posted on Mar, 18 2013 @ 01:50 PM
Originally posted by Zaphod58
reply to post by F4guy
Because I've seen birds come back from Guam using Jet A-1. I can't count how many times I've seen planes come back from areas that don't see cold
weather using Jet A-1 (including within the US). Honolulu uses Jet A-1. Jet A-1 is the standard for everywhere but the US. The US standard is Jet
A, but Jet A-1 is used as well.
Even with Jet A as opposed to A-1, I have yet to see a crash that didn't see a fire afterwards. The flash point of Jet A is roughly 124 degrees.
With all the fuel, and fuel vapor in the area after this crash, if they didn't have a fuel problem, nothing in the area sparked at over that
temperature until utilities were cut off? There were no pilot lights that were lit, that were over that temperature? It's an amazing coincidence if
so. Even more amazing if all the fuel pooled into the basement of one house.
You have pointed out an important difference which is not widely understood, and that is the difference between "flash point" and autoignition
temperature. Flash point is the temp at which vapor occurs sufficient to sustain a fire. "Autoignition temperature", on the other hand, is the
ignition temperature to start a fire. And for dudocane, or C12H26, that temperature is 202 degrees C, or about 400F.
In 40 years of investigating aircraft accidents, I have seen plenty of crashes with no fire, particularly when the aircraft was at partial or no
power. The last one of those I remember was a turbine Pilatus in Burlington, NC. One witness described the Beechjet as "spiriling down upside down,
a description of a power off flat inverted spin, which will cause a flame out on almost every turbofan. Such a spin can be easily considered if an
electrical outage caused a loss of attitude indicators and the yaw damper.
In any event, it's all speculation until a full investigation can be completed. This was a Part 91 small aircraft operation.operation so no
DFDR/CVR is likely.