B1 45.20 ISSUE 1.80_i) AUTHORITY It is IMPORTANT to note that the information in this book is for study / training purposes only. When carrying out a procedure/work on aircraft/aircraft equipment you MUST always refer to the relevant aircraft maintenance manual or equipment manufacturer’s handbook. You should also follow the requirements of your national regulatory authority (the CAA in thé UK) and laid down company policy as regards local procedures, recording, report writing, documentation etc. —For health and safety inthe workplace you-should-fellow-the—————- regulations/guidelines as specified by the equipment manufacturer, your company, national safety authorities and national governments.Acknowledgements With special thanks to AIRBUS INDUSTRIE for their permission to reproduce drawings.CONTENTS Extinguishants Fire prevention systems Systems maintenance Component storage Detection Unit type detectors Continuous type detectors Page 10 10 11 12+) HOW TO TACKLE THIS BOOK This book is part of JAR66 module 15 and written specifically for the category BI technician. It covers the same area as that required for the category A line mechanic but the line mechanic need not know the subject to the same depth. Levels of knowledge: BL - level 2 ie level 1 The CAA will expect you to be able to describe fire/overheat detection systems and the various ways of putting the fire out once detected. They will expect you to be able to describe the operation, routine maintenance, and fault finding of a system - including electrical supplies. Much of the book is straight forward, though some parts might need a second read to fully understand the operation/principle. You should, where-ever possible, relate what you read in this book to your own aircraft/experience.Types Of Fire Extinguishing Systems ‘The extinguishing systems in general use are the fixed, portable, and mixed systems. The term “fixed” refers to a permanently installed system of extinguishant containers, distribution pipes and controls provided for the protection of powerplants, APUs, landing gear wheel bays and cargo compartments. A self-contained system is fitted to paper towel waste bins in toilets. A portable system refers to hand held fire extinguishers provided in flight-crew and passenger compartments. (Refer to the book in this series entitled “Safety” ~ for details on hand held extinguishers). A mixed system is used in some aircraft baggage and service compartments. ‘The distribution pipelines are fixed in the appropriate compartment and coupled to adapter points within the crew area to which a portable extinguisher is plugged in when required. Not very common. Extinguishants On Fixed Systems Methyl Bromide (MB). Boils at about 5°C and is used for the protection of power plants. It is toxic and must not be used in confined spaces such as cabins. The effects of breathing the vapours may not be immediately apparent, but serious or even fatal after-effects may be sustained. - Bromochlorodifluoromethane (BCF). This is semi toxic and is particularly effective against electrical and liquid fires. It is used in powerplant and APU fire zones and portable extinguishers. It is gaseous at normal temperatures and condenses to a liquid at -4°C It has little or no corrosive effect, although halogen acids will form if its products, which have been decomposed by fire, come into contact with water. In contact with fire BCF volatilises instantly, giving rapid flame extinction ————— Bromorrifuoromethane (BTM): Similar to BCP Semi-toxic and is usedin power plant, APU, and cargo compartment fire zones. BCF and BTM are very effective extinguishants, however, they are halogenated hydrocarbons, and their discharge into the atmosphere seriously affects the ozone layer. Research is being carried out to find an effective replacement.EXTINGUISHANT WHEEL WELL EXTINGUISHERS FIRE EXTINGUISHING ‘APU EXTINGUISHER, CONTROL & TEST FACILITIES: caRGO COMPARTMENT ENGINE DUAL EXTINGUISHERS EXTINGUISHERS FIRE PREVENTION SYSTEMS - GENERAL ARRANGEMENT General Fire zones are designated in an aircraft where there is a potential fire risk. Each fire zone will have a fire and/or smoke detector system and a fire extinguisher system. Certain fire zones will have fire proof bulkheads (engines), and fireproof linings (cargo bays). The following are usually designated fire zones and/or fire potential hazards. * Fuel tanks. Cargo bays. * Wheel bays. * Toilets (paper towel disposal bins}@ Wing Lending Hee Windshield Detoerine eden QD tecae int niin © mcrae, DETECTOR POSITIONS - EXAMPLE Fixed Systems Regulations laid down by the CAA state that aircraft in the transport category must have provision to tackle a fire at least twice. In some-cases two bottles per fire zone are provided whilst in others a "two shot" system is used with one bottle per zone. With reference to the "two shot" system shown: The fire switches are supplied with 28V de from the essential or hot bus bar. When the extinguisher switch is operated current will flow to the appropriate fire bottle head detonator unit and to the warning lamp/indicator fuse. The head will operate allowing extinguishant to go to the fire zone via the directional flow valve.-~vie-the directional flow valve to the fire SPRAY RINGS DIRECTIONAL FLOW VALVE CROSSFEED DISCHARGE PIPES —— INDICATOR DISC PIPELINES BOTTLE WARNING 7 —1icHTs STARBOARD SWITCH ‘— DIODE dc BUS BAR A TWO SHOT SYSTEM (ONE BOTTLE PER FIRE ZONE) Should the fire persist or re-start then the bottle from the other fire zone can be discharged by moving the switch to the “shot 2" position. This will cause one of the heads on the other bottle to operate allowing extinguishant-to-flow In an emergency most aircraft have systems that will operate ALL the fire bottles automatically (except the “toilet” bottles) In the drawing an inertia switch is fitted that operates if the aircraft is put through more than say 3g (as would happen in a crash landing)On some aircraft a rubber covered crash strip may be fitted beneath the aircraft. If the fuselage touches the ground the two elements of the strip come into contact to complete a circuit - operating “all” the extinguishers. When operated the pressure in the pipelines on some aircraft pushes out a small plastic discharge indicator disc on the outside of the fuselage/engine nacelle. This allows outside verification that the system has been operated. Should the bottle over-pressurise due to high ambient temperature conditions then a disc will burst in the extinguisher head (to prevent the bottle exploding) and the extinguishant will be piped over-board via a discharge indicator disc In this case all the extinguishant will be lost. Note: All fire systems are connected to the essential or hot de bus bar. ~ FIRE BOTTLE ~ BLANK DIAPHRAGM (Where detonator is fitted) HOLLOW CHARGE PLUG & SPIGOT JUNCTION BOX DISCHARGE To discharge INDICATOR indicator cise PIN TYPICAL TWIN HEADED EXTINGUISHERy y ' | ‘IVLAG OSId AOLVOIGNI B AVAH ADAVHOSIA | ‘9810 YoLvaraN! 3OuvHOSIA ‘SUSVId AFYNOTOD (3sv@ HUM HSN) Mt 1aN Dis LvuDUIV 9510 ONSuNa aTgIONVES ‘SUNSSIUd-YIAO 3110S p NOILIGNOD @aul4Nn wovandviaConcorde, for example, is fitted with a "two shot" (one fire bottle per engine) system whilst aircraft like the Boeing 747 are fitted with a two shot system with two bottles per engine. QUESTION: Can you think why they are different? (2 mins). ANSWER: | If the engines are placed far apart on the airframe or wing, then on a "two shot’ (one bottle per engine) system, too much extinguishant would be required just to fill up the cross over pipeline. So engines that are close together - and you can't get much closer than those on Concorde - can use the "two shot” (one bottle per engine} system Directional Flow Valves ~ ‘These are a type of non-return valve which only allows extinguishant TO the fire zone irrespective of which bottle has been fired. An arrow on the valve body allows for correct alignment when fitting. 5 5 1. Connector ——-— 2) Pressure switen electrical connector 3. Cartridge electrical connector 4e-Valve-assenbly ‘Securing bolt and washer Extinguisher bottle Swivel nut Pressure suiteh SINGLE HEAD EXTINGUISHER OF THE B747A TWO SHOT SYSTEM (TWO BOTTLES PER ENGINE) MAINTENANCE Extinguishers Check that the bottle is of the correct type as laid down in the manual, that all markings on the container are legible and that the bottle is securely attached. Check the bottle is within life (bottle date stamped). The bottle should be checked for signs of leakage, corrosion, dents, scores, and damage. The state of charge should be checked by reference to the flight deck indicator (if fitted) ‘and/or-the gauge on the bottle {if fitted) and by carrying out a weight check. The fully charged weight of the bottle is stamped on the bottle neck or on the bottle itself. On some aircraft this weight includes the blanking caps but excludes the cartridge units, on other aircraft (Boeing for example) the weight includes the cartridge units (check the manual). Typical weight tolerances are Boeing 4%, and BAe 0.1 Ibs.Are) me © oéenaseel eione 2 Ha © a © © ee weer 2) EXTINGUISHING SYSTEM - CONCORDE Check the pin type discharge indicator that the pin is flush with the cap. Check the threads for security, damage, and locking, On assembly where specified use the approved grease, eg barium chromate grease. Check detonator heads/cartridge units (sometimes called squibs) for corrosion, damage, and security of attachment. Check electrical cables for security of attachment and correct fitting. Check date of manufacture stamped on the unit and check the life of the unit as laid down in the aircraft maintenance manual. anneal Check detonators for continuity and insulation. Remember to use safety test meters for this. purpose with the detonator OFF the aircraft-and-facing away ‘from any personnel. _ NOTE: Early detonators were wired to the aircraft using a terminal block on the detonator head and compression fittings. DOUBLE CHECK - particularly on the “two shot one bottle per fire zone” system that detonators are correctly wired.The wires should have identification codes which must be correlated to the aircraft wiring diagram. If they have no codes or they have been obliterated then an (elect) system function check must be carried out - with the detonator wires disconnected. The sole reason for this check is to make sure that the correct pair of wires are fitted to the correct detonator - so that when the pilot selects "shot one" he gets “shot one” and not "shot two" - which would mean the extinguishant going to the wrong fire zone. On most modern fire systems the detonators are connected by a plug and socket and the pins are so arranged that incorrect connection cannot be made. Cables Inspect cables for chafing, moisture ingress, fraying and condition of insulation, Check for correct support and clearance. If necessary carry out continuity and insulation tests: Pipelines Before installation the pipes should be blown through with clean dry air or nitrogen. After installation the pipe system should be pressure tested in accordance with the aircraft maintenance manual (AMM). Check pipes, spray rings, threads, and unions for damage, corrosion, and security of attachment. * Valves Should be checked for corrosion, damage, security of attachment, cleanliness, freedom of moving parts, and correct location with respect to extinguishant flow. When fitting new valves always fit new seals. Discharge Indicator Disc Check for corrosion, damage and security of attachment. Check that the plastic disc is in position and (where fitted) the sealing plug in the pipe. General Check that all locking is correct and secureSTORAGE Extinguishers Should be stored in a room, on shelves, in their packaging with blanking caps fitted. They should be out of direct sunlight, in a corrosive free atmosphere at normal room temperature. They should be inspected annually (see above) and at the end of their life (normally 5 years) they must be returned to the manufacturers. Detonators Basically the conditions are the same as for the extinguishers FIRE AND OVERHEAT DETECTION The fitting of fire and overheat detectors is laid down in JAR 25 (for large aircraft). They must be fitted in Designated Fire zones of all power plants above 12,500 Ibs. ‘The system should be able to: : * Show when a fire starts and when it stops. Not give spurious warnings when it fails. * Be capable of being checked by the flight crew from the flight deck. Provide both audible and visual warnings, with cancellation of the audible warning with automatic reset. There are several fire and overheat detection systems and the following pages gives a brief description of some of them. The detectors can be divided into two main groups - unit type and continuous type. DETECTORS = UNIT conTINuouS MELTING THERMO DIFFERENTIAL GAS PYROTECHNIC ELECT LIQUID LINK COUPLE EXPANSION SWITCH RESISTIVE CAPACITIVE TYPES OF DETECTORSUNIT TYPE DETECTORS. ‘These are used in fire zones singly or more than one to give better coverage, In some cases they are used in conjunction with a continuous detector. Melting Link Switch Consists of a pair of contacts held apart by a mechanism controlled by a fusible plug. At a known temperature the plug will melt allowing the contacts together and completing a circuit to a red light in the flight deck . (Rare). ‘Thermo-Couple Detector A thermo-couple principle is used in jet pipe temperature measurement as well as fire detection. When two different metals are held in contact with each other and are heated they will produce a small pd (a voltage that can be measured). The higher the temperature the higher the pd. When a particular pd value is reached in a fire detection circuit a sensitive relay will operate or an electronic circuit will operate to cause a visual/aural warning in the flight deck. When the fire goes out, the pd drops and the relay/electronic circuit will cancel the warning. Differential Expansion Switch This consists of a switch in the fire zone connected between the dc essential bus bar and the warning systems in the flight deck. It consists of two contacts held apart on a spring-bow assembly which is secured at either end of an alloy steel barrel or expansion tube. When the unit experiences heat the barrel expands length-wise. It’s coefficient of linear expansion is greater than that of ~~ the spring-bow assembly, thus the spring-bow is caused to straighten and the contacts to close - causing a flight deck warning to come on. QUESTION: What do you think happens when the unit cools down? (2 mins). ANSWER: This is fairly straight forward I suppose. Of course the barrel will = contract (more than the spring-bow}, and cause the contacts to open, thus Switching off the warning. — The unit is adjustable BY THE MANUFACTURERS ONLY and is adjusted to operate at different temperatures. The units look very similar but their part numbers relate to their operating temperature, it is therefore most important to check that the correct unit is being fitted in the correct location.Besides the usually visual inspection for security, corrosion, damage ete, the unit is tested by the use of special heated tongs that are clamped to the expansion tube. These will cause the unit to expand and give a warning light in the flightdeck. When removed the unit will reset causing the light to go out. /—AUUSTER |_— SPRING BOW CONTACTS: EXPANSION TUBE TERMINAL BLOCK TERMINAL DIFFERENTIAL EXPANSION SWITCH Light Detectors ‘These use photo-electric light detectors that registers visible light as an electric current, Their electronic circuitry analyses the light spectrum and will only give a warning when it detects light coming from a hydrocarbon fire. Are self resetable. —— CONTINUOUS TYPE DETECTORS. — For large fire zones a number of unit type detectors would have to be used, so it is often better to use a single continuous type.Gas Operated Firewire Consists of a sealed firewire connected at one end to a pressure operated responder. The construction of the firewire consists of a small bore tube inside of which is housed a titanium hydride core. Outside the core, but within the firewire is helium gas Sometimes called the Systron-Donner system. ZONE 1 FIREWIRE RESPONDER FIREWIRE - GENERAL LAYOUT HELIUM GAS (AVERAGING GAS) TITANIUM HYDRIDE — (GIVES OFF HYDROGEN : GAS AVELANCHE FOR LOCAL HEATING) CROSS SECTION-OF FIREWIRE ee Operation When the firewire is subjected to an increase in temperature the pressure of the helium gas increases in proportion. When the pressure reaches the responder setting value the switch closes and connects a 28V de supply to the aircraft warning circuit:When the temperature decreases, the pressure drops and the warning circuits are de-activated. This may be used for overheat and fire detection. When the firewire is subjected to a local high temperature, such as a small flame, the increase in pressure of the helium gas alone may be insufficient to operate the responder. In this condition the central titanium hydride core will give off a considerable amount of hydrogen gas which increases the helium gas pressure, This operates the responder. PesroMoEE ALAR WE pomustiv ort ¢ AVERAGE OVERHEAT img MEL EASES ACTIVE CAS ‘nam wvotioy COM roma ney meron As Tot momanty Onn LOCAL OVERHEAT Par bus, METEGNTY meTON sal. E.E0 ‘reno assume FAULT STATE GAS OPERATED FIREWIREAs soon as the temperature drops below a certain value the titanium hydride core absorbs the hydrogen gas, the pressure drops in the helium gas and the warning signal is cancelled. This is used as the fire detection mode. The above cycle is repeatable indefinitely. The fire wire is pre-pressurised so that a pressure integrity switch will operate should the firewire develop a leak. This is incorporated in the responder and linked in with the element self monitoring circuits, CONTROLS AND INDICATORS : CONTROLS AND INDICATORS ON OVERHEAD PANEL © ENG FIRE PANEL ENG J FIRE, 1S : 9 Ps Oo EXAMPLE OF A FLIGHT DECK FIRE PANEL - A320 Example - A320 System ‘Two identical ENGINE FIRE panels are provided (one for each engine -1 & 2). O-encine 1 FIRE PUSH BUTTON ~ Normal position IN and GUARDED. When released OUT an electrical signal causes for each engine: ‘Aural warning cancellation. = squib (cartridge) arming. m — Fuel LP valve closure. Hydraulic fire valve closure. Air bleed valves closure. Pack valve closure. Generator deactivation. ENGINE 1 FIRE LIGHT Iluminates red independently of the push button position as long as the respective fire warning is activated.@acent 1 pusH BUTTON ‘Activated when the corresponding ENGINE FIRE PUSH BUTTON is pushed. When pressed the bottle is discharged. SQUIB lights. Muminate white when the ENGINE FIRE PUSH BUTTON is pushed to allow identification of the button to be pushed. DISCH lights illuminate amber when the related extinguisher bottle is discharged. @resr pusH BUTTON Enables the detection and extinguishing systems operation to be checked. When pressed: ‘A continuous repetitive CHIME SOUNDS and MASTER WARN LIGHT FLASHES and ECAM ENG FIRE warning is activated. On FIRE panel: ENGINE FIRE PUSH BUTTON illuminates red. ‘SQUIB lights illuminate white provided both lamps are serviceable and ~ associated supplies are available. 2 DISCH lights illuminate amber. On ENG panel (pedestal): FIRE lights illuminate red. Electrical Fire Detectors ‘These form a continuous stainless steel loop around the fire zone with both ends of the small diameter tube entering the control box. Modern technology exists for the single loop to pass around several fire zones with the electronic control box able to detect where in the loop the overheat has occurred. ‘The element has one or two central electrodes which are insulatec from the outer tube by a temperature sensitive material. In some aircraft the outer tube element is supported on special metal supports and may be protected within perforated stainless steel tubes. It is more usually supported in rubber covered *P* clips to prevent chafing. CENTRAL ELECTRODE —_——. cee ee ae INSULATION CROSS SECTION OF FIRE WIRE‘There are basically two types of fire wire - resistance type and capacitance type. (Although some systems incorporate both principles in their operation). (a) Resistance type. With this type the central electrode has a positive voltage applied to it. As the temperature rises the insulation breaks down and current will then flow from the central electrode to the outside of the fire wire. This current will cause a relay to operate in the control box and cause warnings to come on in the flight deck. When the fire is out and the temperature drops the insulation will regain its former properties, the current will cease to flow, the relay will open and the warnings will be cancelled. When the ‘press to test’ switch is pressed in the cockpit a relay is operated within the detector unit which sends a de current through the complete circuit. This will only happen if the circuit is complete, and ALL electrical supplies are connected and ON (usually both adc and an _, ac supply). WS Vasc, 400H2 28 V dic. CONTROL, 2a" BOX ed RESISTANCE TYPE FIRE WIRE DETECTION CIRCUIT ‘The ac supply provides power for the fire wire, the de supply for the relay, and the de test for the test circuit. When the "press to test" button is operated (from the flight deck) a current is passed through the ——— ____controt‘boxand the complete length of the central electrode of the fire wire to operate the warning lamp in the flight deck. Should the electrode be broken OR the control box not work correctly OR any supply be missing then the warning lamp will not operate, With a break in the fire wire, fire detection is not affected but "press to test" is.(b) Capacitance type. Capacitance is the ability to store charge, and the central electrode and shell of the fire wire form a capacitor with the ‘insulation’ between called a DIELECTRIC. The capacitance of a capacitor depends on several things and one is the value of the dielectric (dielectric constant) THIS CHANGES WITH TEMPERATURE. As temperature rises so does the capacitance of the fire wire. The core is supplied with half wave ac current which the wire stores during the first half of the cycle and returns to the control box during the second half cycle. With an increase in temperature the returned current becomes greater, and at a pre-set value operates a relay to trigger the warning systems in the flight deck. Apress to test’ facility is also provided. If the wiring or fire wire are shorted to earth then a false warning does not occur DETECTION SYSTEM - CONCORDE —_Ligitid type detector a A length of tube is filled with liquid and connected to a pressure sensitive control box. With a temperature rise, the pressure rises causing a pressure operated switch to close and sending a 28V de current to the warning systems in the flight deck. When the temperature drops, the pressure drops, the pressure operated switch opens and the warning signal is cancelled. (Rare)