Search report text, read a short matching passage, then open the source page.
Exact phrases match first; otherwise all words must occur close together. Six excerpts maximum. Text extraction cannot search image-only charts. Warsaw uses a report transcription with missing figures and appendices.
14 matching PDF pages. Showing 6 short source excerpts. Open the document for full context.
Printed page xvi. PDF page 18.
precluding all ignition sources and the design and certification of the Boeing 747 with heat sources located beneath the CWT with no means to reduce the heat transferred into the CWT or to render the fuel vapor in the tankOpen final report at PDF page 18NTSB AAR-00/03: In-flight breakup, TWA flight 800
Printed page 141. PDF page 159.
determined that although the increase in CWT fuel temperatures was the net effect of several heat sources and sinks, "the major heat load appears to be due to the high temperatures in the air conditioning equipment [bay]." As a resultOpen final report at PDF page 159NTSB AAR-00/03: In-flight breakup, TWA flight 800
Printed page 198. PDF page 216.
from the pack bay through dedicated ventilation, coupled with insulating the tank from heat sources, may significantly reduce the exposure to operation with explosive fuel/air mixtures. The FAA indicated that design modifications, such as insulation or inerting, were amonOpen final report at PDF page 216NTSB AAR-00/03: In-flight breakup, TWA flight 800
Printed page 199. PDF page 217.
sources, and (4) operation of electrically driven fuel pumps in fuel tanks with adjacent heat sources be prohibited when the pump inlet is not fully submerged in liquid fuel, unless a flame arrestor is installed in the fuel pump inletOpen final report at PDF page 217NTSB AAR-00/03: In-flight breakup, TWA flight 800
Printed page 203. PDF page 221.
the...[CWT] of 747 airplanes and the fuel tanks of other airplanes that are located near heat sources to incorporate temperature probes and cockpit fuel tank temperature displays to permit determination of fuel tank temperatures. (Although the FAA's February 18 andOpen final report at PDF page 221NTSB AAR-00/03: In-flight breakup, TWA flight 800
Printed page 216. PDF page 234.
indicated that the flammability exposure for fuel tanks that were not adjacent to such heat sources approximated that of wing tanks, whereas CWTs heated by air conditioning equipment located beneath them are flammable an average of 30 percent of theOpen final report at PDF page 234NTSB AAR-00/03: In-flight breakup, TWA flight 800