Module 11A.8 (A) L3 2016-08-16

Aircraft Maintenance College 66
Module 11A.8(a)
Fire Protection
(ATA 26)
Level 3
16 - 08 - 2016 EASA Part 66
EASA P66 MOD 11A.8(a) L3 Training Manual
Aircraft Maintenance College 66
EASA Part 66
Training Manual
For Training Purposes Only
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EASA P66 MOD 11A.8(a) L3

Aircraft Maintenance College 66 Fire Protection (ATA 26)
Contact address for

course registrations
course schedule information
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66, following ATA 104 specifications.
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Aircraft Maintenance College 66 assumes no responsibility for

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TABLE OF CONTENTS
1. INTRODUCTION............................................................. 8 4. SMOKE AND FLAME DETECTORS.................................. 48
4.1 Carbon Monoxide Detectors............................................ 48
2. REQUIREMENTS FOR FIRE........................................... 10 4.2 Visual Smoke Detectors................................................. 50
2.1 Fire Classes.................................................................. 11 4.3 Sniffer......................................................................... 51
2.1.1 Class A................................................................. 12 4.4 Photo-Electric Smoke Detectors...................................... 52
2.1.2 Class B................................................................. 12 4.5 Ionizing Smoke Detectors.............................................. 54
2.1.3 Class C................................................................. 12 4.5.1 Ionization Principle................................................. 56
2.1.4 Class D................................................................. 12 4.6 Flame detectors............................................................ 58
2.2 Detection and extinguishing principles............................. 13
2.2.1 Fire detection areas................................................ 13 5. FIRE EXTINGUISHING SYSTEMS.................................. 60
2.2.2 Fire zones............................................................. 16 5.1 Fire Extinguishing Agents............................................... 60
2.3 Fire and overheat protection systems requirements........... 18 5.1.1 Water................................................................... 61
5.1.2 Carbon Dioxide...................................................... 61
3. FIRE/OVERHEAT DETECTION AND WARNING SYSTEMS.20 5.1.3 Halogenated Hydrocarbons...................................... 62
3.1 Fire/Overheat Detectors ................................................ 20 5.2 High Rate Discharge (HRD) Extinguishing Systems............ 63
3.1.1 Change In Resistance.............................................. 21 5.3 Installed Fire Extinguishing Systems................................ 66
3.1.2 Change In Resistance And Capacity.......................... 21 5.3.1 CO2 Installed Fire Extinguishing System.................... 66
3.1.3 Change In Pressure................................................ 21 5.4 Engine Fire Protection System........................................ 68
3.2 Spot Type Detectors...................................................... 22 5.4.1 Fire Extinguishing Agent Container (HRD Containers).. 70
3.2.1 Thermal Switch System........................................... 22 5.4.2 Fire Switch............................................................ 74
3.2.2 Thermocouple System............................................. 24 5.4.3 Operation Of A Two-Shot Fire Extinguishing System.... 78
3.3 Continuous Loop Fire Detection System............................ 28 5.5 APU Fire Protection........................................................ 82
3.3.1 Thermistor Type..................................................... 30 5.5.1 APU Fire Protection Modes....................................... 84
3.3.2 Pneumatic-Type Detectors....................................... 34 5.5.2 Fire Extinguishing Container.................................... 84
3.3.3 Pneumatic loop description...................................... 38 5.6 Cargo Fire Protection..................................................... 86
3.3.4 Detector functions.................................................. 40 5.6.1 Cargo Fire Detection............................................... 87
3.3.5 Dual Loop Configuration.......................................... 42 5.6.2 Cargo Fire Extinguishing.......................................... 90
3.4 Pneumatic System Leak Warning . .................................. 46 5.7 Lavatory Fire Protection................................................. 92
3.4.1 Leak Detection With Thermal Switches...................... 46 5.7.1 Lavatory Fire Extinguishing System........................... 96
3.4.2 Leak Detection With Manifold Failure Loops................ 46 5.8 Avionics Smoke Detection.............................................. 98
3.4.3 Leak Detection By Pressure Switches........................ 46
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TABLE OF CONTENTS
6. MAINTENANCE PRACTICES........................................ 100
6.1 Fire Detection Systems................................................ 100
6.2 Fire Extinguishing Systems........................................... 104
6.2.1 Container Pressure Check...................................... 104
6.2.2 Container Weight Check........................................ 106
6.2.3 Cartridge Checks.................................................. 106
6.3 Electrical Circuit.......................................................... 107
6.3.1 Fire Warning........................................................ 107
6.3.2 Fault................................................................... 107
6.3.3 Electrical Failure................................................... 107
6.4 Fire Detection Control Unit........................................... 108
6.4.1 General............................................................... 108
6.4.2 Fire Warning........................................................ 108
6.4.3 Loop Fault Warning............................................... 108
6.4.4 Detection Fault Warning........................................ 108
6.4.5 Fire Test.............................................................. 108
6.5 Fire Extinguisher Squib Test.......................................... 109
7. Fire prevention.......................................................... 110
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LIST OF ILLUSTRATIONS
A300 Discharge Tubes........................................................80 Fire Switches A300............................................................76
A300 Fire Detection Panel...................................................42 Fire Triangle......................................................................10
A310 Fire Logic.................................................................45 Fire Zones On Roll Royce Trent 1000....................................17
A320 Fire Bottle Location....................................................81 Flight Attendants Panel Lavatory Smoke Warning...................95
A320 Fire Control Panel......................................................77 HRD Bottle Cross Section....................................................64
APU And Cargo Fire Switches On B777F................................76 Ionizing Smoke Detector....................................................55
APU Compartment Fire Protection........................................83 Ionizing Smoke Detector B777............................................54
APU Fire Detection System A320.........................................85 Ionizing Smoke Detector Schematic.....................................57
Avionics Smoke Detection...................................................99 Kidde Fire Detection System...............................................33
Avionics Smoke Detector....................................................98 Lavatory Fire Extinguishing.................................................96
B757 Engine Fire Bottle Installation.....................................81 Lavatory Smoke Detector Schematic....................................93
B757 Lavatory Fire Extinguisher Installation..........................97 Lindberg Pneumatic Fire Detector Schematic.........................35
Bi-Metalic Spot Type Detector..............................................23 Optical Flame Detector.......................................................59
Carbon Monoxide Detector..................................................49 Photo-Electric Smoke Detector............................................52
Cargo Fire Detection System Schematic................................89 Photo-Electric Smoke Detector Schematic.............................53
Cargo Fire Protection.........................................................91 Pneumatic Detection System Schematic................................41
China Airlines B737 Fire On The Tarmac................................. 9 Pneumatic Fire Detection Schematic.....................................41
CO2 Distribution System....................................................67 Pneumatic Loop Alarm State...............................................38
Discharge Valve................................................................72 Pneumatic Loop Fault State.................................................39
Duct Leak Detection System A340.......................................47 Pneumatic Type Fire Detector..............................................34
Engine Fire Detections Overview..........................................29 Pressure Check Chart....................................................... 104
Fenwal Continuous Loop Fire Detector..................................31 Pressure Gauge On Fire Bottle........................................... 105
Fire And Smoke Detection Zones.........................................14 Red Disk..........................................................................73
Fire Bottle Assembly..........................................................65 Sensing Wire Connection.................................................. 102
Fire Bottle Schematic.........................................................73 Sensing Wire Connection.................................................. 103
Fire Classes......................................................................11 Smoke Detector With Reference Chamber.............................55
Fire Detection Zones A320..................................................15 Sniffer A300.....................................................................51
Fire-Fault Logic B757.........................................................44 Squib...............................................................................72
Fire Loop Clamp.............................................................. 102 Swiss Air Flight 111 Crashed 02-09-1998............................... 9
Fire Loop Clamp.............................................................. 103 Systron Donner Fire Detector..............................................37
Fire Protection System A320...............................................19 Systron-Donner Fire Sensor................................................37
Fire Switch.......................................................................75 Thermal Switch Electrical Diagram.......................................23
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LIST OF ILLUSTRATIONS ABBREVIATIONS & ACRONYMS

Thermocouple Fire Detection Electrical Diagram.....................27 AC Alternating Current
Thermocouple Fire Sensor..................................................26 APU Auxiliary Power Unit
Two Shot Fire Extinguishing System.....................................79 CO2 Carbon Dioxide
Typical Fire Extinguishing System Arrangement.....................69 CO Carbon Monoxide
Typical Lavatory Smoke Detector.........................................94 DC Direct Current
Visual Smoke Detector.......................................................50 HRD High Rate Discharge
HSRS High Speed Resetting Switch
IR Infrared
LRU Line Replaceable Unit
MFC Manifold Failure Controller
N Nitrogen
UV Ultraviolet
VDC Volts Direct Current
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1. INTRODUCTION
Aircraft carry large volumes of flammable fuel in the
structure. This structure also carries engines that
continually produce extremely hot exhaust gases.
Add a complex electrical system with motors and
relays that produce sparks, and radio and radar
transmitters that emit electromagnetic radiation, and
you have an ideal environment for fires. Fire detection
and protection systems available in modern aircraft are
so effective that there are relatively few fires in the air.
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figure 1, Swiss Air Flight 111 Crashed 02-09-1998 figure 2, China Airlines B737 Fire On The Tarmac
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2. REQUIREMENTS FOR FIRE

Chemically, fire is a reaction between oxygen and a
material known as the fuel. This reaction, or oxidation,
reduces the fuel to its chemical elements and in the
process produces a good deal of heat.
Three conditions have to be met for fire to occur. There
must be fuel, there must be oxygen, and I here must
be enough heat to raise the temperature of the fuel to
its ignition point.
figure 3, Fire Triangle
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2.1 Fire Classes

Fires are categorized in 4 different classes, A, B, C and
D class fires. The class identifies the type of fire and
the extinguishing agent to be used.
figure 4, Fire Classes
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2.1.1 Class A
Fires with ordinary combustable material such as
wood, cloth, paper…
These fires typically occur in aircraft cabins and
cockpits, so any extinguishing agent used for Class-A
fires must be safe for the occupants.
2.1.2 Class B
Fires involving flammable liquids, petroleum, oils,
greases…
Those fires occur in engine compartments.
2.1.3 Class C
Fires involving energized electrical equipment. These
fires can occur in almost any part of an aircraft and
they demand special care because of the danger of
electrical shock.
2.1.4 Class D
Fires with metals, such as magnesium, aluminium,
titanium, lithium…
These fires typically occur in the brakes and wheels,
and burn with a ferocious intensity. Never use water on
a burning metal, as it intensifies the fire.
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2.2 Detection and extinguishing principles 2.2.1 Fire detection areas

The Overheat Detection System detects temperatures The diagram figure 5 shows the areas on a typical
that are too high. It is related to the fire alarm system. large transport where fire and overheat detectors are
Overheat detection methods use thermal switches or used. They include;
overheat detectors.
-- ngine and support pylons (struts)
E
The Fire Detection System consists of fire sensing -- Wing and fuselage bleed air ducting
elements and smoke detectors. Fire sensing elements -- APU
can operate on the basis of change in resistance, -- Wheelwells
change in resistance and capacity and pressure -- Cargo compartments
increase. The fire and overheat protection systems are designed
Smoke detectors detect the smoke arising from fire. to provide indication to the flight crew when a fire or
There are two types of smoke detectors: ionizing and overheat condition exists in an engine compartment,
optical smoke detectors. an APU compartment, the cargo compartments, main
wheel wells and in those areas from the APU firewall
Fixed fire extinguishers are available for fighting a fire to the left and right engine firewalls that have the
in engines, in the Auxiliary Power Unit compartment pneumatic distribution ducting installed (duct leak
and in the cargo and baggage compartments. system).
Portable fire extinguishers are used to fight fires in The lavatory systems are designed to sense fires and
cockpit, cabin and lavatories. automatically activate its fire extinguishing system.
The extinguishing systems for the engines, APU and
cargo compartments are designed to put out fires in
those areas and keep them out for a predetermined
period.
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figure 5, Fire And Smoke Detection Zones
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figure 6, Fire Detection Zones A320
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2.2.2 Fire zones Fireproof bulkheads prevent fire from spreading to

On light aircraft, the only protection against fire is a other areas. Auxiliary power units and tail-mounted
stainless steel or titanium bulkhead (firewall), dividing engines are normally contained within such bulkhead
the engine bay from the cabin and the rest of the compartments separating them from the rest of the
aircraft. Larger aircraft have the complete engine airframe. The engine pylons also contain a firewall to
cowlings isolated from the airframe/wing assemblies separate the engine from the wing. These are made
and, in addition, aircraft cowlings can be divided into a from titanium or stainless steel and all joints are
number of ‘fire zones’, each one usually having its own sealed with fireproof sealants.
warning and extinguishing system. The types of zone There are a number of techniques used to help prevent
dictate what type of protection that they receive, for a fire occurring around engines. These are, the use
example, light aircraft have piston engines and hence, of flameproof or flame resistant materials, use of
due to the high flow of air through the bay, have no bonding strips to prevent arcing, drainage of spilt fuel/
fire protection and depend on isolating the engine of oil and efficient cooling. All pipes, which carry fuel,
fuel to put out any fire. The example has four zones oil or hydraulic fluids, are made fire resistant and all
around the engine that only two have fire wires and electrical components and connections are made flame
extinguishing. proof. It is essential that a fire staring in any zone is
Engines are usually split into hot and cool zones. The contained within that zone and is not allowed to spread
hot zone comprises the combustion chamber turbines to any other part of the aircraft. The engine cowlings
and exhaust areas, the cool zone comprises the intake, form a natural container but they are usually made
compressors and accessory drives. from light alloy and would not contain a ground fire
for long. In flight however cooling airflows through
the cowlings, provide sufficient cooling to render the
cowlings fireproof. The fireproof bulkheads and any
cowling that has no cooling airflow are usually made
from titanium or stainless steel.
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figure 7, Fire Zones On Roll Royce Trent 1000
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2.3 Fire and overheat protection systems An ideal fire protection system will include as many of
requirements the following features as possible:
Fire is one of the most dangerous threats to the safety -- A system which will not cause false warnings,
of an aircraft. For that reason manufacturers and under any flight or ground operating condition.
operators will install a variety of detection devices and -- Rapid indication and accurate location of the fire.
extinguishing equipment in the aircraft to prevent and/ -- Accurate indication that the fire is out.
or stop any threat. -- Indication that the fire has re-ignited.
-- Continuous indication for the duration of a fire.
-- Means for electrically testing the detector system
from the cockpit.
-- Detectors which resist exposure to oil,
water, vibration, extreme temperatures, and
maintenance handling.
-- Detectors which are light in weight and easily
adaptable to any mounting position.
-- Detector circuitry which operates directly from the
aircraft power system without Inverters.
-- Minimum electrical current requirements when
not Indicating a fire.
-- Each detection system should actuate a cockpit
light indicating the location of the fire, and an
audible alarm system.
-- A separate detection system for each engine.
To achieve an effective and reliable system, the fire
protections system is divided up in two main groups:
-- F ire/overheat detection and warning
-- Fire extinguishing
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figure 8, Fire Protection System A320
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3. FIRE/OVERHEAT DETECTION AND WARNING SYSTEMS

A fire detector system warns the flight crew of the 3.1 Fire/Overheat Detectors
presence of a fire that raises the temperature of a
Fire/Overheat detectors (also called Fire Sensing
particular location to a predetermined high value. An
Elements) are similar to Overheat Detectors as regards
overheat detector initiates a warning when there is
their structure and operation. The difference between
a lesser increase in temperature over a larger area.
them is the temperature at which warning takes place.
Most of these detection systems turn on a red light and
In general, Overheat Detectors have a lower detecting
sound a fire-warning bell.
point than fire sensing elements. The Fire/Overheat
The detection systems can be split up in two main Detectors are divided into elements operating on the
groups: basis of:
-- U nit or Spot type -- C hanges in resistance

-- Continuous loop (fire wire) type -- Changes in resistance and capacity
-- Changes of pressure
Fire/Overheat Detectors are located at several places
on the engine (often 2 or 3), which are connected to
each other forming a kind of loop.
To maintain the characteristics of Overheat Detectors
and of Fire Sensing Elements, they must not be
exposed to mechanical forces. Bending them in a curve
with too small a radius is not allowed.
The principle of overheat detection is used to detect
temperatures that are too high in certain areas of
the aircraft. Temperatures that are too high can be a
result of pneumatic leakage, a defective part or a badly
cooled part of the aircraft.
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An example is the brakes in the landing gear wheel 3.1.2 Change In Resistance And Capacity
well. It is important for the pilot to know if the Fire Sensing Elements working on the basis of change
temperature of parts and systems is too high. An in resistance and capacity, have the advantage that
indicator is installed on the flight deck that provides they do not react in case of a short circuit, thus
this information. We can distinguish two overheat avoiding a false alarm or a faulty indication. When
detection methods: detection by means of thermal heated, the resistance value decreases whereas the
switches and by means of overheat detectors. capacity value increases. When a certain value is
The operating principle is the same as for the fire reached, a signal is given. In case of a short circuit,
detectors, only will the trigger threshold be lower. the resistance value as well as the capacity value
decreases, resulting in a fault indication to the cockpit
3.1.1 Change In Resistance instead of an alarm. In most cases, two systems are
If a Fire Sensing Element is heated, the resistance used for these detectors, too.
value decreases. Signaling takes place when a certain
value has been reached. A disadvantage of such a 3.1.3 Change In Pressure
system is that a decrease in resistance may also The design of these detectors is based on the
occur in case of a short circuit which also triggers the principles of gas laws. The sensing element consists
fire alarm. In this case, it is a false alarm or a faulty of a closed, helium-filled tube connected at one end to
indication. This is why two systems are often used, a responder assembly. As the element is heated, the
referred to as a dual loop system, which increases the gas pressure inside the tube increases until the alarm
operational safety of the alarm system. threshold is reached. At this point, an internal switch
closes and reports an alarm to the cockpit. Continuous
fault monitoring is included. This type of sensor is
designed as a single-sensor detection system and does
not require a control unit.
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3.2 Spot Type Detectors When the temperature rises above a set value in any
one section of the circuit, the thermal switch closes
3.2.1 Thermal Switch System and completes the circuit to the light, indicating a fire
Thermal switches are electrically connected in parallel or overheats condition.
with each other and in series with the audio/visual Warning lights can be of the push-to-test type, which
warning system. This arrangement allows any switch allows the light bulb to be tested by pushing it. In
to operate the warning, even if other switches have figure 10 the electrical diagram is shown with the test
failed in another part of the system. circuit. With the relay contact in the position shown,
Unit detectors can either be of the bi-metallic type or there are two possible paths for current flow from
of the switch type. the switches to the light. This is an additional safety
feature. Energizing the test relay completes a series
In the bi-metallic type, a pair of bi-metallic contacts circuit and checks all the wiring and the light bulb.
closes when heated and opens when they are cooled
down, to make or break the electrical warning circuit. The dimming circuit allows the light intensity to be
However, the majority of unit detectors have a thin reduced. When the dimming relay is activated, the
casing that surrounds two conventional electrical power to the light bulb has to go through a resistor
contacts, normally set apart from each other. When causing the light to dim. In most cases the dimming
subjected to heat, the casing expands and pulls the relay controls the dim function of several different
two contacts together, completing the warning circuit lights, which allows them to be dimmed all at once.
in a similar manner to the BI-metallic type. The main
advantage of this so-called „High Speed Resetting
Switch‟ (HSRS), is its sensitivity and fast reaction time
to initiate the warning and cancel it once the heat is
removed.
Spot Detectors are used mainly to detect high
temperature leaks from bleed air ducts and are
normally positioned at pipe-to-pipe connections.
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figure 9, Bi-Metalic Spot Type Detector figure 10, Thermal Switch Electrical Diagram
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3.2.2 Thermocouple System The thermocouple is constructed of two dissimilar

The thermocouple fire warning system operates on metals, such as chromel and constantan. The point
an entirely different principle from the thermal switch at which these metals are joined and exposed to the
system. A thermocouple depends on the rate of heat of a fire is called a hot junction. There is also
temperature rise and does not give a warning when an a reference junction enclosed in a dead air space
engine slowly overheats or a short circuit develops. between two insulation blocks. A metal cage surrounds
the thermocouple to give mechanical protection
The system consists of a relay box, warning lights, and without hindering the free movement of air to the hot
thermocouples. The wiring system of these units may junction.
be divided into the following circuits:
If the temperature rises rapidly, the thermocouple
-- D etector circuit produces a voltage because of the temperature
-- Alarm circuit difference between the reference junction and the hot
-- Test circuit junction. If both junctions are heated at the same rate,
These circuits are shown in figure 12. The relay box no voltage results. In the engine compartment, there
contains two relays, the sensitive relay and the slave is a normal, gradual rise in temperature from engine
relay, and the thermal test unit. Such a box may operation; because it is gradual, both junctions heat at
contain from one to eight identical circuits, depending the same rate and no warning signal is given. If there
on the number of potential fire zones. The relays is a fire, however, the hot junction heats more rapidly
control the warning lights. In turn, the thermocouples than the reference junction. The ensuing voltage
control the operation of the relays. The circuit consists causes a current to flow within the detector circuit.
of several thermocouples in series with each other and At certain point the current is high enough to close
with the sensitive relay. the sensitive relay. This completes a circuit from the
aircraft power system to the coil of the slave relay. The
slave relay then closes and completes the circuit to the
warning light to give a visual fire warning.
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The total number of thermocouples used in individual

detector circuits depends on the size of the fire zones
and the total circuit resistance.
As shown in figure 12, the circuit has two resistors.
The resistor connected across the slave relay terminals
absorbs the coil’s self-induced voltage to prevent
arcing across the points of the sensitive relay. The
contacts of the sensitive relay are so fragile that
they burn, or weld, if arcing is permitted. When the
sensitive relay opens, the circuit to the slave relay
is interrupted and the magnetic field around its
coil collapses. The coil then gets a voltage through
self-induction but, with the resistor across the coil
terminals, there is a path for any current flow as
a result of this voltage, eliminating arcing at the
sensitive relay contacts.
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figure 11, Thermocouple Fire Sensor
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figure 12, Thermocouple Fire Detection Electrical Diagram
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3.3 Continuous Loop Fire Detection

System
The continuous loop system is the standard on
commercial transport aircraft for powerplant and wheel
well protection. They provide a far superior protection
performance compared to other systems and have
proven to be very reliable.
The benefit of continuous loop systems is the coverage
of a larger area compared to the spot type, reducing
the “blind spots”.
The principle is based on capacitance and resistance
to indicate a fire or overheat at any length of the
detector loop. There are 2 commonly used type of loop
detectors:
-- T hermistor type (Kidde, Fenwal)
-- Pneumatic type (Lindberg, Systron-Donner)
On a modern day jet engine, a combination of loop
detection and spot detection is used, to maximize the
chance of detecting a fire.
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figure 13, Engine Fire Detections Overview
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3.3.1 Thermistor Type When the fire has been extinguished or the critical
Fenwal temperature lowered below the set point, the Fenwal
The Fenwall continous loop system uses a single nickel system automatically returns to standby alert, ready to
wire surrounded by a continuous string of ceramic detect any subsequent fire or overheat condition. The
beads in an Inconel tube. The beads in this system Fenwal system may be wired to employ a loop circuit.
are wetted with a eutectic salt which possesses the In this case, should an open circuit occur, the system
characteristics of suddenly lowering its electrical still signals fire or overheat. If multiple open circuits
resistance as the sensing element reaches its alarm occur, only that section between breaks becomes
temperature. inoperative.
At normal temperatures the eutectic salt core material Sensing elements connected together may be of
prevents electrical current from flowing. In case of different length or different trigger temperatures.
fire or overheat condition, the core resistance drops
and current flows between the signal wire and ground,
energizing the alarm system.
With a Fenwal continuous-loop fire detection system,
AC voltage is applied to the sensing element through
the control unit. Once the air surrounding the sensing
element reaches a predetermined temperature, the
resistance of the eutectic salt within the element
decreases enough to allow current to flow to ground.
The control unit then senses the flow of AC current and
closes a relay which grounds the warning circuit and
illuminates the warning light.
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figure 14, Fenwal Continuous Loop Fire Detector
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Kidde As with the Fenwal system, when the fire or overheat

In the Kidde continuous-loop system, two wires are condition no longer excists, it will automatically reset.
imbedded in a special ceramic core within an Inconel
tube. One of the wires is welded to the case at each Because the Kidde system measures actual resistance
end and acts as an internal ground. The second wire based on temperature, on some aircraft it is used to
is a hot lead (above ground potential) that provides a measure nacelle temperature.
current signal when the ceramic core material changes Sensing elements Inconel tubes are shrouded in a
its resistance with a change in temperature and is stainless steel tube and supported by Teflon bushings
connected to the fire detection control unit. When the are regular intervals. The shroud protects the element
temperature rises, the resistance of the core decreases from breaking due to vibrations, rubbing against the
and a current flows between the hot and ground wire. aircraft structure or maintenance mishandling.
The Kidde sensing elements are connected to a fire
detection control unit. This unit constantly measures
the total resistance of the full sensing loop. The system
senses the average temperature, as well as any hot
spot.
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figure 15, Kidde Fire Detection System
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3.3.2 Pneumatic-Type Detectors

The sensitive element of this system consists of a
sealed gas-filled tube containing an element that
absorbs gas at a low temperature and releases it as
the temperature rises. The tube is connected to a
pressure switch that will close when the gas pressure
in the tube reaches a predetermined value. Two slightly
different types of this system may be found in use, the
Lindberg system and the Systron-Donner system.
figure 16, Pneumatic Type Fire Detector
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Lindberg To test this system, low-voltage AC is sent through the

The Lindberg fire detection system is a continuous outer sheath of the element. When this current heats
element type detector consisting of a stainless steel the sheath to the required temperature, the element
tube containing a discreet element. This element will release gas and the pressure on the diaphragm will
has been processed to absorb gas in proportion close the contacts and initiate the fire warning. When
to the operating temperature set point. When the the tests witch is released, the detector element will
temperature rises (due to a fire or overheat condition) cool off, the contacts will open, and the fire warning
to the operating temperature set point, the heat will stop.
generated causes the gas to be released from the
element. Release of the gas causes the pressure in
the stainless steel tube to increase. This pressure rise
mechanically actuates the diaphragm switch in the
responder unit, activating the warning lights and an
alarm bell.
figure 17, Lindberg Pneumatic Fire Detector Schematic
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Systron-Donner Test circuits, which include a pressure-warning switch,

The sensing element has a pneumatic switch at one will indicate the operational condition of the system. If
end and contains a titanium center wire. This is the helium gas pressure is lost, the test circuit warns the
gas absorption material is hydrogen charged and flight crew that the system is not operational.
will release hydrogen gas when temperatures reach
a preset level. The wire is installed in a stainless A typical installation of a Systron-Donner system
steel tube and is surrounded with helium gas under consists of two independent loops attached to a
pressure. The helium gas provides the averaging or support tube. The support tube establishes the routing
overheat function of the sensor. Because the pressure of the detector element and provides attach points to
of the helium gas will increase as temperatures the aircraft.
rise, it will exert an increasing pressure on the
pneumatic switch at the end of the sensor. At a pre-
selected value, the switch will close and signal an
overheat condition. If a fire exists, the localized high
temperature will cause a large quantity of hydrogen
gas to be released from the titanium wire. This will
cause an increase in the total gas pressure in the tube,
and will actuate the pneumatic switch. This action is
known as the discrete function of the sensor. When
the fire is extinguished and the sensor begins to cool,
the hydrogen gas will once again be absorbed by
the titanium wire, gas pressure will reduce, and the
pneumatic switch will reopen. The system is again
ready to indicate overheat or fire conditions.
The detection system also has an averaging function,
where it requires a average temperature increase over
the whole loop to activate a warning.
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figure 18, Systron Donner Fire Detector figure 19, Systron-Donner Fire Sensor
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3.3.3 Pneumatic loop description

Heating of its sensing element, which contains helium
gas, pneumatically operates the detector and hydrogen
charged core material.
Alarm State
The application of an overall average temperature
expands inert gas (helium), which in turn closes the
alarm switch. The detector sends a fire signal. The
application of heat to the sensor releases active gas
from hydride core, which in turn closes the alarm
switch. The detector sends a fire signal.
figure 20, Pneumatic Loop Alarm State
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Fault State
In the event of gas pressure loss (pipe fracture or cut
off due to a torching flame), the integrity switch opens
and generates a fault signal.
Precautions
The detector responder is hermetically sealed, and
as such, is not field-repairable. Any attempt to
disassemble a detector responder will cause serious
damage to the unit and render it inoperative.
figure 21, Pneumatic Loop Fault State
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3.3.4 Detector functions Ffigure 22 and figure 23 show a typical aircraft fire
The detector has two sensing functions. It responds detection system in which a control module monitors
to an overall “average” temperature threshold or to a two loops. Multiple sections of a loop are connected
localized “discrete” temperature caused by impinging in parallel (normally up to 4 sections). The control
flame or hot gases. module responds directly to an alarm condition and
continuously monitors the wiring and integrity of each
Averaging Function: The detector serves as a fixed loop. The normally open alarm switch closes due to
volume device filled with helium gas. The helium gas an overheat or fire condition, causing a short circuit
pressure inside the detector increases in proportion between terminals A and C.
to the absolute temperature and operates a pressure
diaphragm. This closes an electrical contact actuating During normal operation, a resistance value is
the alarm circuit. The alarm switch will operate the at maintained across the terminals by a normally closed
a pre-set “average” temperature. Temperature ranges integrity switch. Loss of sensor gas pressure opens
vary from 93°C to 454°C) the integrity switch, creating an open circuit across
the terminals of the faulted detector. In addition to
Discrete Function: The detector’s sensor tube also the pressure-activated alarm switch, there is a second
contains a hydrogen-filled core material. Large integrity switch in the detector that is held closed by
quantities of hydrogen gas are released from the the averaging gas pressure at all temperatures down
detector core whenever a small section of the tube to -65°F (-54°C). If the detector should develop a
is heated to the pre-set “discrete” temperature. Core leak, the loss of gas pressure would allow the integrity
outgassing increases the pressure inside the detector switch to open and signal a lack of detector integrity.
and actuates the alarm switch.
Both average and discrete functions are reversible,
When the temperature drops below the trigger value,
the warning is removed and the system reset, ready to
detect the next fire/overheat.
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figure 22, Pneumatic Detection System Schematic
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3.3.5 Dual Loop Configuration

Most aircraft use the dual loop system of indication.
Each sensing circuit has dual sensing loops. Each
Loop A and Loop B is independent of each other.
When the loop selector switch is set to BOTH, both
loops must detect a fire condition before the warning
system is activated. If only one loop detects a fire, the
associated loop fault light will illuminate.
If the selector is switched to a single loop operation
(A or B), full fire warnings will activate if the selected
loop senses a fire condition.
Pressing the loop test button simulates a fire condition
on the respective loop. This is done by earthing the
inner electrode of the loop that functionally checks the
system and checks the continuity of the loop.
figure 24, A300 Fire Detection Panel
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Fire/Fault Logic So going back to the example, the test can result in 2
In dual loop systems, it is necessary to determine if a possibilities:
fire exists if only one detector loop signals a fire. Fire
detection systems use a truth logic system for this -- A fire warning + loop b warning
purpose. -- A loop a warning
The conclusions therefor can be:
In a Boeing 757 fire detection system, see figure 25,
loop A indicates a fire but loop B doesn’t, it is treated In the case of result 1 (fire warning + loop B), the
as a fault in loop A and a status/maintenance message crew will conclude that the loop A has failed and is
is generated. giving a false warning. The crew will switch off loop A
and operate the system in single loop configuration.
The crew do not know if the fire warning is real or not,
so they have to take action. The possibilities are: In the case of result 2 (loop A warning), the crew
will conclude that loop B has failed and that loop A
-- Loop A is detecting a real fire and loop B has is in fact detecting a fire. The crew will initiate the
failed. emergency actions in case of a fire.
-- Loop A has shorted out and is giving a false fire
warning.
The crew will initiate a fire loop test. This will test the
continuity of the fire loop.
The results of the test will determine if there is a fire
or not.
A normal test, with two good loops would give a fire
warning and a loop warning for loops A and B.
A test with one failed loop would result in a loop
warning for the GOOD loop and NO fire warning.
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figure 25, Fire-Fault Logic B757
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figure 26, A310 Fire Logic
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3.4 Pneumatic System Leak Warning The sensing device with the loop test circuit is normally
incorporated in a pneumatic controller. But it can also
Pneumatic leak warnings systems are important to
be a separate unit named as Manifold Failure Controller
prevent overheat conditions and structure damage
(MFC). The advantage of this detection system is, that
in case of a pneumatic duct leak or rupture. In
in case of a single open loop the leak warning is not
modern aircraft the system is also used to provide an
lost.
automatic shut off of the affected pneumatic system.
The overheat setting of the loops may by different
Three different techniques are applied to monitor a
depending on the type of salt mixture. To monitor
pneumatic manifold leak or duct rupture.
longer pneumatic ducts multiple loops are connected in
3.4.1 Leak Detection With Thermal Switches series. Energizing a test relay can test the detection
This method use thermal switches connected in parallel system. The test relay opens the loop circuit and sends
to the warning light and if applicable to the automatic a ground signal through the loops to energize the
shut off circuit. The thermal switches close if the sensing relay. The test makes sure that no loop has
overheat setting is reached and open after cool down. an open circuit and the sensing relay and the warning
light is ok.
3.4.2 Leak Detection With Manifold Failure Loops
3.4.3 Leak Detection By Pressure Switches
This method is used in modern aircraft. The manifold
failure loop is a grounded flexible metallic tube There are aircraft, which have for safety reason double
filled with a salt mixture. Impeded in the tube is a walled pneumatic ducts in the pressurized zones.
conductor insulated by the salt crystal. The conductor A leak of the inner duct is monitored by a pressure
is connected via plugs and wires to the sensing device. switch and indicated by a DUCT LEAK light located on
If the temperature of the salt mixture reaches the the maintenance test panel. After repair of the leaky
overheat setting, the salt melts and provides a current duct, the DUCT LEAK light must be reset by pressing
flow to energize the sensing relay or amplifier. After the RESET BUTTON on the maintenance panel.
cool down the salt will crystallize again and interrupt
the current for the sensing relay.
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figure 27, Duct Leak Detection System A340
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4. SMOKE AND FLAME DETECTORS

A smoke detection system monitors certain areas 4.1 Carbon Monoxide Detectors
of the aircraft for the presence of smoke, which is
CO is a colorless, odorless gas and is a byproduct of an
indicative of a fire condition. A smoke detection system
incomplete combustion. Breathing this gas is deadly to
is used where the type of fire anticipated is expected
living creatures so it is imperative that CO gasses are
to generate a substantial amount of smoke before
detected before they can do any harm to passengers
temperature changes are sufficient to activate a heat
and crew.
detection system. The presence of carbon monoxide
gas (CO), or nitrous oxides are dangerous to flight Turbine jet engines supply bleed air for heating, taken
crews and passengers. Their presence may indicate upstream of the combustion chamber, so there is no
a leak or failure of exhaust components, heaters, or danger of getting CO into the cabin. On piston engines
may indicate a fire condition. Detection of the presence however, exhaust shroud heaters are commonly used
of either or both of these gases could be the earliest and any leak in the exhaust will allow exhaust gasses
warning of a dangerous situation. to get into the cabin. The same is true for aircraft with
combustion heaters.
Certain areas in an aircraft can produce a great deal
of smoke before any flames actually appear, and it is CO detectors measure the level of carbon monoxide in
important in these areas to detect the first indication of the air. The most widely used CO detectors are small
smoke. Baggage and cargo compartments are typically cards with a transparent pocket containing silica gel
protected by smoke detectors, of which there are four crystals that are treated with a chemical that changes
types: color when it is exposed to CO. Normally the crystals
are yellow or tan, but when they are exposed to CO,
-- O detectors
C
they change color to green or black. The more drastic
-- Photoelectric detectors
the change, the higher the content of CO in the air.
-- Ionization-type detectors
These small detectors have an adhesive backing that
-- Visual detectors
allows them to be attached to the instrument panel,
in easy view of the flight crew to warn of the presence
of CO. They must be periodically replaced with fresh
indicators.
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figure 28, Carbon Monoxide Detector
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4.2 Visual Smoke Detectors

Some jet transport aircraft have visual-type smoke
detectors installed on the flight deck. The inside of
the chamber is painted non-reflective black, and glass
observation windows let the flight crew see inside the
chamber. A light shines across the chamber in such a
way that it will illuminate any smoke that is present.
Air pulled from the compartments that are being
monitored, flows through the detection chamber. When
there is no smoke in this air, no light is visible in the
window, but when there is smoke, the light strikes it,
and can be seen in the window. Since no light is visible
when there is no smoke, a green indicator light on the
front of the detector illuminates to show that the light
is on.
figure 29, Visual Smoke Detector
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4.3 Sniffer
Presence of smoke in the avionics compartment or
behind circuit breaker panels can be sensed and
confirmed by a sniffer. This is a flexible hose that can
be held direct to the pilot’s nose. A small fan moves
the air to this sensitive human smoke detection device.
figure 30, Sniffer A300
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4.4 Photo-Electric Smoke Detectors

This type of detector, also called light refraction type,
consists of a photoelectric cell, a beacon lamp, and a
light trap, all mounted in a labyrinth. Air samples are
drawn through the detector unit. An accumulation of
10% smoke in the air causes the photoelectric cell to
conduct electric current. The next figure shows the
details of the smoke detector and indicates how the
smoke particles refract the light to the photoelectric
cell. When activated by smoke, the detector supplies
a signal to the smoke detector amplifier. The amplifier
signal activates a warning bell and light. A test switch
permits checking the operation of the smoke detector.
Closing the switch connects 28 VDC to the test relay.
When the test relay is energized, voltage is applied
through the beacon lamp and test lamp, in series,
to ground. An indication will be observed only if the
beacon and test lamp, the photoelectric cell, the
smoke detector amplifiers, and associated circuits are
operable.
Photoelectric optical smoke detectors can only detect
visible smoke. The detection takes place by means
of light and a photocell. When there is no smoke, the
light of the pilot lamp shines straight ahead to the
light trap and the photocell receives little or no light.
When smoke reaches the detector, diffusion of light
takes place and the photocell receives more light. This
results in a warning. figure 31, Photo-Electric Smoke Detector
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figure 32, Photo-Electric Smoke Detector Schematic
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4.5 Ionizing Smoke Detectors

Ionization-type smoke detectors work on the basic
principle of those detectors found in many buildings.
This group of smoke detectors can detect visible as
well as invisible smoke. The ionizing smoke detector is
equipped with a detection cell and a reference cell or
a reference resistance, electrically connected in series.
The smoke detector has two chambers
-- T he reference chamber
-- The measurement chamber
The reference chamber makes allowances for the
differential pressure and temperature differences. This
makes sure that the detector operates on the ground
and in flight with the same level of sensitivity.
figure 33, Ionizing Smoke Detector B777
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figure 34, Ionizing Smoke Detector figure 35, Smoke Detector With Reference Chamber
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4.5.1 Ionization Principle

The smoke detector ionizes the air particles that pass
between the electrodes. As smoke causes the electrical
resistance of the circuit to increase, the voltage in the
measurement chamber increases to a higher level than
the reference chamber. In both cells, there is a small
radioactive source, which ionizes the air. The reference
cell serves to compensate the differences in air density.
The resistance of the detection cell depends on the
air in the cell. When it is polluted, the resistance in
the detection cells increases. This increase causes the
voltage at the detection point to decrease resulting
in a signal. An electronic circuit amplifies and adapts
the analogue voltage from the sensor to the detector
electronic. The detector electronic continuously
compares and monitors the analogue voltage for
smoke warning and fault conditions.
NOTE: Do not try to open or repair a smoke detector.
The smoke detector contains radioactive
americium 241 of approximately 0.4
microcuries. Only workshops authorized by
the manufacturer can do work on the smoke
detectors.
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figure 36, Ionizing Smoke Detector Schematic
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4.6 Flame detectors

Optical sensors, often referred to as flame detectors,
are designed to alarm when they detect the presence
of prominent, specific radiation emissions from
hydrocarbon flames. The two types of optical sensors
available are infrared (IR) and ultraviolet (UV), based
on the specific emission wavelengths that they are
designed to detect. IR-based optical flame detectors
are used primarily on light turboprop aircraft and
helicopter engines. These sensors have proven to be
very dependable and economical for these applications.
When radiation emitted by the fire crosses the airspace
between the fire and the detector, it impinges on
the detector front face and window. The window
allows a broad spectrum of radiation to pass into the
detector where it strikes the sensing device filter.
The radiation striking the sensing device minutely
raises its temperature causing small thermoelectric
voltages to be generated. These voltages are fed to
an amplifier whose output is connected to various
analytical electronic processing circuits. The processing
electronics are tailored exactly to the time signature
of all known hydrocarbon flame sources and ignores
false alarm sources, such as incandescent lights and
sunlight. A digital circuit accurately controls the alarm
sensitivity level.
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figure 37, Optical Flame Detector
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5. FIRE EXTINGUISHING SYSTEMS

The fire-extinguishing systems divide into handheld 5.1 Fire Extinguishing Agents
and installed systems. Here we will consider the
Since fire is the chemical reaction between a fuel
various types of fire-extinguishing agents, then the
with oxygen, it can be controlled by interfering with
hand-held extinguishers and installed systems.
this reaction. This can involve removing the fuel,
smothering the fuel with a substance that excludes the
oxygen, or lowering the temperature of the fuel. The
most effective method for extinguishing aircraft fires
involves using a chemical compound that combines
with the oxygen to prevent it from combining with the
fuel.
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5.1.1 Water 5.1.2 Carbon Dioxide

Class A fires can be extinguished with an agent, such CO2 is an inert cold gas agent, which is heavier than
as water, that lowers the temperature of the fuel. air (about 1 ½ times), and when it is sprayed on a
Small hand-held fire extinguishers contain water that fire it remains on the surface, This excludes oxygen
is adequately protected with an antifreeze agent. When from the combustion process, and the fire goes out.
the handle of these extinguishers is twisted, the seal CO2 has been a favored extinguishing agent for
in a carbon dioxide (CO2) cartridge is broken, the CO2 many years. It is relatively inexpensive, non-toxic,
pressurizes the water and discharges it in the form of safe to handle, and has a long life in storage. CO2
a spray. When the water changes from a liquid to a extinguishers are found in almost all maintenance
vapor, it absorbs heat from the air above the fire and shops, on most flight lines, and in most ground
drops its temperature enough to cool the fuel enough vehicles. Most of the older aircraft used hand-held
to cause the fire to go out. portable CO2 extinguishers mounted in fixtures
and fixed CO2 extinguishing systems in the engine
Never use water on Class B, C, or D fires. Most nacelles. More efficient types have replaced these
flammable liquids float on water, and the use of airborne extinguishers in modem aircraft. Hand-held
water on Class B fires will only spread the fire. Water CO2 extinguishers can be used to extinguish fires in
conducts electricity, and its use on a Class C fire energized electrical equipment, but they should not be
constitutes a definite danger of electrocution. Water used unless the nozzles are made of a non-conductive
sprayed on the burning metal in a Class D fire will material and fortunately most nozzles are made of
actually intensify the fire rather than extinguish it. pressed non-conductive fiber. CO2 is usually a gas, and
it is stored in steel bottles under pressure. When it is
released, it expands and cools enough to change into a
finely divided snow of dry ice.
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CO2 is not effective as an extinguishing agent on 5.1.3 Halogenated Hydrocarbons

fires involving chemicals containing their own oxygen For over 45 years, halogenated hydrocarbons (Halons)
supply, such as cellulose nitrate (used in some aircraft have been practically the only fire-extinguishing
paints). Also, fires involving magnesium and titanium agents used in civil transport aircraft. However, Halon
cannot be extinguished by CO2 . is an ozone depleting and global warming chemical,
CO2 may be used directly on a tire by covering the and its production has been banned by international
fire with a dry powder such as sodium bicarbonate, agreement. Although Halon usage has been banned
potassium bicarbonate, or ammonium phosphate. Dry in some parts of the world, aviation has been granted
powder is useful for Class D fires such as fires in an an exemption because of its unique operational and
aircraft brake. fire safety requirements. Halon has been the fire
extinguishing agent of choice in civil aviation because
Liquid nitrogen (N) is also used as a inert cold gas it is extremely effective on a per unit weight basis over
agent and has similar properties. a wide range of aircraft environmental conditions. It is
a clean agent (no residue), electrically non-conducting,
and has relatively low toxicity.
The two most widely used halogenated hydrocarbons
are bromotrifluoro-methane (CBrF3), widely known
as Halon 1301, and bromochlorodifluoro-methane
(CBrCIF2), known as Halon 1211. Both of these
compounds, often called by the trade name Freon,
have a very low toxicity. Halon 1301 is the least toxic
of all commonly used agents. Both are very effective
as fire-extinguishing agents. Halon 1301 does not
require any pressurizing agent, but Halon 1211 may be
pressurized with nitrogen or with 1301.
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5.2 High Rate Discharge (HRD) A safety plug is connected to a red indicator disk
Extinguishing Systems on the outside of the aircraft fuselage to indicate
a thermal discharge. If the temperature of the
Most modem turbine-engine-powered aircraft have compartment in which the bottle is mounted rises
their power plant areas protected by two or more enough to increase the pressure of the gas enough to
spherical or cylindrical HRD bottles of Halon 1211 or become dangerous, the safety plug melts and releases
1301. the gas. As the gas vents to the atmosphere, it blows
A charge of compressed nitrogen is usually placed in out the red indicator disk, showing that the bottle has
the container to ensure that the agent is dispersed in been discharged because of an overheat condition.
the shortest time possible. The containers are sealed If the bottle is discharged by normal operation of the
with a frangible disk that is broken when a cutter system, a yellow indicator disk blows out or an amber
is fired into it by a powder charge, or squib, which low-pressure warning light in the cockpit comes on.
is ignited when the pilot closes the agent discharge The gauge shows the pressure of the agent and the
switch. The entire contents of the bottle are discharged gas in the container. Newer bottles will not have a
within about 0.08 second after the agent discharge pressure gauge. To determine its amount of content,
switch is closed. the bottle must be removed from aircraft and weighed.
Ffigure 38 shows a cross-sectional view of a typical CAUTION: The fire bottle cartridges are explosive.
spherical HRD bottle. The cartridge is electrically Remove them before working on the
ignited, which drives the cutter into the disk and bottle. Protective caps must be installed
releases the agent. The strainer prevents any of the during bottle removal/installation to
broken disks from getting into the distribution system. prevent damage to discharge diaphragm,
which could result in injury to personnel.
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figure 38, HRD Bottle Cross Section
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figure 39, Fire Bottle Assembly
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5.3 Installed Fire Extinguishing Systems 5.3.1 CO2 Installed Fire Extinguishing System
The term “installed” refers to a permanently installed One of the earliest types of engine fire extinguisher
system of extinguishing containers, distribution pipes system still used on older transport aircraft is the CO2
and controls provided for the protection of power system. The system is designed around a CO2 cylinder
plants and, where applicable, auxiliary power units. and a remote control valve assembly in the cockpit.
In some types of aircraft, fixed systems may also be
The cylinder stores the flame-smothering carbon
provided for the protection of landing gear wheel bays
dioxide under the pressure required to distribute the
and baggage compartments.
extinguishing agent to the engines.
In the types of aircraft for which fixed fire extinguisher
The gas is distributed through tubing from the CO2
systems are specified, it is usual for the extinguishing
cylinder valve to the control valve assembly on
agent to be stored in the containers under pressure
the flight deck, and then to the engines via tubing
and to be discharged by electrically firing cartridge
installed in the fuselage and wing tunnels. The tubing
units within the extinguisher discharge heads. Switches
terminates in perforated loops that encircle the
or fire control handles control the firing circuits in the
engines.
flight crew compartment. Some extinguishing systems
will fire automatically under certain conditions (APU To operate the C02 fire extinguisher system, the
automatic ground extinguishing system of B757). selector valve must be set for the engine that is on
fire. A pull on a T-shaped control handle located
adjacent to the engine selector valve actuates
the release lever in the CO2 cylinder valve. The
compressed liquid in the CO2 cylinder flows in one
rapid burst to the outlets in the distribution line of
the affected engine. Contact with the air converts the
liquid into gas ‘snow’, which smothers the flame.
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figure 40, CO2 Distribution System
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5.4 Engine Fire Protection System Directional Control Valves

These valves are a special form of non-return valve
Aircraft today have an integral fire extinguisher system
designed for use in two-shot systems to allow the
similar to the arrangement shown in figure 41. There
contents of one or several extinguishers to be directed
are a number of pressurized bottles (usually 1 per
onto any one power plant. They prevent reverse flow
engine) with extinguishing agent inside. Each bottle
of the extinguishing agent into the other bottle or
is fitted with two explosive cartridges, (squibs), which
engine.
can be fired from the flight deck. Each bottle can feed
either the left or right engines through a crossfeed. Discharge Tubes
The extinguishing agent is fed through a series of pipes The typical discharge tube will vary depending upon
and valves to the outlet nozzles. the type and size of the turbine engine installation.
A semi circular discharge tube with a Y outlet nozzle
Two bottles giving either two ‘shots’, to a single engine
encircles the top forward area of both the aft and
or, one ‘shot’ each to either engine.
forward engine compartments.
In some aircraft, fixed systems may also be provided
A pylon discharge tube is incorporated to discharge the
for the protection of landing gear wheel bays and
fire extinguishing agent into the pylon area.
baggage compartments. These systems are normally
independent of each other. They may be fully
automatic or require the aircrew to initiate them when
a fire is indicated.
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figure 41, Typical Fire Extinguishing System Arrangement
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5.4.1 Fire Extinguishing Agent Container (HRD NOTE: Cartridges also called squibs are explosive
Containers) and must be handled or stored by authorized
HRD containers store a liquid halogenated personnel or disposed of by an approved
extinguishing agent, pressurized by nitrogen gas. method. Before power is supplied to the
Typically they are circular in shape and made aircraft make certain that electrical circuits,
from stainless steel, however titanium bottles upon which work is in progress, are isolated.
are also commonly used depending on the design NOTE: When cartridge electrical connectors are
considerations. They are available in a wide variety disconnected, the cartridge electrical pins must
of sizes depending on the application and the be shunted with a protective shunt, which is
area they are supposed to work in (engine, cargo provided by the manufacturer. A shunt plug
compartment…). or shorting clip, will prevent bottle discharge
Each container has a temperature/pressure sensitive which could cause injury to maintenance
relief valve, which will dump the extinguishing agent personnel.
if the internal pressure exceeds the preset value, or if NOTE: The cartridge installed must be of the same
the bottle is exposed to high temperatures. make as the fire bottle and correspond to the
At least one discharge valve is fitted to the bottle, but specification indicated in the Maintenance
mostly there are 2 discharge valves. A typical valve Manual.
has an explosive cartridge (squib) and a frangible disk. NOTE: A cartridge contains 400 mg detonate, Igniting
Two types of discharge valves are used: current is 5 A, 28 VDC.
-- S tandard release type

-- Direct explosive impact type
The standard type uses a slug, driven by the explosive
energy to rupture the frangible disk. Frangible disks
are pre-stressed or segmented to allow breaking
easily.
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Both types of discharge valve have a metal screen in Red Disk

the outlet to catch any fragment from the frangible Each bottle has protection against overpressure using
disk, to prevent debris getting into the extinguishing a ‘rupture disc’, which fails if the bottle pressure
distribution tubes and blocking up the nozzles. becomes excessive due to overheating. The agent is
directed overboard via tubing and will blown out a disk
A bottle that has been discharged can be refurbished on the side of the fuselage. The agent then is vented
by the manufacture, to be used again. via the exposed hole left by the disk. The blow out disk
The bottle condition is indicated either through is called “thermal discharge indicator” and is red in
a pressure gauge on each bottle, or a red/green color. If also helps the maintenance crew to quickly see
sectioned gauge showing red when the bottle is empty if a bottle needs replacing.
or its pressure is low as well as a discharge indication Yellow Disk
on the associated fire control panel in the cockpit. A yellow blow out disk indicates that the bottle has
Some systems have pop up indicators to indicate that been fired by the crew and needs to be replaced. Not
the squib has been fired. A pressure switch may also all aircraft have the yellow disk fitted.
be fitted which gives an electrical indication to the
cockpit control panel when the pressure drops to a
pre-determined level.
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figure 42, Discharge Valve figure 43, Squib
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figure 44, Fire Bottle Schematic figure 45, Red Disk
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5.4.2 Fire Switch Airbus design philosophy is totally different to Boeing,

The fire switches are typically installed on the center and that shows in the design of the fire protection
overhead panel or center console in the flight deck. system. Airbus aircraft don’t have the “pull and turn”
The fire switch activates an electrical circuit, that cause fire switches, but rather guarded push buttons. One
several things to happen: large button shuts down the engine and a smaller
button fires the bottle. The basic operation is the same
-- F uel is cut to the engine so the engine stops as the Boeing type.
-- The engine is isolated from the aircraft systems
-- The fire extinguishing system is activated
Some aircraft use fire switches that need to be pulled
and turned to activate the system, while others use a
push-type switch with a guard, the former being the
most widely used.
On the “pull and turn” type, the activation of the fire
bottle is a 2-step procedure:
-- T he fire switch handle is pulled up. This causes
the engine to shut down and isolates it.
-- The fire handle is turned left or right. This fires
one of the squibs, depending on which direction
the handle is turned.
To prevent accidental activation of the fire switch, a
lock is installed that releases the fire switch only when
a fire has been detected. A manual override allows
the crew or maintenance staff to pull the switch even
without a fire warning.
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figure 46, Fire Switch
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figure 47, APU And Cargo Fire Switches On B777F figure 48, Fire Switches A300
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figure 49, A320 Fire Control Panel
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5.4.3 Operation Of A Two-Shot Fire Extinguishing Bear in mind that when a fire switch has been selected
System to both positions, means that both bottles have been
Individual firing switches each having three positions; discharged and therefor no fire protection is available
“No. 1”, “OFF” and “No. 2” control the extinguishers. for the other engine.
Left Engine Operation The solution to this problem is to use individual fire
When the left fire switch is selected to the No. 1 protection systems, like on the Airbus A300. Here
position, the No.1 cartridge unit in the left extinguisher each engine has 2 fire bottles located in the aft pylon.
is fired and the extinguisher is discharged to the left Both bottles are fitted with a single squib and supply
power plant. If the fire has not been extinguished, the same engine; crossfeed to the other engine is not
selection of the No. 2 position then causes the right possible. The basic operation remains the same.
extinguisher to be discharged also into the left power Four-engine aircraft like the Boeing 747-200 use a
plant via the crossfeed line and left directional flow hybrid system, where each pair of fire bottles supply
valve, the latter preventing extinguishing agent from both engines on one side. Crossfeed from left to right
entering the empty extinguisher of the left system. side engines is not possible.
Right Engine Operation
In order to extinguish a fire in the right engine, the
right extinguisher switch is selected to its No. 1
position, and the relevant cartridge unit is fired so that
extinguishing agent is discharged to the right power
plant. If selection of the No. 2 position of the right fire
switch becomes necessary, then the left extinguisher
will also be discharged into the right power plant via
the appropriate cross feed line and the right directional
flow valve, which prevents charging the empty right
extinguisher
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figure 50, Two Shot Fire Extinguishing System
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figure 51, A300 Discharge Tubes
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figure 52, A320 Fire Bottle Location figure 53, B757 Engine Fire Bottle Installation
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5.5 APU Fire Protection

The APU is protected by a dual pneumatic loop system
similar to the ones used on the engines. A single fire
bottle contains enough agent kill the fire. There is no
second shot, but usually there are 2 squibs fitted, in
case one squib fails. Some aircraft use a dual squib,
which is basically 2 squibs in one housing.
Firing of the squib is identical to the engine. A similar
fire switch is used to shut down the APU, isolate it from
the aircraft systems and to fire the squib(s).
Some aircraft have a button to activate the fire
protection system.
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figure 54, APU Compartment Fire Protection
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5.5.1 APU Fire Protection Modes

Many aircraft today are designed to allow the APU
to run in “unattended mode”. This means that the
APU is running when nobody is onboard the aircraft.
In this mode, the fire protection system will activate
automatically if there is an APU fire. The system will
shut down the APU and fire the bottle automatically.
This feature is only available on the ground and engine
not running.
If the aircraft is in flight or on the ground with at least
one engine running, the system is in “attended mode”.
Now the crew has to manually activate the system in
case of an APU fire.
5.5.2 Fire Extinguishing Container

The fire bottle is similar in design to the engine fire
bottles, but smaller.
A safety plug is connected to a red indicator disk
on the outside of the aircraft fuselage to indicate a
thermal discharge.
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figure 55, APU Fire Detection System A320
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5.6 Cargo Fire Protection Class D:

This is a small cargo compartment without ventilation.
Cargo compartments are categorized in 4 classes:
A fire in a class D compartment should extinguish itself
Class A: due to the lack of oxygen. A fire protection system is
A fire in this compartment is easily descovered by a not needed.
crew member and easily accessible in flight.
Class E:
Class B: Only applicable for full cargo aircraft:
The compartment is sufficiently accessable in flight
-- A dedicated smoke detection system is installed in
with a handheld fire extinguisher and there is no
the compartment
danger of toxic smoke entering the passenger cabin
-- Ventilation airflow to the compartment can be
when entering the compartment. There is a fire
shut off or the compartment is accessable by the
detection system installed in the compartment to warn
crew in flight
the crew.
-- Hazardous fumes are prevented from entering the
Class C: crew compartments.
This compartment does not meet the criteria of A or B -- The crew emergency exits are accessible under
but: any cargo loading condition.
-- A dedicated smoke detection system is installed in

the compartment
-- A dedicated fire extinguishing system is installed
and controllable from the flight deck.
-- Hazardous fumes are prevented from entering the
crew and passenger compartments.
-- The compartment has a controllable circulation
system to ensure the extinguishing agent reaches
any part of the compartment.
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5.6.1 Cargo Fire Detection

The system is designed to provide a fire warning
indication in the flight compartment when a
predetermined amount of smoke is detected in the air
of the forward or aft cargo compartments. The build up
of smoke is usually present before an actual fire starts.
A cargo fire detection system must comply with the
folowing:
-- T he system must be capable of detecting a fire
within 1 minute of it starting.
-- It must be able to detect a fire at a temperature
well below the temperature at which the aircraft
structural integrety is compromised.
-- It must have a test feature so the crew can verify
its operational status.
Most cargo fire detection systems are made up of a set
of smoke detectors. Blowers draw air through sampling
tubes and detectors whenever power is available
on the aircraft. This is to ensure a constant flow of
ambient air through the detectors and maximize the
potential of detecting a fire.
The smoke detectors will trigger an cargo fire alarm on
the flight deck. The crew need to take the appropriate
action to deal with the fire.
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figure 56, Cargo Fire Detection System Schematic
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5.6.2 Cargo Fire Extinguishing Pressing the cargo fire button switches off the cargo
Depending on the type of aircraft (cargo or passenger), ventilation system to prevent to extinguishing agent
the cargo compartment may or may not have fire from being recirculated to the passenger compartment
extinguishers installed. and fires the bottle’s squib.
A cargo aircraft commonly does not have fire bottles Some aircraft are fitted with 2 types of fire
installed for cargo fires, although there are aircraft that extinguishing systems using fire bottles. This system
do. contains dump bottles and metered bottles.
Fire extinguishing is accomplished by depressurizing The first system dumps the entire contents of the
the aircraft. This removes the oxygen from the cargo bottle in the cargo compartment and kills the fire.
compartment and kills the fire. Although an effective The second is a metered system, which after a time
method, it is useless on the ground and low altitudes. delay will slowly discharge the metered bottles at a
On passenger aircraft, it is not advisable to controlled rate. This ensures that the concentration of
depressurize and aircraft to put out a fire, not only will Halon is high enough so the fire doesn’t re-ignite. A
you kill the fire, the passengers will suffer the same typical system can keep the concentration level high
fate. Here fire-extinguishing bottles are fitted to fight enough for 180 minutes.
the cargo fire. Identical in design to engine fire bottles
(also HRD-type) and also in operation, a set of fire
bottles will, when activated discharge the agent in the
cargo compartment to put out the fire.
When the detection system detects a fire, a fire
warning alerts the crew. They will carry out the
appropriate fire drills for a cargo fire and activate the
fire extinguishing system.
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figure 57, Cargo Fire Protection
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5.7 Lavatory Fire Protection

Airplanes that have a passenger capacity of 20 or
more are equipped with a smoke detector system that
monitors the lavatories for smoke. Smoke detectors
provide a warning light in the cockpit or provide a
warning light or audible warning at the lavatory and at
flight attendant stations that would be readily detected
by a flight attendant. Each lavatory must have a built-
in fire extinguisher that discharges automatically and
is usually located above the waste bin. The smoke
detector is located in the ceiling of the lavatory.
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figure 58, Lavatory Smoke Detector Schematic
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figure 59, Typical Lavatory Smoke Detector
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figure 60, Flight Attendants Panel Lavatory Smoke Warning
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5.7.1 Lavatory Fire Extinguishing System

The lavatory compartment is outfitted with a fire
extinguisher bottle to extinguish fires in the waste
compartment. The fire extinguisher is a bottle with
two nozzles. The bottle contains pressurized Halon
1301 or equivalent fire extinguishing agent. When
the temperature in the waste compartment reaches
a temperature high enough, the solder that seals the
nozzles melt and the Halon is discharged. Weighing the
bottle is often the only way to determine if the bottle is
empty or full.
figure 61, Lavatory Fire Extinguishing
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figure 62, B757 Lavatory Fire Extinguisher Installation
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5.8 Avionics Smoke Detection

Avionics smoke detection is performed by sampling
the air extracted from the cockpit panels and avionics
equipment racks. The pilots are alerted if avionics
systems are under smoke or fire. To fight against it
electrical power must be switched off.
figure 63, Avionics Smoke Detector
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figure 64, Avionics Smoke Detection
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6. MAINTENANCE PRACTICES
6.1 Fire Detection Systems At end connectors, the first support clamp is usually
located about 4 to 6 in. from the end connector
Fire-sensing elements are located in exposed areas
fittings. In most cases, a straight run of 1in. is
and, therefore, are subject to impact and abrasion.
maintained from all connectors before a bend is
When inspecting fire detection elements, be alert for
started. An optimum bend radius of 3 in. is normally
sharp bends, kinks, and crushed sections. Sensing
adhered to. A loose clamp can result in interference
elements should be inspected for:
between a cowl brace and a sensing element. This
-- C racked or broken sections caused by crushing or interference can cause the sensing element to wear,
squeezing between inspection plates, cowl panels, which could create a short.
or engine components.
Kinks and sharp bends in the sensing element can
-- Abrasion caused by rubbing of element on
cause an internal wire to short intermittently to the
cowling, accessories, or structural members.
outer tubing. The fault can be located by checking the
-- Pieces of safety wire or other metal particles
sensing element with a megohmmeter (megger) while
which may short the spot detector terminals.
tapping the element in the suspected areas to produce
-- Condition of rubber grommets in mounting
the short.
clamps, which may be softened from exposure to
oils, or hardened from excessive heat. Grommets should be installed on the sensing element
Long unsupported sections permit excessive vibration so both ends are centreed on its clamp. The split end
which can cause breakage. The distance between of the grommet should face the outside of the nearest
clamps straight line runs is usually about 8 to 10 in., bend. Clamps and grommets should fit the element
and is specified by each manufacturer. snugly.
When inspecting an electrical connector joint such
as this one, verily that the retaining nut is properly
torqued and the safety locking wire is secure.
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figure 65, Fire Loop Clamp figure 66, Sensing Wire Connection
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figure 67, Fire Loop Clamp figure 68, Sensing Wire Connection
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6.2 Fire Extinguishing Systems

Bottles of fire-extinguishing agent must be kept
fully charged. Some bottles have gauges mounted
directly on them. The pressure of the agent varies
with its temperature. Bottles without gauges must be
removed from the airplane and weighted on a scale to
determine its content of agent.
6.2.1 Container Pressure Check

A pressure check of fire extinguisher containers is
made periodically to determine that the pressure is
between the minimum and maximum limits prescribed
by the manufacturer. Changes of pressure with
ambient temperature must also fall within prescribed
limits. The graph is typical of the pressure/temperature
curve that provides maximum and minimum gauge
readings. If the pressure does not fall within the graph
limits, the extinguisher container should be replaced.
figure 69, Pressure Check Chart
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figure 70, Pressure Gauge On Fire Bottle
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6.2.2 Container Weight Check

Most fire extinguisher bottles will have no pressure
gauge anymore. To determine the correct amount of its
content, the bottle must be periodically removed from
the aircraft and weighed on a scale. Its correct weight
is written on the type placard, located on the bottle.
You must verify that the weighing is with, or without
discharge head(s) according to the maintenance
manual.
6.2.3 Cartridge Checks

The discharge cartridges or squibs for an HRD
container are life-limited components, and the
replacement date is measured from the date stamped
on the cartridge. If and overdue cartridge is used,
there is a possibility that it will not fire. It is extremely
important when checking the electrical connections
to the container to use the recommendations of the
manufacturer. Make sure that the current used to test
the wiring is less than that required to detonate the
squib.
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6.3 Electrical Circuit 6.3.2 Fault

The detector’s electrical circuit is simple and effective. The system will send a fault message due to Hydrogen
The normally open alarm switch closes upon an pressure loss due of leak.
overheat or fire condition, causing a short circuit
between terminals A and C. During normal operation, 6.3.3 Electrical Failure
a resistor value is maintained across the terminals by Wiring between Fire Detector unit and Loop shorted or
a normally closed integrity switch. Loss of sensor-gas open.
pressure opens the integrity switch, creating an open
circuit across the terminals of the faulted detector.
The control module monitors two loops up to four
detectors each, connected in parallel. The control
module responds directly to an alarm condition and
continuously monitors the wiring and integrity of each
loop. Microprocessor-based maintenance circuitry
can isolate failures to the line replaceable unit (LRU),
record critical events in non-volatile memory and
transmit data to the on-board maintenance computer
via an ARINC 429 data bus.
6.3.1 Fire Warning

A fire warning occurs when:
-- Fire on Loop A and Loop B
-- Fire on one Loop, other Loop fault or electrical
failure
-- Loop A and Loop B fault within 5 sec (Both Loops
broken due a torching flame)
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6.4 Fire Detection Control Unit 6.4.3 Loop Fault Warning

The Fire Detection Unit generates a loop fault warning
6.4.1 General
if any of the following conditions are met:
The Fire Detection Unit has two channels capable
of detecting any case of fire and loop failure. Each -- E lectrical failure (loss of power, connector not
channel follows the same detection logic depending on connected).
the loop A and loop B status. -- Failure in a detector.
-- Failure in a detection circuit.
6.4.2 Fire Warning -- Detection of a single loop fire during more than
20s while the other loop is in normal condition.
The Fire Detection Unit generates a fire warning signal
if any of the following conditions are met: 6.4.4 Detection Fault Warning
-- ire on loop A and fire on loop B.
F The detection fault logic is based en a dual loop failure.
-- Fire on loop A and fault on loop B. It corresponds to a total loss of the detection system.
-- Fault on loop A and fire on loop B.
-- Fault on loop A and fault on loop B within 5 6.4.5 Fire Test
seconds (both loops broken due to a torching A fire test pushbutton simultaneously checks the
flame). condition of the:
-- F ire detectors (loops A and B)
-- Fire Detection Unit
-- Indications and warnings
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6.5 Fire Extinguisher Squib Test

The squib is an electrically fired pyrotechnic cartridge
that punctures the bottle seal and releases the
extinguishant. If the extinguisher squib and firing
circuit are operational, the green light will illuminate
during the test. The squibs and firing circufts of each
bottle may be tested by pushing the appropriate test
switches.
Failure to obtain the correct response of the system
test may be caused by a defective test switch or
control unit, lack of power or dicontinuity, or an
unserviceable filament.
The filaments are usually a special type and must
always be replaced with the correct one.
If further physical checks of the system are required,
due to the low threshold of the firing circuit, it should
be remembered to use a safety ohmeter.
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7. FIRE PREVENTION
Leaking fuel, hydraulic, deicing, or lubricating fluids
can be sources of fire in an aircraft. This condition
should be noted and corrective action taken when
inspecting aircraft systems. Minute pressure leaks
of these fluids are particularly dangerous for they
quickly produce an explosive atmospheric condition.
Carefully inspect fuel tank installations for signs of
external leaks. With integral fuel tanks, the external
evidence may occur at some distance from where the
fuel is actually escaping. Many hydraulic fluids are
flammable and should not be permitted to accumulate
in the structure. Soundproofing materials may become
highly flammable if soaked with oil of any kind. Any
leakage or spillage of flammable fluid in the vicinity of
combustion heaters is a serious fire risk, particularly if
any vapor is drawn into the heater and passes over the
hot combustion chamber.
Oxygen system equipment must be kept absolutely
free from traces of oil or grease, since these
substances spontaneously ignite when in contact with
oxygen under pressure. Oxygen servicing cylinders
should be clearly marked so they cannot be mistaken
for cylinders containing air or nitrogen, as explosions
have resulted from this error during maintenance
operations.
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EASA P66 MOD 11A.8(a) L3

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EASA P66 MOD 11A.8(a) L3

EASA P66 MOD 11A.8(a) L3

7. Fire prevention.......................................................... 110

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LIST OF ILLUSTRATIONS ABBREVIATIONS & ACRONYMS

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2. REQUIREMENTS FOR FIRE

figure 3, Fire Triangle

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2.1 Fire Classes

figure 4, Fire Classes

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2.2 Detection and extinguishing principles 2.2.1 Fire detection areas

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figure 5, Fire And Smoke Detection Zones

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figure 6, Fire Detection Zones A320

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2.2.2 Fire zones Fireproof bulkheads prevent fire from spreading to

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figure 7, Fire Zones On Roll Royce Trent 1000

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figure 8, Fire Protection System A320

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3. FIRE/OVERHEAT DETECTION AND WARNING SYSTEMS

-- U nit or Spot type -- C hanges in resistance

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3.2.2 Thermocouple System The thermocouple is constructed of two dissimilar

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The total number of thermocouples used in individual

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figure 11, Thermocouple Fire Sensor

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figure 12, Thermocouple Fire Detection Electrical Diagram

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3.3 Continuous Loop Fire Detection

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figure 13, Engine Fire Detections Overview

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figure 14, Fenwal Continuous Loop Fire Detector

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Kidde As with the Fenwal system, when the fire or overheat

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figure 15, Kidde Fire Detection System

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3.3.2 Pneumatic-Type Detectors

figure 16, Pneumatic Type Fire Detector

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Lindberg To test this system, low-voltage AC is sent through the

figure 17, Lindberg Pneumatic Fire Detector Schematic

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