https://en.wikipedia.org/wiki/ValuJet_Flight_592
Investigation
The
NTSB investigation
[1] eventually determined that the fire that downed Flight 592 began in a cargo compartment below the passenger cabin. The cargo compartment was a Class D design, in which fire suppression is accomplished by sealing off the hold from outside air. Any fire in such an airtight compartment would quickly exhaust all available oxygen and then burn itself out. As the fire suppression is accomplished without any intervention by the crew, such holds are not equipped with smoke detectors. However, the NTSB determined that just before takeoff, over 100
[14] expired
chemical oxygen generators were placed in the cargo compartment in five boxes marked
COMAT (company material) by ValuJet's maintenance contractor, SabreTech, in contravention of
FAA regulations forbidding the transport of
hazardous materials in aircraft cargo holds. Failure to cover the generators' firing pins with the prescribed plastic caps made an accidental activation much more likely. The investigation revealed that rather than covering the firing pins, the SabreTech workers simply
duct-taped the cords around the cans, or cut them, and used tape to stick the ends down. The cylindrical, tennis-ball-can-sized generators also may have been loaded on board in the mistaken belief that they were just empty canisters, thus being certified as safe to transport in an aircraft cargo compartment. SabreTech employees indicated on the cargo manifest that the "oxy canisters" were "empty" instead of being expired oxygen generators. ValuJet employees interpreted this to mean they were empty oxygen canisters, when in fact they were neither simple oxygen canisters, nor empty.
[15] A worker then loosely packed the oxygen canisters in several cardboard boxes with a layer of bubble wrap.
Chemical oxygen generators, when activated, produce
oxygen for passengers if the plane suffers an decompression. As a byproduct of the
exothermic chemical reaction, they also produce a great quantity of heat. These two factors together were sufficient not only to start an accidental fire, but also to produce enough oxygen to keep the fire burning. The fire risk was made much worse by the presence of combustible aircraft wheels in the hold. Two main tires (one not mounted) and a nose tire and wheel were also included in the list of material shipped as COMAT. NTSB investigators theorized that when the plane experienced a slight jolt while taxiing on the runway, an oxygen generator activated, producing oxygen and heat. Over time, as the DC-9 was taxiing to its takeoff position, the surface of the activated generator got hotter and hotter. Soon, the heat ignited the cardboard box and bubble wrap, allowing the fire to start.
Laboratory testing showed that canisters of the same type could heat nearby materials up to 500 °F (260 °C), enough to ignite a smoldering fire. The oxygen from the generators fed the resulting fire in the cargo hold without any need for outside air, defeating the airtight fire suppression design.