reticulated polyurethane foam.

64. The system of claim 62, wherein the flexible foam material comprises polyether foam.

Description

BRIEF DESCRIPTION OF THE VIEWS OF THE DRAWINGS

[0036] FIG. 1 illustrates a general overall fuselage-cutaway view of a Boeing 737 jet 110 aircraft, further showing the location of the center wing fuel tank 112.

[0037] FIG. 2 shows the location of the center wing tank 112 of the Boeing 737 aircraft, as would be seen looking through the bottom of the fuselage, and further, a tank access panel 20 utilized by maintenance personnel for ground servicing.

[0038] FIG. 3 depicts a close-up view of the access panel 20 to the center wing tank 112 shown in FIG. 2.

[0039] FIG. 3(A) is an illustration of the manner in which the access panel 20 of FIG. 2 is removed from the exterior of the center wing tank

[0040] FIG. 4 shows a cutaway view of the structural members of the center wing tank 112, in accordance with section line 4-4 of FIG. 1.

[0041] FIG. 5 illustrates the profile of a specifically-shaped foam block 51 precisely cut to fit the exact contour of a sector of the center wing tank 112.

[0042] FIG. 5(A) presents a side view of the foam block 51 of FIG. 5.

[0043] FIG. 6 presents a stylized diagram of the aggregate 50 of a plurality of sequentially-arranged, pre-cut foam blocks to be installed adjacent to one another, conforming to the contour of the forward compartment of the center wing tank 112.

[0044] FIG. 7 is a stylized rendering of the center wing tank 112, further showing the packing arrangement of a plurality of foam blocks 51 properly installed in the forward compartment 131.

[0045] FIG. 8 depicts the first stages of installation of foam blocks 50 on the right side of the aft compartment 133.

[0046] FIG. 8A shows the beginning of installation of foam blocks on the left side of the aft compartment 133b, the right side of the compartment having been completed

[0047] FIG. 8B depicts the start of installation of foam blocks is the middle section of the aft compartment 133.

[0048] FIG. 8C depicts the completion of installation of foam blocks in the aft compartment 133.

[0049] FIG. 9 is a stylized rendering of the resultant installation of all foam blocks in the forward 131, center 132, and aft 133 compartments of the center wing tank of a typical Boeing 737 aircraft.

[0050] FIG. 10 depicts an exploded view of exemplary foam blocks 64-73 which comprise one of twelve (12) vertically-oriented columns sculpted to fit within the first center wing box cavity 211 of a Boeing 767 BR aircraft 200.

[0051] FIG. 11 illustrates an exploded view of the aggregate of all foam blocks (circled numbers 001-108) necessary for a complete filling of foam blocks into the first center wing box cavity 211 of a Boeing 767 ER aircraft 200.

[0052] FIG. 12 depicts the joining of the aggregate of foam blocks required to fill both wing box cavities 211, 212 of the 767 BR center wing tank 200.

DETAILED DESCRIPTION OF THE INVENTION

[0053] The present inventive concept is based upon the use of precisely measured and contoured quantities of flexible foam material to be inserted into a tank constructed for the storage or retention of a flammable liquid. The principal intended use of this inventive concept is for the insertion of measured quantities of flexible foam material into the fuel tanks of aircraft. In the typical accomplishment of this method, interrelated sequential groupings of blocks of flexible foam material are used to fill specific fuel tank(s) of an aircraft.

[0054] However, in some instances, the flexible foam material may be cut and shaped into relatively small, uniformly-sked pieces so as to fit through tank access ports, service bays, or other available tank openings. The objects, features, and advantages of the concept presented in this document are more readily understood when referring to the accompanying drawings. The drawings, totaling seventeen (17) figures, show the basic components and functions of embodiments and/or the specific method steps. In the several figures, like reference numbers are used in each figure to correspond to the same component as may be depicted in other figures.

[0055] For illustrative purposes only, and not by way of limitation, the methods and systems described in this disclosure are disclosed as applicable to Boeing 737 or Boeing 767 series aircraft. This detailed description section is merely exemplary in nature and is not intended to limit the methods and uses shown in this inventive concept. The method disclosed may be utilized, with appropriate changes to the procedures, in a variety of types and locales of fuel tanks, whether on a vessel aircraft, or affixed to the ground or a structure.

[0056] There is no intent for the applicant to be bound or constrained by any expressed or implied theory(ies) set forth in the relevant technical fields, background, brief summary, or the present detailed description of the inventive concept as it relates to Boeing 737 or Boeing 767 aircraft. Further, there is no intent to confine the inventive method disclosed to one particular make, model, or series of aircraft, or particular configurations of aircraft fuel tanks.

[0057] The flexible foam material referred to in this document may be comprised of any of a variety of different foam materials, including different structures, textures, chemical compositions, and constituent qualities. A preferred foam material is reticulated polyurethane. Additionally, any material selected from the group consisting of polyethers in which the repeating unit contains a carbon-oxygen bond derived especially from an aldehyde or an epoxide may be used in the method set forth in this inventive concept.

[0058] By way of illustration only, and not as a limitation, the preferred embodiment of the present inventive concept depicts the use of contoured, interrelated, sequential groupings of foam blocks to fill a specific fuel tank or tanks of an aircraft. In situations where a fuel tank is relatively small, comprises an irregular shape, or its location makes it difficult to access, flexible foam pieces of certain shapes and sizes may be inserted through ports, openable panels, or other means, until the tank is determined to be fully satiated with the foam pieces.

[0059] When utilizing specifically-cut foam blocks, the blocks are engineered, fabricated, and/or sculpted to occupy a volumetric sector, or sectors, of the interior of a fuel tank. By utilizing the disclosed methods of installing blocks 50 or foam pieces to fill one or more fuel tanks of an aircraft, the aircraft operator prevents or minimizes the potentially damaging or catastrophic effects of fuel ignition, fire, and/or explosion.

[0060] For ease of explanation and illustrative purposes only, and not as a means of limitation, the disclosed method is described with regard to installation of the foam blocks into the center wing tank 112 of a Boeing 737 aircraft 110 or the center wing box cavities 211, 212, of a Boeing 767 aircraft 200.

[0061] The discussion of the present inventive concept will be initiated with FIG. 1, which illustrates an overall view of a Boeing 737 jet aircraft 110. FIG. 1 also depicts the fuselage 111, and a center wing tank 112, which is encircled. As in most similar jet aircraft, the predominance of the fuel load is generally carried in fuel tanks constructed within the left wing 104 and right wing 105, with equal quantities in each wing 104, 105. The wing-loaded fuel serves to add a counter-balancing weight to offset the upward wing structural bend due to the aerodynamic lift force generated by the wings 104, 105 when in flight. However, for substantially increased range, the aircraft 110 may be loaded with additional fuel in the center wing tank 112 and other internal tanks, if available.

[0062] FIG. 2 is a stylized rendering looking upward at the undersurface of the Boeing 737 fuselage 111, further revealing the location of the center wing tank 112. Also shown in FIG. 2 is a center wing tank access panel 20 utilized by maintenance personnel during ground servicing of this particular model and series of the Boeing 737.

[0063] FIG. 3 depicts an expanded view of the access panel 20 shown in FIG. 2. FIG 3(A) is an illustration of the manner in which the access panel 20 is removed from the exterior of the center wing tank 112, further showing a clamp ring 21, one of a plurality of washers 22, and one of a plurality of bolts 23, the washers 22 and bolts 23 utilized for insertion through apertures 24 for fastening the clamp ring 21 onto a lower center wing panel 26.

[0064] FIG. 4 illustrates a stand-alone sectional view of the center wing tank 112, in accordance with section line 4-4 of FIG. 1. The structural integrity of the center wing tank 112, as positioned within the fuselage 111, substantially determines the internal contour of the center wing tank 112. The internal wing tank 112 contour, on initial determination of the quantity of foam material required, can be divided into a plurality of volumetric sectors, each sector amenable to acceptance of one, a few, or a substantial quantity of foam blocks or pieces conforming to each sector.

[0065] Referring to FIG. 4, the aircraft 110 structural members shown include a front spar 120, rear spar 121, floor beams 122, and a tank ceiling 127 abutting the aircraft floor beams 122. It is important to note that, as shown in FIG. 4, the center wing tank 112 comprises multiple compartments: a forward compartment 131, a center compartment 132, and an aft compartment 133. The three compartments 131, 132, 133 are separated by spanwise beam #2 124 and spanwise beam #1 125. In each of the three compartments 131, 132, 133, a fuel tank floor 128 comprises lower stiffeners 128 and the fuel tank ceiling 127 comprises upper stiffeners 129, which give additional rigidity to all three tank compartments 131, 132, and 133.

[0066] As a planning, consideration, it is important to assess the structural arrangement and means of access to each individual compartment of a tank with multiple compartments. This is vital in order to arrive at pre-determined working order as to which of the compartments should be the first to be filled with the foam material and in what sequence the remaining compartments should be filled.

[0067] As further discussion of the installation of aggregate foam blocks 50, explanation will be given of the methodology and process of measuring, sizing, and sculpting an exemplary foam block 50. Shown in FIG. 5 there is illustrated, by way of example, a profile view of a forward compartment foam block 51. This forward compartment foam block 51 is designated as such due to the fact that the contour of its outer perimeter corresponds to the shape, internal fittings and components of a specific, sector within the forward compartment 131 of the center wing tank 112.

[0068] In viewing FIG. 5, the topmost edge shows four upper cutouts 52 which provide clearance for upper stiffeners 129 of the forward compartment 131 as previously shown in FIG. 4. The left edge 55 of the foam block 51 is fabricated so as to correspond to the forward tank wall 123, and further shows an arcuate cutout 53 which provides clearance for a tank fuel pump, or other tank component. The bottommost section of the forward compartment foam block 51 illustrates three cutouts 54 which allow clearance for the three lower stiffeners 130 of the forward compartment 131, as shown in FIG. 4. Thus, the sector into which this foam block is placed manifests upper stiffeners 129, lower softeners 130, the forward tank wall 123, and a portion of a fuel pump.

[0069] The right edge 56 of the forward compartment foam block 51 corresponds to spanwise beam #2 124 as is depicted in FIG. 4. FIG. 5(A) is a view looking directly at the right edge 56 of the forward compartment foam block 51, and further showing the nominal width 57 of the forward compartment foam block 51. The dimensions of each of the foam blocks 50 have been measured and fabricated or sculpted in a size and contour which is completely dependent upon the size and contour of the fuel tank sector into which the specific foam block is to be installed.

[0070] As observed in FIG. 5, a directional UP arrow and a forward (FWD) arrow are printed on the surface of the foam block 51 to further guide an installer or technician in placing this particular foam block 51 in the correct orientation. Aircraft mechanics will also need foam block orientation and positioning guidance in the event one or more foam blocks 50 may need to be removed for internal tank or tank component inspection or maintenance during aircraft line operations.

[0071] The illustrated forward compartment foam block 51 of FIG. 5 is further given a part number (P/N) to indicate its exact location in the forward compartment 131 of the center wing tank 112. The part number also defines the order of its loading in the installation sequence of the aggregate of all foam blocks 50. The general manner of construction of the contour of the previously-described forward compartment foam block 51 is typical of the parameters to be met for each of the aggregate foam blocks 50 to be inserted in the forward compartment 131 of the center wing tank 112 of a Boeing 737 series 400 aircraft as well as those foam blocks to be installed in the mid compartment and aft compartment of the center wing task 112. Similarly, the general manner of construction of the contour of any other foam block described above is typical of the parameters to be met for any foam block to be installed in any of a variety of aircraft fuel tanks.

[0072] The contours of the aggregate of all foam blocks 50 are a culmination of determinations made of the dimensions, profile, connections, attachments, and integral components of the inner surfaces of the fuel tank at the specifically designated sectors internal to each the forward, center, and aft compartments 131, 132, 133 of the center wing tank 112. This methodology is applicable to the determination of the size and contour of any foam block that may be fabricated for insertion into any of an unlimited variety of fuel tanks.

[0073] In planning a project for installation of foam blocks in the center wing tank 112, the initial process requires the manufacture and delivery of a pre-determined quantity of bulk foam material. The bulk forms generally measure approximately 1242. However, in everyday applicability, the overall dimensions and volumetric quantity of the bulk material is dependent upon the size and contour of the particular type of fuel tank into which the finished sculpted foam pieces are to be inserted.

[0074] During the manufacturing process, the bulk quantities of flexible foam may be colored, as required by the customer. In the preferred embodiment, a purple color facilitates the trouble-shooting of fuel contamination or irregularities associated with fuel lines, the engine fuel pump, filters, etc. Purple-colored flexible foam enables a determination whether an ignition event or possible foam deterioration has taken place.

[0075] By way of example only, in the case of the center wing tank 112 of a 300 series Boeing 737 aircraft, engineering drawings are executed in a sequential series of scaled renderings of volumetric sectors of, for instance, the forward compartment 131 of the center wing tank 112. The profile of the compartment is measured and scaled at regularly-spaced increments along a line extending from a selected wall, tank floor, or the ceiling of the forward compartment 131. The measurements also take into consideration the placement of tank structural components and equipment. In the sane manner, engineering drawings are rendered for the interrelated sectors and contour of the center compartment 132 and aft compartment 133 of the center wing tank 112.

[0076] A plurality of cutouts of foam blocks 50 is made from the manufactured bulk foam, each block cut and sculpted according to the previously-described scaled renderings and further, each block cutout is progressively identified with a part number (P/N). Further, orientating symbols or text, such as UP, DOWN, REAR, or FORWARD, may be printed thereon. Cutting and shaping of the individual foam block cutouts from the bulk material may be accomplished by use of several optional means. These options include, but are not limited to mechanical blade type-cutting, specially designated/manufactured smooth blade type cutting tools, an extremely fine-toothed band saw-type blade, or a hot-wire type cutting tool.

[0077] Once the entirety of the aggregate foam blocks 50 required for the center wing tank 112 have been sculpted, each block is identified with a part number (P/N) and numerical or alphabetical sequencing corresponding to the sequential placement of the foam block into its corresponding, sector within each of the forward, center, or aft compartments 131, 132, 133. The foam blocks 50 are individually packaged and arranged in a stack or stacks which correspond to the orderly, sequential installation of the foam blocks 50 into the appropriate sector previously calculated. Further, detailed written instructions regarding the installation of the foam in each compartment are drafted and organized in a manual for the guidance of technicians who will install the foam blocks 50.

[0078] To install the foam blocks 50 into the center wing tank 112, it is preferable to position the aircraft 110 on a level surface and at a convenient height for access to the center wing tank 112. The access opening cover is then removed aid the foam blocks 50 are inserted through the access openings with the exercise of care to avoid tearing or abrading the foam blocks on the lip of the opening. FIG. 2, FIG. 3 and FIG. 3(A) illustrate the relative position of the access panel 20 of the center wing tank 112.

[0079] In many instances, installation of the foam blocks may be accomplished during the manufacturing or initial assembly stages of a fuel tank. In these situations, the job of the technicians or installers is much less problematic, since access to the interior of the tank is relatively straightforward and convenient. As a preliminary step, in installation of the flexible foam into fuel tanks that have been in service for a period of time, the cleanliness of the tank must first be ensured by draining the tank, purging, and then vacuuming the interior.

[0080] As stated previously, a very specific order of insertion of the foam blocks 50 must be followed so that all spaces that are intended to be filled in the center wing tank 112 are indeed filled. Empty spaces in the tank can only be those left by design, which is referred to as planned voiding. The center wing tank 112 under discussion here should be filled with the foam blocks 50 fitted according to the sectors and pattern specified in the previously-mentioned engineering drawings and installation instructions.

[0081] By way of further illustration, FIG. 6 depicts a diagram of a representative sample of a plurality of sequentially-arranged, pre-cut foam blocks 50 to be installed adjacent to one another, thereby conforming to the interior contour of the forward compartment 131 of the center wing tank 112 of the Boeing 737 aircraft. Each of the blocks 50 has a shape and an order of installation which ultimately conforms to a specific contour of the forward compartment 131 at a particular sector of the forward compartment 131. FIG. 7 is a stylized see-through rendering of the center wing tank 112, further showing the packing arrangement of a plurality of blocks 50 in the process of being installed in the forward compartment 131 of the center wing tank 112.

[0082] Generally, the installation of the foam blocks 50 is accomplished by technicians entering through existing fuel tank access bays and openings. Further, a certain amount of the foam blocks 50 may be uploaded directly into the tank 112. On aircraft other than the Boeing 737, existing fuel tank access openings that may be used for insertion and installation include, but are not limited to, maintenance access holes, wet and dry access bays found on non-cylindrical auxiliary fuel tanks, inspection holes in belly tanks, and the like. In the case of an aircraft having integral wing tanks, for instance, access may be necessary by means of removing a portion of the wing skin to access the fuel tank.

[0083] A very specific order of insertion of the foam blocks 50 must be followed so that all spaces that are intended to be filled in the tank are indeed filled. The method disclosed in this document must take into consideration the fact that all tanks designed to contain flammable liquid, including aircraft fuel tanks, manifest distinctive shapes and contours of the tank floor, ceiling, and walls.

[0084] Care is necessarily exercised to avoid tearing or abrading the foam on the lip of the access bays or holes. Shaped block foam pieces are inserted and positioned in a manner to ensure that the required internal tank void is filled and maximum ignition source prevention is achieved. The foam material selected for this disclosed method is considered to be memory foam. Memory foam generally returns to its original shape after compression down to 40% of its original volume. A key feature of the present inventive concept is that the design and structure of the shaped block foam pieces allows them to be bent or slightly compressed in order to fit through existing access bays or ports of various aircraft fuel tanks.

[0085] In referring to FIGS. 8, 8A, 8B and 8C, it is to be noted that the majority of Boeing 737 series 300 and series 400 aircraft are characterized by a first internal access port 18 between the aft compartment 133 and the center compartment 132 of the aircraft and a second internal, access port 19 between the center compartment 132 and the forward compartment 131. Further, a lower access panel 20 is depicted at the midpoint of the forward compartment 131, which coincides with the underside of the fuselage.

[0086] In the installation of foam blocks 50 into the center wing tank 112 of a Boeing 737 aircraft, the procedure begins with the right side of the aft compartment 133 of the center wing tank 112. The installer(s) must gain access to the aft compartment 133 first, through a lower access panel 20 located on the underside of the fuselage 111 of the aircraft, as shown in FIG. 2 and FIG. 3. Access is sequentially accomplished through the second internal access port 19, and the first internal access port 18.

[0087] FIG. 8 depicts a quantity of foam blocks 50 having been installed on the right side of the aft compartment 133. Next, the installer(s) work the left side of the aft compartment 133, FIG. 8A showing the completion of installation of foam blocks on the left s de of the aft compartment 133, the right side of the compartment 133 having been completed. As the installer(s) begins exiting the aft compartment 133 through the first access port 18, he/she installs RPF blocks 50 in the middle section of the aft compartment 133, as shown in FIG. 8B. FIG. 8C depicts the completion of installation of foam blocks 50 in the aft compartment 133.

[0088] FIG. 9 illustrates a stylized diagram of the resultant installation of all foam blocks in the forward, mid, and aft compartments 131, 132, 133 of the center wing tank 112 of a typical Boeing 737 aircraft.

[0089] For illustrative purposes, renderings of the method of foam filling of the center wing tank 210 of a Boeing 767 ER aircraft 200 is shown in FIG. 10, FIG. 11, and FIG. 12. For informational purposes, the specific model 767 ER illustrated is constructed with a center wing tank 210 consisting of a first center wing box cavity 211 and a second wing box cavity 212.

[0090] Beginning with FIG. 10, there is shown an exploded view of a column of ten foam blocks 64-73 which comprise one of twelve (12) vertically-oriented columns designed to fill contiguous sectors of the first center wing box cavity 211 of the Boeing 767 ER aircraft 200. Each block 64-73 manifests cutouts and a shape to fit the first center wing box cavity 211 contour and/or structural components corresponding to the sector into which the blocks 64-73 are sculpted to fit. FIG. 11 depicts an exploded view of the aggregate of all foam blocks (circled numbers 001-108) which are necessary to comprise a complete filling of foam material into the first center wing box cavity 211.

[0091] In turning to FIG. 12, there is shown a stylized rendering of the joining of the assemblies of foam blocks required to fill both the first center wing box cavity 211 and the second center wing box cavity 212 of the Boeing 767 ER 200. The foam blocks depicted as filling the second center wing box cavity 212 are structured and arranged similarly to the required assembly of foam blocks for the first center wing box cavity 211. As a result, the union of these two groups of foam blocks completely fills the center wing tank 210 of the 767 ER aircraft 200 with ignition mitigating foam.

[0092] When conducting any of the above described methods and procedures, the fitted size, shape and installation of any aggregate of flexible foam material should be such that no internal tank voids longer than 2.5 feet exist (with the internal tank fuel probes installed). All flexible foam blocks must be kept clear of the tank components such as the fuel ports, fuel probes, float switches, and tank vents. The planned voiding areas around these structures should not exceed a volume of 10% of the total fuel tank volume and there should be no additional connecting voids between any of the planned void spaces. The minimum space of foam filled area required between the planned void areas is three (3.0) inches if maximum void size is used.

[0093] While the present invention has been described above in terms of specific embodiments, it is understood that the invention is not limited to these disclosed embodiments. It is not intended to be exhaustive or to limit the invention to the precise form disclosed. Many modifications, variations, and other embodiments of the invention will come to mind of those skilled in the art to which this invention pertains, and which are intended to be and are covered by both this disclosure and hereafter submitted claims. If is indeed intended that the scope of the invention should be determined by proper interpretation and construction of the hereafter submitted claims and their legal equivalents, as understood by those of skill in the art relying upon the disclosure in this specification and the attached drawings. It is intended that the scope of the invention is not limited to any particular aircraft, or to any particular type of tank constructed to hold flammable liquid.