3 Fire Extinguisher Systems

AMA 442 AIRCRAFT ELECTRICAL SYSTEMS 2 Fiji National University
Topic 3
Aircraft Fire Protection Systems

OBJECTIVES
By the end of this lesson the students should be able to;
 List the mandatory requirements of a fire protection system
 Describe the construction, and explain the operation of the following aircraft fire
detection systems:
 Thermal switch,
 Thermocouple,
 Fenwal,
 Walter Kidde, and
 Systron-Donner.
 Describe the inspection and testing procedures for installed fire detector
systems.
 Describe the construction, and explain the operation of the following aircraft
smoke and toxic-gas detection systems:
 Light detection,
 Light refraction detector,
 Ionisation detector, and
 Solid state detector.
 Describe the construction and operation of aircraft fire extinguisher systems.
 State the safety precautions to be observed when working on aircraft fire
extinguisher systems.
 Describe typical fire extinguishing system maintenance.
REFERENCES
Delp, Bent, McKinley. Aircraft Maintenance and Repair 5 th edition, chapter 14.
DEPARTMENT OF AVIATION STUDIES Page 1

INTRODUCTION
All modern aircraft are fitted with some form of fire detection and warning system.
These systems use sensing elements to detect an overheat or fire condition. Once a
fire has been detected, warning lights, bells, buzzers and voice alerts automatically
provide a visual and audible warning to aircrew so emergency procedures can be
initiated.
Sensors used to detect an overheat or fire condition include thermal switches,

thermocouples and tubular-type detectors.
FIRE PROTECTION GENERAL

The two fire systems are;
1. The fire and overheat detection system, and
2. The fire suppression or extinguishing system.
MANDATORY REQUIREMENTS
Fire detection systems installed in aircraft must be designed to meet or exceed
certain requirements to ensure the safe operation of the aircraft under emergency
situations. The F.A.A. - C.A.A. - D.O.A. Regulations are:
 The fire warning system must provide an immediate warning of a fire or
overheat by means of a red light and an audible signal in the cockpit or
flight compartment.
 The system must accurately indicate that a fire had been extinguished
and indicate if a fire re-ignites.
 The system must be durable and resistant to damage from all the
environmental factors which may exist in the location where it is installed.
 The system must include an accurate and effective method for testing to
assure the integrity of the system.
 The system must be easily inspected, removed, and installed.
 The system and its components must be designed so the possibility of
false indications is unlikely.
 The system must require a minimum of electrical power and must operate
from the aircraft electrical system without inverters or other special
equipment.

TYPES OF SENSORS
Fire detection elements or sensors are positioned in fire zones designated by the
aircraft manufacturer as areas most likely to be affected by fire or overheating.
These zones include areas such as engine and APU bays, certain equipment bays
and wheel wells. The sensors fall into three groups:
 Thermal switches
 Thermocouples
 Tubular type
THERMAL SWITCH FIRE DETECTORS
Thermal Switch Sensor
Figure 3.1 is a part section view of a thermal switch also called ‘spot detectors. It
consists of two electrical contacts mounted on a spring-bow assembly. The bow is
anchored to an expansion tube at one end, and the base of the detector at the other.
The heat sensitive expansion tube is made from alloy steel and expands when
heated. Adjustment screws are fitted to the end of the tube to allow for calibration.
Figure 3.1
At normal temperatures the spring-bow assembly is under compression so that the

springs are bowed and the contacts are separated. When heat is applied, the
expansion tube expands and compression on the spring-bow is eased, bringing the
contacts together. A subsequent drop in temperature re-compresses the spring-bow
assembly and opens the contacts.

Thermal Switch Fire Detection System
Figure 3.2 shows a simplified schematic diagram of a fire warning system containing
thermal switches. The switches are connected to form a loop which is routed
through a fire zone within the aircraft. Note that all switches are in parallel with each
other and the entire group of switches is in series with the fire warning light.
Figure 3.2
Operation
If the temperature of any thermal switch rises to a certain high level, its contacts will
close, completing the circuit to the fire warning light. This will cause the light to
illuminate and alert the flight crew that a fire condition exists.
A safety feature of this circuit is that if the fire loop around the detectors is broken,
the system will still operate.
A test circuit is included to enable the flight crew to test for continuity of the loop and
for the integrity of the whole system. If the Test Relay is energised, an earth will be
supplied by its contacts to the fire warning light via the fire loop. The light will only
illuminate if the loop is intact.
ADVANTAGE: Only one switch is needed to activate the circuit. If any one switch is
open circuited the system will still operate.
DISADVANTAGE: The test switch doesn't test the serviceability of the thermal
switches.

THERMOCOUPLE FIRE DETECTORS

Thermocouple Sensor
A thermocouple consists of two dissimilar metals (eg. chromel and constantan)

joined at both ends to form two junctions (as shown in Figure 3.3). If one junction is
heated, current proportional to the difference in temperature between the two
junctions will flow in the circuit.
Figure 3.3
Figure 3.4 shows an example of the type of thermocouple used as a fire detecting
element on aircraft. In thermocouple fire detection systems the thermocouples are
connected together to form a loop which is routed through fire zones within the
aircraft.
Figure 3.4
Unlike the thermal switch which operates when a specific temperature is reached,
the thermocouple system operates on the rate of temperature rise principle i.e. if
one thermocouple heats up more quickly than another, a fire warning alarm will be
initiated.

Thermocouple Fire Detection System

Figure 3.5 shows a simplified schematic diagram of a thermocouple-type fire
detection system also called "Rate of Rise" detection system. In this example, a
quantity of Active thermocouples (hot junctions) is located in areas where a fire is
most likely to occur. A Reference thermocouple (cold junction) is located in an area
that is relatively protected from the initial flame, but is still in the same fire zone.
Figure 3.5
Operation
If the reference and active thermocouples heat up at the same rate (as they would
under normal circumstances), there will be no current flow between the
thermocouples and therefore, no fire warning will result. If a fire should occur, the
active thermocouples will get hot much sooner than the reference thermocouple.
The temperature difference between the two will produce a potential difference and
current will flow in the thermocouple loop.
This current flow will be detected by the control circuitry which will illuminate the
applicable fire warning light. (If fitted, an alarm bell or voice alert warning would also
operate.)
A special ‘test’ thermocouple and heater are connected into the detection loop with
the other thermocouples to enable the integrity of the system to be tested. When the
‘Test’ switch is closed, current will flow through the heater, heating the test
thermocouple. This will cause current to flow in the loop, illuminating the fire warning
light.
ADVANTAGE: The test switch test the entire circuit including thermocouple
continuity.
DISADVANTAGE: If any component in the entire system open circuits the entire
system is U/S.

TUBULAR FIRE DETECTORS

There are three types of tubular fire detection elements employed for detecting
overheat or fire conditions in modern aircraft. They are known by the name of the
companies that manufacture them. These are the:
 Fenwal
 Walter Kidde
 Systron-Donner type sensors
Tubular fire detectors are manufactured in lengths ranging from less than one meter
to longer than four meters with a diameter of 1.5 to 2.3mm.
Fenwal and Walter Kidde sensors are similar to each other in construction and are
commonly called “firewire”. As they are so similar, we’ll discuss them first.
Fenwal Sensor
Figure 3.6 shows a cross-sectional drawing of the Fenwal fire detecting element.
Figure 3.6
Referring to Figure 3.6 you will note that Fenwal firewire consists of a pure nickel
inner conductor within a lightweight, flexible Inconel (metal alloy) tube. The Inconel
tube acts as both the outer conductor (usually connected to earth) and a protective
sheath.
The space between the centre conductor and the tubing wall is filled with a porous
ceramic insulating material. The voids and clearances between the tubing and the
ceramic material are saturated with a eutectic salt mixture which has a low melting
point.
Operation
When the temperature of the sensing element is low, the ceramic material acts as an
insulator and no current flows between the inner and outer conductors.
If the element is then exposed to a fire that heats any portion of the element to a
certain high temperature, the eutectic salt melts causing the resistance of the
ceramic material to fall rapidly, changing it from an insulator to a conductor.

Current will now flow between the inner and outer conductors and a fire warning will
be initiated. When the fire is extinguished, the eutectic salt returns to its original or
stand-by condition.
Typical Fenwal fire warning system operation
The fenwal fire warning system operates as follows, refer to Figure 3.7:
Figure 3.7
 A fire or overheat reduces the resistance of the element, shorting the
centre wire to earth.
 The increased current is sensed by the amplifier which energises the relay
 When the relay is energised power is applied to the fire handle lights and
to the fire warning relay.
 When the fire warning relay energises it supplies power to the audible
warning system and to the master fire warning lights.
 The audible fire warning can be silenced by switching the audible fire
warning switch to silence. This activates the silence relay which removes
power from the tone generator and the audio amplifier. The silence relay
also supplies its own hold in circuit when energised.

 If the fire is extinguished, the element resistance increases and the entire
system returns to is normal stand-by state.
Walter Kidde Sensor
The construction and operation of the Walter Kidde fire detection element is similar
to that of the Fenwal sensor. It consists of two wire conductors embedded in a
thermistor material, all contained in an Inconel tube (Figure 3.8). One of the inner
conductors is grounded via a connector at the end of the tube.
Figure 3.8
Operation
When the temperature of the sensing element is low, the thermistor material has a
high electrical resistance and little current flows between the two inner conductors.
If the element is then exposed to a fire that heats any portion of the element to a
high temperature, the resistance of the thermistor material will fall rapidly. This fall in
resistance will allow increased current flow between the two conductors. As a result,
a fire warning will be initiated.
Both the Fenwal and Walter Kidde sensing elements will automatically reset when
the overheat condition is removed.
Continuous Loop Fire Detection System
Fenwal and Walter Kidde sensors (firewires) are routed around fire zones to form a
complete loop as illustrated in Figure 3.9. For this reason, the system in which they
are used is called the “Continuous Loop” fire detection system. Though there is a
difference in the control circuitry used for each of the sensor types and the sensors
are not interchangeable, the basic operation of the external circuitry is similar for
both.

The example of the Continuous Loop system illustrated in Figure 3.9 employs a

Fenwal sensor as the fire detecting element.
Figure 3.9
Operation
In the Continuous Loop fire detection system illustrated in Figure 3.9, the control unit
supplies a voltage to both ends of the firewire. Since both ends of the loop are at the
same potential, no current will flow within the sensing loop. The outer Inconel
conductor is connected to earth.
If a fire occurs in the area of the loop, it will heat the element causing the resistance
of the ceramic material to fall. Current will now flow from earth, via the outer
conductor and ceramic material, to the inner conductor of the firewire. This current
flow is sensed by the control unit which will illuminate the applicable fire warning
light.
The system may be tested by closing the test switch which will connect the centre
conductor of the sensor to ground simulating a fire condition. If there are no breaks
in the loop and all components are working correctly, a fire warning will be initiated.
Advantages and Disadvantages of Continuous Loop Fire Element Systems
Advantages
1. Because they operate on a principle of varying resistance they can be used
to indicate both fire and overheat conditions.
2. Large areas can be monitored with a single detector.
3. The inconel tubing can be easily bent for positioning and cannot be
hardened by heat.
Disadvantages
1. Easily damaged (cannot be kinked).
2. Problems can occur due to the contamination of connections.

Pressure Sensor Responder (Continuous length)
Sensor/Responder
The Pressure Sensor Responder fire and overheat detector is commonly known by
the name of its manufacturer, Systron-Donner. It consists of two basic components.
They are:
 a sensor
 a responder
Sensor: Figure 3.10 shows a cross-sectional view of the sensor. It consists of a
stainless steel tube that contains a metallic gas absorption core material wrapped in
an inert, metal tape. This core material holds a quantity of hydrogen gas which it is
capable of releasing when a set temperature is exceeded.
Figure 3.10
The area between the tape and the outer tubing is pressurised with helium gas. The
sensor is connected to the responder unit which contains pressure switches.

Responder: Figure 3.11 shows a section view of the responder and sensor.
Figure 3.11
The responder contains two identical pressure switches. The Responder Alarm
Switch is normally open and closes only when gas pressure in the sensor tube
increases due to an overheat or fire condition occurring in the area of the sensor.
The Integrity Switch is held closed by the normal helium gas pressure in the sensor
tube and will only open if the sensor is damaged and the helium gas is depleted.
Operation
The Systron-Donner pressure sensor responder system sets an alarm whenever

either one of the two following conditions exists:
1. Overheat Condition - i.e. when a large area along the length of the element is
exposed to a temperature that would indicate an overheat condition that could
precede a fire,
2. Fire Condition - i.e. when any portion, (even a small area) of the element
reaches the temperature that would signal a fire condition.
These two conditions are shown graphically in Figures 3.12 and 3.13.

Overheat Condition - If the average temperature along the length of the sensor
exceeds a specified level, the helium gas pressure will increase to a point where it
will close the Responder Alarm pressure switch in the responder and signal an
overheat condition.
Figure 3.12
When the overheat condition is removed and the temperature begins to drop, the
helium gas will contract and reduce the pressure in the tube. This will cause the
Alarm pressure switch to open, and the system will be back to normal.
Fire Condition - If there is a very high temperature anywhere along the sensing
element (as a fire would cause), the centre core material of the sensor will release a
large quantity of hydrogen gas. This will increase the total gas pressure in the tube
to a level which will close the pressure switch, initiating a fire alarm.
Figure 3.13
When the fire is extinguished and the temperature begins to drop, the metallic core
material will reabsorb the hydrogen gas and reduce the pressure in the tube. This
will cause the pressure switch to open, and the system will be back to normal and
ready to provide another signal in case of re-ignition.

Pressure Sensor Responder Overheat and Fire Detection System

Figure 3.14 shows a typical electrical schematic diagram of the interface between
the alarm circuitry and the Systron-Donner responder and sensor.
Figure 3.14
As mentioned earlier, if an overheat or fire condition is sensed, the Responder Alarm

Switch closes. 28VDC is supplied via the contacts of this switch to the alarm circuits,
illuminating a Fire Warning Light and initiating a voice alert or alarm bell.
The ‘Test’ switch can be closed at any time by flight crew to test the integrity of the
system (usually a mandatory pre-flight check). When pressed, 28VDC is supplied
via the Test switch and the closed contacts of the Integrity Switch within the
responder to the alarm circuits, indicating a fire condition. If the sensor was
damaged and the helium gas depleted, the Integrity Switch contacts would be open
and NO fire indication would be visible during the test.
Advantages and Disadvantages of Systron-Donner
Advantages
1. Not as sensitive to damages as the continuous loop systems because of the

stainless steel outer tube.
2. Wire inside prevents total collapse of the tubing; therefore a loss of gas is the
only way the system can be rendered inoperative.
Disadvantages
1. Element length is limited due to averaging function.

2. Because of the stainless steel outer tube the element is not easily bent.

Maintenance of tubular fire and overheat detectors
All maintenance MUST be carried out in accordance with the manufactures

instructions.
Installation of tubular fire detectors

A typical installation procedure, refer to Figure 3.15, is:
Figure 3.15
 Connect one end of the element to the aircraft connector.

 Rout elements through clips and connect other end.
Figure 3.16

 Install grommets (split away from bend), refer Figure 3.16.

 Close and secure clips.
 Torque nuts as specified, and lockwire.
 Check element is clear from aircraft structure.
Inspection of Installed Tubular Fire Detectors
Typical inspection instructions are:

 Check the connections for tightness and proper lockwiring.
 Examine all clamps and grommets and check the sensing element is held
securely in place.
 Examine the entire length of the sensors for wear, sharp bends, kinks,
dents, crushing, cuts and cracks. Discard any elements that do not meet
the manufacturer's specifications.
 Check the routing of the sensors.
 Check the security of the control units.
Testing of Installed Tubular Fire Detectors
Typical testing instructions are:

 For daily and pre-flight checks the ‘Press-to-Test’ system is used.
 Operational tests are accomplished by applying heat to the installed
detector. When a controlled flame is applied the system should provide
an alarm. When the heat is removed the alarm should reset.
 The testing of sensing elements will vary according to design and principle
of operation. e.g. Systems that operate due to a change in resistance
(Fenwal & Kidde) are tested by checking the resistance of the conductors,
and the insulation between the centre conductors and the outer tube.

SMOKE, FLAME AND TOXIC GAS DETECTION

There are two general areas of detection systems, they are;
1. The smoke and flame detection system, and
2. The toxic gas detection system.
SMOKE AND FLAME DETECTION SYSTEMS
Smoke detectors are generally fitted in freight holds, baggage compartments, toilet
areas and equipment bays of large transport or passenger aircraft. Various types of
detection systems are used, but in most cases the operation is similar.
Air is continually sampled by the detection system. Any smoke found in the sample
causes a change of electric current flow within the system. The change in current
flow will trigger a warning indication.
Flame detectors may also be located in freight holds and baggage compartments
and they look for any visible and infrared light that may be produced.
Light (flame) detection systems

A Photoelectric cell (Figure 3.17) is placed in a location where it can "SEE" the
surrounding area.
Figure 3.17
When there is a change in light (visible or infrared) striking the detector, the cell will
produce a current. This current will activate an amplifier which in turn activates the
alarm. This type of system can only be activated by an open flame.

Light Refraction System
Figure 3.18 shows an example of a Light Refraction smoke detection system.
Figure 3.18
Referring to Figure 3.18, the primary detecting elements are a pilot light, a light trap
and a photo diode. They are located in a chamber as shown. When the system is
operating, the blower motor draws air through the detector from the compartment
being monitored. The pilot light directs a beam of light into the light trap. If smoke is
present and reaches a level of about 10%, it reflects some of the light onto the photo
diode.
The current now flowing through the diode is then amplified and energises a relay
which turns on a warning light. The light emitting diode (LED) forms part of a test
circuit which activates the photo diode to simulate a smoke condition.

The circuit diagram in Figure 3.19 is an example of smoke and flame detectors
connected up in pairs to monitor various areas in an aircraft and activate the
appropriate alarm when smoke and / or flame is detected.
Figure 3.19

Ionisation Type Smoke Detectors

Consists of a small amount of radioactive material and a current detector placed in a
detection chamber, Figure 3.20.
Figure 3.20
The radioactive material bombards the air in the chamber and causes it to break into
oxygen and nitrogen ions. The ionisation that takes place allows a small current to
pass through the chamber.
When smoke enters the chamber, small particles of the smoke attach themselves to
the ions and reduce the current flow. When the reduction in current flow is sufficient
the alarm circuit is triggered.
TOXIC GAS DETECTION SYSTEMS
Used in cockpits or cabins where the presence of toxic gases may affect the crew
and/or passengers. Gases such as Carbon Monoxide and Nitrous Oxide are clear
and odorless and would not be detected by normal smoke detectors.
Toxic Gas Detectors

Some aircraft are equipped with systems for detecting concentrations of toxic gas
(carbon monoxide). Detectors are usually installed in cabins where the presence of
gas would affect the flight crew and passengers. Carbon monoxide (CO) is a clear
gas and is not detectable by the type of smoke detectors which rely on a change in
the transmission of light through a sample of air.
Solid-state toxic gas detection systems use a warning light and two heated detecting
elements. Each element consists of a heating coil encased in a coating of a special
semiconductor material which is capable of absorbing toxic gas. The composition
of the detector element is such that ions of Carbon Monoxide and/or Nitrous Oxide
will be absorbed into the coating of semiconductor material, changing its
resistance. If any toxic gas is absorbed by the sensing element, the current carrying
capability of the element will change.

Operation
The system shown in Figure 3.21 operates by comparing the electrical output of the
two sensors. One sensor is exposed to the outside air, while the other is positioned
in an area of the cabin being monitored where it will sense cabin air. Both sensors
are connected to a control unit containing a modified bridge circuit.
Figure 3.21
When both sensors are conducting equally, the bridge circuit will be balanced and
there will be no output from the control unit. If the sensor sampling the cabin air
absorbs toxic gases, the bridge circuit will become unbalanced, producing an output
which will illuminate the warning light.
When the element is heated (by the heater) the semiconductor material expands,
expelling the absorbed toxic gases and the system is reset.
FIRE EXTINGUISHING SYSTEMS

Extinguishing Agents
The fire extinguishing agent is the chemical/substance that is sprayed into the area
of the fire to put it out. These agents work by either displacing oxygen or chemically
combining with the oxygen to prevent combustion. Commonly used extinguishing
agents include:
1. Carbon Dioxide (CO2); Used in older reciprocating engines.

2. Freon.
3. Halon 1301 (Monobromotrifluoromethane CF cBr).
4. Nitrogen; Can be used as an agent but is primarily used as a
propellant for other chemicals.
Freon and Halon 1301 are stored in liquid form under pressure but when released to
the atmosphere become gaseous. CO2 is stored under high pressure. They must
not be allowed to come into contact with the skin as frost bite can occur,
because both absorb heat when going from liquid to gas or from high
pressure to low pressure gas.

Most modern aircraft use Halon 1301, but some manufacturers specify Freon.
Dry chemical extinguishing agents are not used for aircraft fire extinguishing systems
as they are toxic and highly corrosive.
Extinguisher Bottle/Tank
The fire extinguisher bottle or tank is a hermetically sealed pressure vessel which
contains the fire extinguishing agent. It is pressurised by an inert gas, usually dry
nitrogen at 300 psi to expel the agent.. Located at the base of the bottle are the
discharge outlets. Connected to these outlets are distributor pipes which direct the
extinguishing agent to spray rings or nozzles within potential fire zones on the
aircraft e.g. engine and APU bays.
Mounted within each discharge outlet is an electrically initiated explosive cartridge

(commonly called a squib). Circuits to fire the cartridges are controlled by switches
located in the cockpit. When a cartridge is fired it ruptures a diaphragm in the
discharge outlet, discharging the extinguishing agent through the appropriate
distributor pipe to the fire zone, extinguishing the fire.
The size, shape and quantity of fire extinguisher bottles installed in an aircraft is
determined by the aircraft manufacturer. Some examples of typical bottles or tanks,
Spherical or cylindrical in shape, is shown in Figure 3.22.
Figure 3.22
When charged with Halon 1303, a typical cylinder could weigh from 26 to 50 kgs
depending on size.
Some cylinders are fitted with pressure switches or gauges to indicate their contents.
Cylinders not fitted with indicators must be weighed to verify its contents.

Squibs (explosive cartridge)

The squib consists of a threaded steel body with a fixed nut to enable installation into
the extinguisher bottle, electrical contact pins, and an end cap containing the
explosive charge, a typical example is shown in Figure 3.23.
When the cartridge is energised, current flows via the electrical pins, igniting the
cartridge filling. The resultant gas pressure ruptures a diaphragm in the respective
discharge outlet in the fire extinguisher tank. In some squibs, when fired
(electrically) a slug is propelled through a metal disc in the cylinder neck allowing the
agent to escape.
The fire extinguishing agent then flows from the tank through a distributor pipe to the
selected fire zone.
Figure 3.23
When not connected to the aircraft system the electrical pins should shorted together
to prevent accidental firing.
All squibs are time life controlled; the date of manufacture is stamped on the squib
for easy identification.
Tubing
Normally relatively large alloy tube with directional nozzles or orifices to expel agent.
Control circuitry
The fire handle must be pulled or the extinguisher bottles must be armed by an arm
switch before they can be fired, (Figure 3.24).
Transfer switches are often incorporated to allow the area to be extinguished to be
selected.
Selection switches are used to select which bottle is to be fired.

Indicators
Used to indicate if the fire bottle has discharged (Figure 3.24) and may include:
1. Annunciator lights; activated by a pressure switch.
2. Yellow Disk; Blow out indicator, indicates a normal discharge.
3. Red Disk; Blow out indicator, indicates a thermal discharge.
Figure 3.24

Control Valves
Solenoid operated valves used to direct agent to the desired area, refer to Figure
3.25.
Figure 3.25
SAFETY PRECAUTIONS
Fire extinguisher bottles contain explosive charges and can be set off by stray
voltages e.g. static electricity from your body. Because of this, the following safety
precautions must be observed when servicing or installing a fire extinguisher system:
 All circuit breakers and switches are to be pulled and tagged when working on
the extinguishing system.
 Electrically disconnect the fire extinguisher bottles before carrying out an
operational check on the system.
 A "NO-VOLTAGE" check is to be carried out before the fire extinguisher bottles

are reconnected.
 A "SAFETY OHMMETER" must be used when checking electrical continuity of

fire bottle detonators.

FIRE EXTINGUISHING SYSTEM MAINTENANCE

Because of the differences in fire extinguishing systems manufacturer’s instructions
should be followed when carrying out maintenance.
Typical maintenance procedures include.
1. Check the condition and security of lines, hoses, fittings, and components
visually and by feel.
2. Check contents of containers either by pressure gauges or by weighing.
3. Check squibs to ensure that their service life has not been exceeded.
4. If a squib is removed for any reason it must be returned to the same bottle.

Student Activity
1. What are the basic components of a fire extinguishing system?
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
2. List the safety precautions to be observed when performing

maintenance on installed fire extinguishing systems.
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------

3. Label the fire extinguisher bottle diagram below:
4. What is the purpose of a squib?
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------

5. What could happen if you were to touch the electrical pins of a squib?
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
6. Generally, Fire Warning Lights contain both a light and a switch.
TRUE/FALSE
7. List the series of events that would occur if the RIGHT ENGINE fire light was
illuminated, and then pressed. (Refer to the circuit in figure 5.5).
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------
--------------------------------------------------------------------------

3 Fire Extinguisher Systems

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

3 Fire Extinguisher Systems

Uploaded by

Copyright:

Available Formats

AMA 442 AIRCRAFT ELECTRICAL SYSTEMS 2 Fiji National University

Aircraft Fire Protection Systems

DEPARTMENT OF AVIATION STUDIES Page 1

Sensors used to detect an overheat or fire condition include thermal switches,

FIRE PROTECTION GENERAL

DEPARTMENT OF AVIATION STUDIES Page 2

THERMAL SWITCH FIRE DETECTORS

Thermal Switch Sensor

At normal temperatures the spring-bow assembly is under compression so that the

DEPARTMENT OF AVIATION STUDIES Page 3

Thermal Switch Fire Detection System

DEPARTMENT OF AVIATION STUDIES Page 4

THERMOCOUPLE FIRE DETECTORS

A thermocouple consists of two dissimilar metals (eg. chromel and constantan)

DEPARTMENT OF AVIATION STUDIES Page 5

Thermocouple Fire Detection System

DEPARTMENT OF AVIATION STUDIES Page 6

TUBULAR FIRE DETECTORS

DEPARTMENT OF AVIATION STUDIES Page 7

Typical Fenwal fire warning system operation

DEPARTMENT OF AVIATION STUDIES Page 8

Walter Kidde Sensor

DEPARTMENT OF AVIATION STUDIES Page 9

The example of the Continuous Loop system illustrated in Figure 3.9 employs a

Advantages and Disadvantages of Continuous Loop Fire Element Systems

DEPARTMENT OF AVIATION STUDIES Page 10

Pressure Sensor Responder (Continuous length)

DEPARTMENT OF AVIATION STUDIES Page 11

The Systron-Donner pressure sensor responder system sets an alarm whenever

DEPARTMENT OF AVIATION STUDIES Page 12

DEPARTMENT OF AVIATION STUDIES Page 13

Pressure Sensor Responder Overheat and Fire Detection System

As mentioned earlier, if an overheat or fire condition is sensed, the Responder Alarm

Advantages and Disadvantages of Systron-Donner

1. Not as sensitive to damages as the continuous loop systems because of the

1. Element length is limited due to averaging function.

DEPARTMENT OF AVIATION STUDIES Page 14

Maintenance of tubular fire and overheat detectors

All maintenance MUST be carried out in accordance with the manufactures

Installation of tubular fire detectors

 Connect one end of the element to the aircraft connector.

DEPARTMENT OF AVIATION STUDIES Page 15

 Install grommets (split away from bend), refer Figure 3.16.

Inspection of Installed Tubular Fire Detectors

Typical inspection instructions are:

Typical testing instructions are:

DEPARTMENT OF AVIATION STUDIES Page 16

SMOKE, FLAME AND TOXIC GAS DETECTION

SMOKE AND FLAME DETECTION SYSTEMS

Light (flame) detection systems

DEPARTMENT OF AVIATION STUDIES Page 17

Light Refraction System

Figure 3.18 shows an example of a Light Refraction smoke detection system.

DEPARTMENT OF AVIATION STUDIES Page 18

DEPARTMENT OF AVIATION STUDIES Page 19

Ionisation Type Smoke Detectors

Toxic Gas Detectors

DEPARTMENT OF AVIATION STUDIES Page 20

FIRE EXTINGUISHING SYSTEMS

1. Carbon Dioxide (CO2); Used in older reciprocating engines.

DEPARTMENT OF AVIATION STUDIES Page 21

Mounted within each discharge outlet is an electrically initiated explosive cartridge

DEPARTMENT OF AVIATION STUDIES Page 22