I have only just come across your site, having only been linked since Christmas.

            It is most interesting, as it was my function in the Royal Air Force, as a

            Chief Technician, to be the Engineering Authority responsible for all types of

            electrical cables and interconnect devices used on our aircraft.

            Between 1989 and 1991 I carried out in depth investigations into all aircraft

            electrical fires, which highlighted the Kapton problem to the Royal Air Force.

            Our research led us to do our own Wet and Dry arc tests and develop our own

             Defence Standards for testing. A major amount of time was also spent in

             liaisons with other Air Forces, Airlines, Aircraft Manufactures and Wire

             Manufacturers.

             Having carried out Arc Tracking Tests on a whole range of wire types myself, I

             soon got to recognize the tell-tale signs which identified a Kapton Fire in an

             aircraft environment. A program of briefings and cable management lectures

             was introduced to highlight the problem to our engineers, which then resulted

             in the problem, and the extent, being exposed for what it was.

             As I sat on the Defence Standard working committees, I found that although the

             Royal Air Force recognized the problem, British Aerospace, British Airways,

             Civil Aviation Authority and BICC Cables always suppressed the whole Kapton

             argument. This always made me feel that maybe we had got the whole thing

             wrong and were blowing it out of all proportion. We were also accused of being

             misled by the ETFE cable manufacturer. (This is RAYCHEM)

             Although Kapton had a known failure mode, it was perceived that the problem

             was more with fighter type aircraft. This due to the tight bend radius of

              cable looms, restricted space, high G forces, overservicing and dirty/wet

              servicing environments. Our initial findings with British Airways did not

              confirm the same problems. Or, as suspected, they did not want to announce the

              problem. It always appeared at meetings that BA and the CAA had hidden

              agendas! We did manage to get some success by convincing Lufthansa, through

              Kevin Nunn, of the problem - they then developed their own policies for the

              Kapton.

              Although I left the Royal Air Force in 1993, after 23 years service, I would

               imagine that I am still bound by the Official Secret's Act. This preventing

               me listing military aircraft accidents that could be attributed to Kapton

               Fires. But suffice to say not only did major fires occur but the power of the

               Arc, once initiated, also is suspected of causing catastrophic failure of

                structure i.e. control rods. A simulated test replicated this failure mode

                during the investigation.

                 It is welcome to see that all my efforts during those years was not in vain

                 and that the subject is now getting the recognition it deserves. Military

                 aircrew enviably have a means of escape when things go wrong - which is not a

                  luxury that airline passengers have. The military concern was mainly that a

                  small amount of damage could bring a fighter down - be it missile or minor

                  chaffing of the loom!

                  Keep up the good work and look forward to an early resolution of the problem.

                  Unfortunately due to the circumstances of the Job Market I am no longer in the

                   aerospace business, but a Project Manager for a Railway Signalling company. If

                   I can be of any further assistance please do not hesitate to contact me as the

                   subject is dear to my heart.

                   Best regards,