FiRE PROTECTION SYSTEMS Five Protection 883 Requirements for Fire 983 Fire Detection Systems 884 Fite Detectors and Overheat Detection Systems 884 ‘Thermoswitch-Type Fire Detection System 885, Rate-of-Temperature-Rise Detection System 887 Continuous-Loop Detector Systems 888 Thermistor-Type Continuous-Loop Systems 888 Pnewmatic-Type Continuous-Loop System 889 ‘Smoke and Flame Detectors. 89/ Carbon Monoxide Detectors. 891 Photoelectric Smoke Detectors. 892 Tonizution-Type Smoke Detectors 892 Visuel Smoke Detectors 892 Study Questions: Fire Detection Systems 893 Fire-Extinguishing Systems 94 Fire-Extinguishing Agents 894 Water 894 InertCold Gas Agents 895 Carbon Dioxide (CO,) 895 Liquid Nitrogen (Nz) 895 Halogenated Hydrocarbons 895 ‘Hand-Hed Fire Extinguishers 896 Installed Fire-Extinguishing Systems 897 Carbon Dioxide Extinguishing Systems 897 High Rate-Discharge (HRD) Extinguishing Systems 897 Study Questions: Fire-Extinguishing Systems 899 Fite Phorrcnon Svstias Chapter 13 Continued 881Complete Fire Protection System 900 Maintenance and Servicing of Fire-Detector Systems 903 Maintenance and Servicing of Five-Extinguishing Systems 904 Study Questions: Maintenance and Servicing of Fire Protection Systems 904 Answers to Chapter 13 Study Questions 905 882 Awamion Manaus Tecunucian Sus Volume 21 Antenas SysteFire PROTECTION SYSTEMS Fire Protection Aircrafi carry large volumes of highly flammable fuel in a lightweight, vibration-prone structure. This structure also carries engines that continu- ally produce extremely hol exhaust gases. Add a complex electrical system with motors and relays thal produce sparks, and radio and radar transmitters that emit electromagnetic radiation, and you have an ideal environment for fires. Yet the fire detection and protection systems available in modern air~ craft are so effective, there arv relatively few fires in the air. Requirements for Fire Fire is the result of « chemical reaction between some type of fuel and ‘oxygen. When this reaction occurs, energy is released in the form of beat and light. For a fire to start, there must be fuel, oxygen, and a high enough tem- perature to start the reaction. Fires may be extinguished by removing the fuel or oxygen or by reducing the temperature to a level below that needed for the reaction, ‘The National Fire Protection Association has categorized fires and iden- lified the types of extinguishing agents best used on cach type. The four categories are Classes A, B,C, and D, Class A fires are fueled by solid combustible materials such as wood, paper, and cloth. These fires typically occur in aircraft cabins and cockpits, so any extinguishing agent used for Class-A fires must be safe for the occupants. Class B fires are fueled by combustible liquids such as gasoline, tur- bbine-engine fuel, lubricating oil, and hydraulic fluid, Class-B fires typically occur in engine compartments. ‘Class C fires involve energized electrical equipment. These fires can oc- cur in almost any part of an aircraft and they demand special care because of the danger of clectrical shock, Class D fires are those in which some metal such as magnesium bums. ‘These fires typically occur in the brakes and wheels, and burn with a fero- cious intensity. Never use water on a burning metal, it only intensifies the fire. Fe Proreenion Sysrts Chapter 13 883884 A complete fire detection system consists of fire detectors, overheat detec- tors, rte-of-temperature-rise detectors, smoke detectors, and carbon mon- oxide detectors. We will discuss each of these. Requirements fora fire detection system: L S ‘The system must not give false warnings under any flight or ground operating condition. ‘The system must give a rapid indication of a fire and accurately iden- tify its location. ‘The system must accurately indicate when a firehas been extinguished, 4. The system must sound a warning if a fire re-ignites. 10. ul. 12, ‘The system must continue to indicate the presence of a fire as long as the fire exists. ‘The integrity of the system must be able to be tested from the cockpit, Detectors must not be damaged by exposure to oil, water, vibration, extremes of temperature, and the handling encountered in normal maintenance. Detectors must be lightweight and adaptable to any mounting position, Detector circuitry must operate ditectly from the aircraft electrical system. The detector circuitry must require a minimum of electrical current ‘when itis not indicating a fite. Each detection system should actuate an a light that shows the location of the fire. ‘There must be a separate detection system for each engine. le alarm and a cockpit Fire Detectors and Overheat Detection Systems A fire detector system warns the flight crew of the presence of a fire that raises the temperature of a particular location to a predetermined high value. An overheat detector initiates a warning when there is a lesser increase in temperature over a larger area. Most of these detection systems turn on a red light and sound a fire-warning bell, Avranios Marnrexance Trcaoacian Saums, Volume 2 Auunasue SysrinsThermoswitch-Type Fire Detection System ‘The single-terminal bimetallic thermoswitch-type spot detector circuit uses a number of spot detectors such as the one in Figure 13-1 installed in a cirouit like the one in Figure 13-2, When a fire occurs in the area protected by one of the detectors, the detector is heated, and strips on which the con- tacts are motnted distort and close the contacts, completing the circuit be- tween the loop and ground. ‘Figure 13-1, A single-terminal bimetallic thermaswitch fre detector Bol HO) Loop - oo ms Fa ee ¥ =—_ - igure 13-2. Chreuirfor a stngle-terminal thermoswitch fire detector system ‘Fit Prorucnon Systems Chapter 13 885‘vo-terminal spot-type fire detection system. A fie detection syst that uses Individual thermoswitches installed around the inside of the area tbe proxected. These thermoswitehes are wired in parallel between two separate circuits. A thee short or an open circuit can exist circue without causing fire warning thermocouple. An electrical device consisting ofa loop mde of two different types of wire. A voltage is generated in 8 mocouple that i proportional to the fifference in the temperatures ofthe two points where the dissiilar wie jon, This voltage difference causes current to flow. 886 ‘The circuit in Figure 13-2 will signal the presence of a fire even ifthe loop of ‘wire connecting the detectors is broken. During normal operation the detec- tors get their power from both ends of the loop, and if the loop is broken at any one point, all ofthe detectors still have power. Lfany one detector senses afire, its contacts will close and provide a ground for the fire-warning light. Closing the fire-Wwarning test switch energizes the test relay, removes, power from one end of the loop and grounds it, turning on the fire-warning light and sounding the bell. If there is an open in the wire between the detec~ tors, there will be no ground for the warning light, and it will not illuminate, ‘Anothér type of thermoswitch spot detector installed in some aircraft have two terminals. Instead of completing the cireuit to ground when a fire is detected, the detector completes the circuit between the two conductors con- nected to their terminals. These two-terminal thermoswitches are connected between two loops, and the system can tolerate either an open circuit or a short to ground in either of the loops without affecting the operation of the system, Figure 13-3, Cireult fora nwo-terminalshermoswith fire detector system Follow the circuit in Figure 13-3 to see the way the two-terminal thermo- switch system works, When there is no fire, Loop 2is connected to the posi- tive voltage, and Loop 1 is connected to ground, both through the normally- closed contacts of the relay. Af there is a short to ground in Loop 1, nothing happens because Loop | is already at ground potential. If there is a short to ground in Loop 2, the fault current energizes the relay and places Loop 2 at ground potential. The relay makes Loop 1 positive, ot “hot.” Awianion Manerexance Tecunuciay Seaiss Volume 2: Arman SYsres‘Both ends of the two loops are connected to the test switch, and a single ‘open in either of the loops has no effect on the operation of the system, ‘When the test switch is depressed, the circuit between the two loops is, ‘completed. Current flows through the relay coil, all of Loops 1 and 2, and ‘back to ground through the fire-wamning light and bell. Pressing the test switch. checks the integrity of the entire system. Rate-of-Temperature-Rise Detection System A thermoswitch-type detection system initiates a fire warning when any of the individua’ detectors reaches a predetermined temperature. But because a fire can have a good start before this temperature is reached, the thermo- ‘couple-type fire-warning system is used. This system initiates a fire warning ‘when the temperature at any specific location in the monitored compartment risesa great dzal faster than the temperature of the entire compartment. Ther- ‘mocouple-type fire-warning systems are often installed in engine compart- ments where normal operating temperatures are quite high, but the rise to this temperature is gradual. A thermocouple is made of two different types of wire welded together, aand the point at which the wires are joined is called a junction. When several thermocouples are comnected in series ina circuit, a voltage wil exist within the circuit that is proportional to the difference in the temperatures of the various junctions ‘The sensors used with a thermocouple system are similar to the one in Figure 13-4, These sensors have a piece of each of the two thermocouple wires, typically iron and constantan, welded together and mounted in the housing that protects them from physical damage, yet allows frve circula- tion of air arcund the wires. They form the measuring junctions of the ther- ‘miocouple, and all of them are connected in series with the coil of a sensit relay and a test thermocouple, ‘thermocouple fire detection system. A fire detection system that works on the principle ofthe rate-of-temperatare-rise ‘Thermocouples are installed around the area to be protected, and one thermocouple is surrounded by insulation that prevents its temperature changing rapidly In te ever of «fire, the temperature of all the thermacouples except the protected ‘one will ie immnediately and fire ‘warning willbe initiated, In the case of general overteat condition, the temperature ofall the thermocouples will ise uniformly ‘and there will ben fire warming, Figure 134.4 thermocouple fre sensor =1 Ww ea Figure 13-5, A nite-of temperarure-rivefire-detection circuit Fins Paorecrion Sysrous ‘Chapter 13 887continuous-loop fire-detection system, A Fitedetection system that uses @ continuous loop of re conductors separated with a thermistor-type insulation, ‘Under normal temperature conditions, the thermistor materials an insulator, but if itis exposed 0 fire, the thermistor changes into 1 eondactor and completes the circuit between the twe conductor, initiating « ire warning ‘eutectic material, An alloy or solution ‘that has the lowest posible melting point. Figure 13-6.A single-conductor coutinuous-loop fre detector element 888 ‘The sensors are mounted at strategic locations around the monitored com- partment, One sensor is mounted inside a thermal insulating shield that pro- tects it from direct air circulation, yet allows it to reach the temperature of the air within the compartment. This sensor is called the reference junction, ‘When there is no fire, all of the junctions are the same temperature and ‘no current flows in the thermocouple circuit. When the engine is started and the temperature of the engine compartment rises, the temperatures of all of the thermocouples rise together and there is still no current flow. Buti there isa fire, the temperature of one or more of the thermocouples will rise im- mediately while the temperature of the insulated reference thermocouple rises much more slowly. As long as there is a difference in temperatures between any of the junctions, there is a difference in voltage between them, Not mich current, but enough to energize the sealed sensitive relay, flows in the thermocouple circuit. The contacts of the sensitive relay close and carry ‘enough current (o the coil of the slave relay to close its contacts and allow current to flow to the fire-warning light and bell. ‘A thermocouple fire detection system is tested by closing the test switch and holding itclosed for a specified number of seconds. Current flows through the heater inside the test thermocouple housing and heats the test junction. Since this junction is in series with all the other junctions, there is a voltage Continuous-Loop Detector Systems Engine compartments, APU installations, and wheel wells are difficult loca- tions to monitor for fire, and continuous-loop-type detectors are often used in these areas rather than individual detectors such as thermoswitches or thermocouples, There are two types of continuous-loop fire and overheat detection systems: thermistor and pneumatic, ‘Thermistor-Type Continuous-Loop Systems ‘There are two configurations of thermistor-type continuous loop elements: single-conductor and two-conductor elements. “The single-conductor element has a center conductor supported in athin- wall inconel tube by ceramic beads. An electrical connection is mad to the ‘conductor, and the outside tube is grounded to the airframe. The space be- tween the beads is filled with a eutectic (low melting-point) salt whose resis- tance drops drastically when it melts. When any portion of the tube gets hot enough to melt the salt, the resistance between the center conductor and the ‘ube drops, and signal current flows to initiate a fire warning, When the fire is extinguished, the molten salt solidifies and its resistance increases enough that the fire-warning current no longer flows. Avravion Manrmnanice Tacanscia Ssires) Volume 2 Arenas Sysrinsbus To foot Bell autour fwitch Controller ~ i Fie. Test Ht F swith | ‘Figure 13-7, Single-conductor continuowssloop fire derecion elreult ‘The two-conductor loop is also mounted in an inconel tube, and it has two ‘parallel wires embedded in a thermistor material whose resistance decreases as its temperature increases. One of the wires is grounded to the outer tube, and the other terminates in a connector and is connected to a control unit that ‘continuously measures the total resistance of the sensing loop. By monitor- ing the resistance, this unit will detect a general overheat condition as well as a single het spot. Pneumatic-Type Continuous-Loop System ‘The pneumatic fire detection system also uses a continuous loop for the Figure 13-8. Two-conductor continuous. detection element, but this loop is made of a sealed stainless steel tube that jooy fire detector element contains an element which absorbs gas when it is cold, but releases this gas when it is heated. ‘One type of pneumatic fire detection system is the Lindberg system, thermistor material. A material with a ‘The stainless tee! tube which makes up the loop contains the gas-absorbing alive vmperature coefficient that ‘element and the gas, and is connected to a pressure switch as is seen in {Sisss 6 seeance 1 decrease we Figure 13-9. When the loop, which is installed around the monitored “PS sss area, is heated in a local area by a fire or by a general overheat condition, the £8 is released and its pressure closes the pressure switch. Closing this switch completes the circuit for one of the windings of a transformer and allows the 115-volt, 40(-Hz. power from the aircraft electrical system to illuminate the fire-warning light and sound the fire-warning bell, Fine Prorscniow Sysveus Chapter 13, 889nev 400eH2 ac ‘This system is tested by closing the test switch. This allows low-voltage AC to flow through the tubing in the loop. This current heats the loop and causes the release of enough gas to close the pressure switch and initiate a fire waming. Pe “Test Operating = ower un Pneumatic JL switen emanate Fre-waring flement tube ee ball Figure 13.9, The operating principle of a Lindberg pneumetie fire detector ‘The Systron-Donner pneumatic fire detection system also uses a continuous loop for the detection element, but this Toop contains two gases and a tita- nium center wire with the capacity to absorb an amount of hydrogen gas that is proportional to its temperature, ‘The tube is filled with helium gas under pressure, and at normal tem- perature, the helium produces a pressure that is proportional to the average temperature of the entire tube. When the average temperature of the tube reaches the value for which the warning system is set, the pressure of the helium gas becomes great enough to close a set of normally open contacts in the detector housing and initiate a fire-warning signal. Any time an actual fire inereases the temperature of a localized area of the tube, the center wire will release enough hydrogen gas to increase the pressure inside the housing to close the contacts and initiate a fire warning, ‘When the fire is extinguished, the temperature dropsand the center wire absorbs enough hydrogen gas to lower the pressure in the housing so the contacts can snap open and restore the system to a condition to detect the fire if it should re-ignite. ‘There are two switches in the housing; one is normally open, and itcloses to signal the presence of a fire when the pressure of either the hydrogen or helium gas increases enough to close it. The other is called the integrity switch and it is held closed by the normal pressure of the helium gas in the tube, If'a break should occur in the tube and the helium pressure is lost, the Avamion MansranasicnTrasician Stans Volume 2+ Atssnanm Sysres