AIRCRAFT ENGINE FIRES

OBJECTIVE

Learning Outcome 9 Perform Fire Fighting for Aircraft Engine on Fire and Other
Associates Fire.

Assessment Criteria 9
9.1 Explain the various types of engine.

9.2 Identify the various methods of engine mounting.

9.3 Identify the accepted engine numbering system.

9.4 Recognize the hazards posed by an engine fire.

9.5 Undertake the proper tactical approach in fighting engine

fire.

REFERENCES

a. IFSTA 206 – Aircraft.

b. Manual of Firemanship Book 4.

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 AIRCRAFT ENGINE FIRES
INTRODUCTION

Aircraft engines are designed to accelerate a mass of air rearward and the reaction
from this is the thrust which propels the aircraft. The mass of air may be accelerated by an
external propeller (piston and turbo-prop engines) or by an internal compressor and turbine
assembly (turbo-jet and turbo-fan engines).
Fire fighters, when dealing with aircraft engine fires on the ground should be able to
achieve full fire extinguishment without personnel injury and minimal damage to the engine
surrounding components and airframes. With the correct extinguishing agent and
application, damages caused by fire could be limited. Agent damage on aircraft components
could also be avoided.

ENGINE TYPES.

There are two main categories of engines that power aircraft:

a. Piston Engine. Arranged radial, or in-line, normal reciprocating, Avgas

powered.

Figure 1: Piston Engine

b. Turbine Engines. There are four types:

(1) Turbo – Jet

(2) Turbo – Fan
(3) Turbo – Prop
(4) Turbo – Shaft

(1) Turbo – Jet - Is the engine that drives the aircraft with the principles
reaction (reaction). It contains the thrust to the back with a total
a lot of hot air. Engines of this type are widely used nowadays.
In general, all types of fighter aircraft with an engine of this type.

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 Figure 2: Turbo – Jet

(2) Turbo – Fan - It is similar to Turbo Jet. The difference is air sucked into
the back is not mixed in the combustion chamber. Air is combined with
gas and hot air at the back of the engine. Most of the passengers using
such engines.

Figure 3: Turbo – Fan

(3) Turbo – Prop - This engine is the same as Turbo and Turbo Fan Jet but
has a turbine to turn the propeller (prop). Aircraft such as C130 and
PC 7 using this engine.

Figure 4: Turbo – Prop

(4) Turbo – Shaft - This type of engine is not much difference with Turbo
engines but it is without Propeller Prop. It is extra turbine connected to
the shaft to the rotating fan. All helicopters use this type of engine.

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 Figure 5: Turbo – Shaft

ENGINE POSITION.

Aircraft engines are mounted in either one of the following methods:

a. Padded Engine. Wing mounted on pylon or direct from the main SPAR, e.g.
B747.

b. Buried Engine. Engines buried or concealed in main planes close to wing

roots. e.g. Britannia, Comet 4C.

. c. Tail Mounted. Engines mounted at rear, or tail. Either padded buried.

ENGINES NUMBERING.

Aircraft engines are numbered from the port side onward.

NO.4 NO.1
NO.3 NO.2

Figure 6: Engines Numbering

HAZARDS.

The velocity and temperature of the air flow through the very powerful JT9D engines
is considerably greater than that of conventional aircraft. As a result the caution areas

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created by inlet and exhaust flows from these engines are almost three times greater than
those of the DC-8’s JT3D engines.

The inlet duct6 suction is extremely dangerous since is no visual boundary of the
hazard area. This hazard area is variable depending on atmospheric and engine operating
conditions and, therefore is very deceptive for working around the operating engine.
Sometimes the effect of the suction is not recognized until is too late to pull safety out of
danger area. Unlike other lets, the B-747 engines do not have inlet guide vanes as a final
filter for large objects. Therefore, it is strongly emphasized that all personnel and equipment
be kept clear of the danger zone as defined by a 9 meters radius semi-circle around the
inlet when the engine is operating a take off power, and a semi-circle of 7-8 meter radius
when the engine is operating at idle power.

On the exhaust side of the engine, velocity and temperature of the exhaust air flow
for the JT9D is much greater than of other jet engines. The exhaust area extends to as
much as 45 meters on each side of the aircraft centreline for idle power and up to 65 meters
on each side c the aircraft centreline of the take off power. The hazard area behind the
aircraft extends to about 180 meters for idle power and about 600 meters for take off power.
The 747’s JT9D engine exhaust is invisible (no smoke), and this fact makes important the
necessity to proceed with caution when approaching from behind since there is no telltale
smoke plume to define the area of hot, high velocity exhaust.

The excessive noise created by aircraft engines and associated equipment presents
serious physical hazards to fire fighters. These hazards are dangerous enough to
jeopardize fire fighting operations and cause permanent hearing injuries to personnel. For
unusual situations or long periods of standby where aircraft engine are running, appropriate
protection such as use of high density ear protectors or ear plugs, should be the standard
procedure. In addition, personnel who are exposed to jet engine noise should have their
hearing tested at frequent intervals.

TACTICAL APPROACH.

A serious engine fire is potentially a dangerous situation and because of the

possibility of fire spread, and blast exhaust areas of engines still operating correct
positioning of appliances and their crew is a matter of great concern.

Differing design and positions so that their monitor and side lines fully cover not only
immediate fire situation, but areas of probable extension should the fire progress beyond the
location of its origin. There is always the possibility of an engine fire transmuting to an
aircraft fire.

With very large aircraft and high wing span avoid positioning of fire vehicles, crew
and hose lines at areas where structural collapse or running fires are possible.

Turbine engine intake areas can present a hazard and a safety distance of 7 to 8
meters recommended.

Approach very cautiously; even moderate exhaust blast can blow loose objects along
the ground with considerable force. 20 Aircraft engine noise even at fairly low rates of
revolutions presents serious problems to personnel. In addition to jeopardizing fire fighting
operation, sustained exposure can cause permanent injuries to the ears. Where such
situations are possible high density ear protectors must be provided and worn.

An important part of any fire fighting operation involving aircraft in flight trim is the
establishment of effective communications with the flight deck and this aspect should be fully

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explored and agreed procedures incorporated. The possibilities of provision for such
communication are:

a. Aircraft ground intercom system (normally only available during start-up

operations).
b. Pre-arranged radio frequency.
c. Through Air Traffic Control.

Confined Engine Fires (Piston). When engine fires are confined within the nacelle,
but cannot be controlled by the aircraft extinguishing system, dry chemical powder. Halon or
carbon dioxide should be applied first as these agents are more effective that water or foam
inside the nacelle. Foam or water spray should be used externally to keep adjacent aircraft
structures cool. The propellers should never be touched even when at rest.

Accessories Section Fires. The most immediate and effective method of

extinguishment of fires within this part of an engine is by operation of the inbuilt fire
protection systems, and normally this will have been operated by the aircraft flight crew.

If this has not been done or was not successful then immediate fire service action is
necessary. Whilst most aircraft have fire access ports, certain aircraft particularly the B747
do not. In this case unlatching and partial opening of the engine main cowl panels will be
necessary. This should be done gradually and with caution as burning fuel or oil may spill
out. An alternative access on the JT9 engine is through the oil filter access door.

Extinguishment is now best achieved by the use of either CO2 gas or BCF. With the
latter try not to position the applicator or nozzle too deep within the access port or too near
engine components as BCF in liquid condition may lead to post fire corrosion conditions on
certain metals. Obviously with a very serious fire this point is not a consideration.

Dry chemical powder can be used but it will be necessary to urgently notify the
aircraft operator so that remedial action can be taken against the almost immediate corrosive
effect of the powder and this applies to all fire fighting powders.

Fires in Combustion Chamber. Fires confined to the combustion chambers of turbine

engines are best controlled when the flight crew is in a position to keep the engine turning
over and it is safe to do so from the view point of aircraft evacuation and other safety
considerations. Fire fighters will have to stand clear of the exhaust but may have to protect
combustibles from exhaust flames. Fires outside the combustion chambers of turbine
engines but confined within the nacelle are best controlled with the aircraft built in
extinguishing system. lf the fire persists after the built in system has been expended and the
turbine shut down, halon, carbon dioxide or dry chemical may be used to attempt
extinguishment.

Foam or water spray should be used externally to keep adjacent structures cool.
Foam should not be used in the intake or exhaust of turbine engines unless control cannot
be secured with the other agents and the fire appears to be in danger of spreading.

Rescue and fire fighting personnel should stay at least 7.5m from the intake of an
operating turbine engine to avoid being sucked in, and 45m from the rear to avoid being
burned from the blast.

Turbine Section Fires. Aircraft inbuilt engine fire protection systems are not normally
designed to extinguish fires aft of the accessory section thus any sustained fire condition
within the turbine section must be fought externally.

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 Many fires within this area occur during start up operations and it most cases are
dealt with by the flight crew and such fires are literally blown out by opening the throttle and
in some instances closing the fuel shut off valve switch.

If opening the throttle is not successful the engine is then shut down. Whilst this is
running down, CO2 or BCF can be applied through the compressor opening. It this is
successful CC or BCF, once engine rotation has ceased, can be applied into the turbine
area thorough to the plane. Dry powder can also be used but with hot engine sections
severe corrosion may occur.

NOTE: CO2 ice crystals can also cause damage by spot cooling heated turbine blade.

Rear Mounted Engine Fires. Engines mounted on the rear fuselage areas of aircraft or in
association with the vertical stabilizer present special fire fighting problems. In some cases,
where the engines are mounted on the sides of the fuselage, they may have fire access
panels which are so situated as preclude the complete entry of the nozzle on extending
applicators of trolley-mounted fire extinguishing apparatus. This actually caused by the
design of the apparatus, where the nozzle is at a 90º angle to the shaft of the applicator.
Where the entry problem exists one solution is to replace the 90º elbow with has an inclined
angle of 135º.

Another problem arises due to the height of these engines above ground level and
this is most evident with engines air intakes mounted on or in association with the vertical
stabilizer. Height of up to 10.5m may be encountered and these will require the provision of
ladders, elevated working platforms on fire appliances and extensible applicators foe
delivering suitable extinguishing agents. As modern aircraft engines have very large internal
volume, the rate at which extinguishing agent must be discharge must also be high. At high
discharge rate the jet reaction as the agent leaves the nozzle makes very long applicators
virtually unmanageable and this must be borne in mind when developing equipment and
tactics for elevated aircraft engine fires. One further aspect to be considered is that men and
vehicles operating at an engine fire should not occupy positions immediately below the
engine where they may be at risk from running fuel, melted metal or ground fire situations.
Operating position out board, in front, or to the rear, of engine will permit extinguishing
agents to be delivered provided that the is a suitable applicator or the range and pattern of
the discharge can deliver the chosen agent effectively.

The choice of the extinguishing agent to be used will be matter for local decision with
all fire fighting, but the operational objective must be for rapid fire control and for the
minimum amount of consequential damage as a result of fire fighting activities. Some agent,
notably the halogenated hydrocarbons (halons), dries chemical powder and to a lesser
extent, CO2, can achieve fire control in the screened areas within an engine without any
contamination of the various components and ancillary system. They are effective on fire
involving fuels and electrical equipment as well as on running fuel situations which may
produce fires at ground level. Provided that the rate delivery of the agent is adequate and
these are the most suitable agents for engine fires. Where an engine fire situation has
developed so a endanger the adjacent aircraft structure other agents may be used since the
desire to avoid additional damage to the engine must be subordinate to the need to control
the developing situation. In these circumstances any agent may be delivered, including the
use of water spray to cool exposure hazards involving fuel tanks or the fuselage of the
aircraft. It is important to inform the aircraft operator of the nature of the agent when the
incident is concluded so that they may take preventive action against corrosion or other
effects as the situation may require.

Titanium Fires. Some engines have titanium parts which, if ignited, cannot be extinguished
with the conventional extinguishing agents available to most aircraft rescue and fire fighting

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crews. If these fires are contained within the nacelle, it should be possible to allow them to
bum out without seriously threatening the aircraft itself as long as:

a. There are no external flammable vapour-air mixture which could be ignited by

the flames or hot engine surface, and
b. Foam or water spray is available to maintain the integrity structures.

Magnesium Fires. The presence of magnesium alloys in aircraft structures introduces an

additional problem to fire extinguishing in situations where this metal becomes involved in
aircraft fire. The form and mass of magnesium-based components in normal airframes is
such that ignition does not occur until there has been considerable exposure to flame but
exception occur in the thin forms of magnesium found in helicopters, the power plant
component which may be ignited by power plant fires and in landing gear components which
be ignited in landing incidents or following brake fires.

Magnesium fires may be attacked in their incipient stages by extinguishing agents

specifically designed for flammable metal fires, but where a large mass of magnesium
becomes involved the application of large volumes of coarse water streams provides the
best ultimate control method. Attack by water streams is undesirable where the primary fire
control technique is with foam as the water streams would damage the foam blanket. Thus
volume application of foam is indicated during the critical period when flammable fuel spills
present the salvage of effects it is, however, frequently advisable to apply coarse water
streams would damage the foam blanket. Thus volume application of foam is indicated
during the critical period when flammable fuel spills present the salvage of effects it is,
however, frequently advisable to apply coarse water streams to still burning magnesium
component even if the immediate result might be a localized intensification of flame and
considerable sparking.

Development of special agents is still continuing but the state of current development
and experience is such that no specific recommendation or application technique is possible
at this time.

Running Fuel Fires. Fuel, oil or hydraulic fuel lines may become breached by fire.
Unburned liquid streams should be staunched using plugs, or if accessible and of small
bore, line should be crimped.

With running fuel fires high rate discharge of BCF is recommended. Where this is
not available dry powder may be used. CO2, unless applied at very high rates of discharge
is not likely to prove effective.

Where a considerable quantity of liquid is running and burning, it may be expedient to

back up the use of BCF or powder with foam.

Fires Involving Engine Electrical Equipment. Such fires may involve not only wiring
system but components such generators, transformers, etc.

The use of CO2 or BCF is recommended. With BCF care will be necessary during
application, if post-fire corrosion is to be avoided. Liquid BCF deposits can lead to this and if
unavoidable inform the airline management of the situation so they may take remedial action
of their own.

Auxiliary Power Unit (APU) Fires. In most cases fires that involve A.P.U are dealt with
using the in-built fire protection system. With contemporary aircraft these system can be
activated by ground crew or fire service using controls externally positioned.

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 A location for these common to a number of aircraft, particularly the Boeing series, is
within the starboard undercarriage nacelle. Other types of aircraft may have these controls
at the fuselage rear.

Not with standing this, fire service action on arrival is to position and layout hose
lines, both water and foam in readiness.

SPECIAL NOTE: In all cases of fires involving engines seek the advice of the flight deck
crew or appropriate ground crew.

General. Fire in a turbine engine may be found at any of the following zones:

Zone 1 - Compressor Section. Use copious supplies of water to remove

heart caused by the burning titanium.
Zone 2 - Combustion Chamber. Shut-off fuel supply.
Zone 3 - Turbine Section. Normally ‘wet start’ or closing down fire. Use
BCF. If CO2 is used, bounce CO2 off shroud wall to prevent dry ice
particles causing into contact with turbine.
Zone 4 - Accessories Section. Normally fire associated with fuel pumps,
generators, lubricants, hydraulics etc. Use BCF or CO2 through fire
access.
Zone 5 - Reduction Gearbox (in turbo prop engine only). Lubricants fire or
overheated gear. Use BCF or CO2.

CONCLUSION

A large number of fire for aircraft began from the engine. Therefore it is important for
every fire fighter to have outline in how to deal with aircraft engine fires.

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