Ata 26 Fire Emb 170 - My Version

EMBRAER ERJ-170 SERIES (GE CF34) ATA 26
B1.1 AND B2 FIRE PROTECTION
ATE MAINTENANCE TRAINING MANUAL
EMBRAER ERJ-170 SERIES (GE CF34)

B1.1 AND B2 Cat.
FIRE PROTECTION
(ATA 26)
ATA 26 LEVEL 3
ISSUE 01 , REV 00 , APRIL 2018
FOR TRAINING PURPOSES ONLY Page: 1
TABLE OF CONTENTS
26-00 FIRE PROTECTION 4 OPERATION 72

INTRODUCTION 4 COMPONENTS 76
26-10 FIRE/SMOKE DETECTION 10 APU FIRE EXTINGUISHING SYSTEM 82
ENGINE FIRE AND OVERHEAT DETECTION SYSTEM 10 DESCRIPTION 82
DESCRIPTION 10 OPERATION 84
ENGINE FIRE AND OVERHEAT DETECTION SYSTEM 10 COMPONENTS 86
DESCRIPTION 10 CARGO COMPARTMENT FIRE EXTINGUISHING 88
OPERATION 14 DESCRIPTION 88
COMPONENTS 24 OPERATION 90
DIAGNOSTIC AND SERVICING 28 COMPONENTS 92
APU FIRE AND OVERHEAT DETECTION SYSTEM 30 PORTABLE FIRE EXTINGUISHING SYSTEM 94
DESCRIPTION 30 DESCRIPTION 94
OPERATION 32 OPERATION 94
COMPONENTS 34 COMPONENTS 94
DIAGNOSTIC AND SERVICING 36 LAVATORY AUTO DISCHARGE FIRE EXTINGUISHING SYSTEM 96
LAVATORY FIRE DETECTION SYSTEM 38 DESCRIPTION 96
DESCRIPTION 38 OPERATION 96
OPERATION 40 ATA 26 MASTER MINIMUM EQUIPMENT LIST FAA 98
COMPONENTS 42
DIAGNOSTIC AND SERVICING 46
CARGO COMPARTMENT SMOKE DETECTION SYSTEM 48
DESCRIPTION 48
OPERATION 50
COMPONENTS 56
DIAGNOSTIC AND SERVICING 58
RECIRCULATION BAY SMOKE DETECTION SYSTEM 62
DESCRIPTION 62
OPERATION 62
COMPONENTS 62
ELECTRONIC EQUIPMENT RACK SMOKE DETECTION SYSTEM 64
DESCRIPTION 64
26-20 FIRE EXTINGUSHING 66
INTRODUCTION 66
ENGINE FIRE EXTINGUISHING BOTTLE 68
ENG FIRE-EXTINGUISHINGBOTTLE - WEIGHT CHECK 68
ENGINE FIRE EXTINGUISHING 70
DESCRIPTION 70

TABLE OF FIGURES
FIRE PROTECTED AREAS 5 BOTTLE DISCHARGE OPERATION 75

FIRE DETECTION SYSTEM 7 FIRE EXTINGUISHING BOTTLES 77
FIRE EXTINGUISHING SYSTEM 9 ENGINE FIRE HANDLES 79
FIRE DETECTOR SENSORINSTALLATION 11 ENGINE 1 FIRE EXTINGUISHING SYSTEM 81
VENTILATION AIRFLOW AND ENGINE FIRE SEAL 13 APU FIRE EXTINGUISHING SYSTEM 83
ENGINE FIRE DETECTOR LOOPS 15 APU FIRE EXTINGUISHING SYSTEM 85
FIRE ALARM 17 APU FIRE EXTINGUISHER BOTTLE 87
FIRE DETECTION SYSTEM OPERATION 19 HIGH RATE/LOW RATE DISCHARGE BOTTLES 89
ABNORMAL OPERATION 21 CARGO FIRE EXTINGUISHING 91
FIRE WARNING INDICATION ON EICAS 23 CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM 93
FIRE DETECTOR PNEUMATIC SENSOR 25 PORTABLE LFIRE EXTINGUISHING SYSTEM 95
ENGINE FIREDETECTOR LOOP 27 LAVATORY AUTO DISCHARGE BOTTLE 97
FIRE DETECTION AND EXTINGUISHING SYSTEM TEST 29
APU FIRE DETECTION SYSTEM 31
APU FIRE 33
APU FIRE DETECTORS 35
FIRE DETECTION AND EXTINGUISHING SYSTEM TEST 37
LAVATORY SMOKE DETECTION SYSTEM 39
IONIZED SMOKE DETECTOR OPERATION 41
LAVATORY SMOKE DETECTOR 43
PHOTOELECTRIC SMOKE DETECTOR 45
BUILT IN TEST 47
CARGO SMOKE DETECTION SYSTEM 49
CARGO COMPARTMENT SMOKE DETECTION SYSTEM 51
FWD CARGO COMPARTMENT 53
AFT CARGO COMPARTMENT 55
MAINTENANCE LED 57
INPUTS TO THE MAU 59
CARGO COMPARTMENT SYSTEM TEST 61
RECIRCULATION SMOKE DETECTION SYSTEM 63
AFT CARGO-COMPARTMENT ELECTRONIC EQUIPMENT RACK SMOKE
DETECTION SYSTEM - SCHEMATIC DIAGRAM 65
FIRE EXTINGUISHING SYSTEM 67
FIRE EXTINGUISHING BOTTLE 69
ENGINE FIRE EXTINGUISHING SYSTEM 71
FIRE EXTINGUISHING BOTTLES CROSS- CONNECTION 73

26-00 FIRE PROTECTION
INTRODUCTION
The function of the fire protection system is to monitor the engines and APU
(Auxiliary Power Unit) for fire and overheat. The system also monitors the
lavatories, recirculation bay, and cargo compartments for the presence of
smoke.
The system also allows the crew to activate the extinguishing system from
the cockpit by means of fire extinguishing handles, for engines and fire
extinguishing panel, installed on the overhead panel for APU and cargo
compartments. The extinguishing system automatically discharges its fire
extinguishing gas if a fire occurs in the lavatory waste compartments. There
are portable fire extinguishing bottles in the cockpit and passenger cabin.
The smoke detection system installed in the electronic equipment rack

located in the aft cargo compartment provides a means to detect and indicate
an overheat condition or a fire in the electronic equipment rack.
If a fire, overheat or smoke is detected, the system alerts the crew by means
of CAS (Crew Alerting System) messages, a aural warning bell, and visual
indications (lights).
The function of the fire/smoke detection system is to monitor the engines and
APU (Auxiliary Power Unit) for fire and overheat. The system also monitors
the lavatories, cargo compartments, and recirculation bay for the presence of
smoke.
The fire extinguishing system comprises the fixed and portable components,
charged with extinguishing agents, which provide means to the crew
extinguish fire.

The fire protection system comprises:
 Four assemblies of fire detectors per engine, two assemblies of fire

detectors installed in the fan compartment and two assemblies
installed in the core.
 Two APU fire detectors, in a dual loop configuration.
 Seven cargo compartment smoke detectors.
 One recirculation bay smoke detector.
 One lavatory smoke detector per lavatory.
 Two fire extinguishing handles and one fire extinguishing panel.
 Two engine fire extinguishing bottles.
 One APU fire extinguishing bottle.
 Two cargo compartment fire extinguishing bottles (high-rate and low-
rate).
 Lavatory auto-discharge fire extinguishing bottle.
 Portable fire extinguishing bottles.
 If installed one aft cargo-compartment electronic equipment rack
smoke detector.
FIRE PROTECTED AREAS

FIRE DETECTION SYSTEM
The engine fire detection system comprises four assemblies of fire detectors,
two assemblies of fire detectors in the fan cowl, another two assemblies in
the core area and two fire detectors on the inner surface of the APU tail cone.
The smoke detectors are uniformly distributed and installed along the ceiling
lining of the forward and aft cargo compartments.
There is a test button on the fire extinguisher panel which, when pressed,
simulates:
 A fire-detected condition on the engines and APU compartment (fire
handles and APU fire extinguishing button illuminate).
 A smoke-detected condition in the forward and aft cargo
compartments (FWD (Forward) and AFT fire extinguishing buttons
illuminate).
There is one smoke detector installed in each lavatory, on the ceiling, for
crew alerting purposes only.
There is one smoke detector installed in recirculation bay between the HEPA
(High Efficiency Particulate-Air) filters.
The electronic equipment rack smoke detection system provides a means to

detect and indicate overheat or fire conditions in the electronic- equipment
rack. In case of overheat or fire, the electronic equipment rack is shut-down.
There are test that are performed to verify the integrity of the aircraft fire
protection system. In case of failure, the related message is shown on the
EICAS (Engine Indicating and Crew Alerting System)
FIRE DETECTION SYSTEM

FIRE EXTINGUISHING SYSTEM
The engines and APU are monitored by a fire and overheat detection system.
If a fire occurs in either the engine or APU compartment it can be
extinguished by the respective fire extinguishing system.
The cargo compartments are monitored by a smoke detection system. They

are equipped with a single fire extinguishing system for both compartments,
which is built around 2 fire extinguishing bottles.
The lavatories are equipped with a smoke detection system to alert the crew.
In case of a fire in the lavatory waste bins, a fire extinguisher will
automatically be discharged into the waste bin. To fight a fire on board, the
crew can make use of the portable fire extinguishers installed in the cabin
and cockpit areas.
FIRE EXTINGUISHING SYSTEM

26-10 FIRE/SMOKE DETECTION
ENGINE FIRE AND OVERHEAT DETECTION SYSTEM
DESCRIPTION
FIRE PROTECTION SYSTEM
The power plant Fire Protection System is designed and installed to provide proper
engine fire containment, fire and overheat detection and fire extinguishing to
protect the fire zones, as well as providing shutoff means to stop flammable fluids (fuel and
hydraulic fluids) flowing into fire zones. It also includes the Engine Fire Protection Control
and Indication system in the cockpit.
ENGINE FIRE AND OVERHEAT DETECTION SYSTEM
DESCRIPTION
The engine fire/overheat detection main components are: eight pneumatic

fire detectors installed in the core compartment, MAU #1 and MAU #3.
The fire detectors are electrically connected in two loops, loop A and loop B,
with 4 detectors in each loop.
The following detectors are connected in parallel in each Loop:

 LH and RH Forward Baffle detector
 Aft Baffle detector
 Pylon detector Loop
Loop A of Engine 1 is connected into MAU 1, and Loop B of Engine 1 is

connected into MAU 3. Engine 2 is cross-connected for system redundancy.
The Aft fire detector has terminal lugs for electrical connection, and is called
model DRL. The forward fire detectors are DRH models, which use
connectors for electrical connection. The Stainless Steel detectors and
harnesses are fire resistant inside the fire zone.
FIRE DETECTOR SENSORINSTALLATION

FIRE ZONE BOUNDARY FAN COMPARTMENT
Fire containment within the fire zone is achieved by fireproof boundaries. The fan compartment consists of the space between the engine fan case and
the outer cowl, which is enclosed by the inlet aft bulkhead and the thrust
Other protection to prevent “break out” of fire from the fire zone includes the reverser bulkhead. The net volume of the fan compartment is 49.5 cu ft. The
following: Maximum Ventilation flow rate at the max speed of the aircraft that can
sustain with One Engine Inoperative (OEI) at windmilling condition is
1. Fire seals are provided at the interface channel to the pylon and at any determined to be 0.73 pps.
removable firewall to their interface. Lines that pass from the fire zone to
outer locations have bulkhead fittings or are provided with tight, compliant There are two separate provisions for ambient air to enter the Fan
rubber seals of thickness and mounting that have been proven to be fireproof compartment in order to facilitate adequate cooling through proper installation
by testing. of the internal equipment. They are: Two Upper flash inlets at the Inlet barrel
LH and RH side at approximately 11 o’clock and 01 o’clock position,
2. Air and fluid lines that pass through the fire zone boundaries are made of respectively.
steel.
The FADEC has a dedicated cooling system and will not interfere with the
3. Air vents are designed not to enlarge if hot gas or flame passes through nacelle cooling system.
them.
The fan compartment has one means for the air to exit back to the free
VENTILATION AIRFLOW stream, under normal operating conditions. This exit is the louvered exhaust
vent located at the aft lower fan cowl.
The ventilation through the fire zone is provided from the ram recovery air
and Fan bypass air for the Fan Compartment and Engine Core Compartment
respectively.

VENTILATION AIRFLOW AND ENGINE FIRE SEAL

OPERATION
The engine fire detection system comprises four

assemblies of fire detectors, two assemblies of fire
detectors installed in the Fan compartment and
another two assemblies of fire detectors installed in
the core compartment. Each fire detector assembly
consists of two pneumatic fire detectors designated
as loop A and loop B.
The fire detectors are electrically connected in two

loops, A and B, with 4 detectors for each loop, to the
MAU that processes the electrical signal and provides
related messages to the EICAS and the CMC.
Both DC and DC essential power supplies provide

electric powers to the associated MAU for engine fire
detection systems.
 1 & 2 LH and RH Forward Baffle detector

 3 Aft Baffle detector
 4 Pylon detector Loop
ENGINE FIRE DETECTOR LOOPS

FIRE ALARM
When a fire detector senses fire, it will short circuit, and the MAU
will identify that this loop has detected fire. The fire
detectors are a dual-loop configuration, which means that each
detector of loop A has a correspondent detector of loop B protecting
the same area.
In normal operation, the fire alarm will be provided in the cockpit

only when both loops detect fire.
In case of fire there will be:
 “ENG 1/ENG 2 FIRE” warning message on the EICAS,

 Fire inscription on the ITT icon,
 an aural warning in the cockpit,
 the master warning lights will flash,
 a red light in the fire handle assigned to the engine that
has fire, will illuminate.
If the master warning button is then pushed, the master warning

light goes off and the aural warning is cancelled, but the
applicable engine fire message stays on. The fire alarm remains
ON until the fire is extinguished.
FIRE ALARM
NORMAL OPERATION:
 In normal operation (both loops operational) the system

will use AND logic, what means that the fire alarm will
be provided in the cockpit alerting flight crew only
when both loops detect fire. The fire alarm remains ON
until the fire is extinguished.
 If only one loop provides a fire alarm (considering that

both loops are in good condition), after ten (10) seconds,
the MAU considers the loop failed, and a related
message will be shown on the CMC only. If only one
loop fails, a maintenance message is recorded by
the CMC (Central Maintenance Computer).
In this case ENG fire and overheat protection system is still

available with active loop.
FIRE DETECTION SYSTEM OPERATION

AND logic in Normal

operation LOOPs
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ABNORMAL OPERATION
ONE LOOP FAILED OPERATION:
 In case of a failure of one or more fire detectors of

the same loop becomes recognized by the MAU, the
MAU will accommodate the failure, by ignoring the
respective entire loop and by considering only the good
loop.
Therefore the system continues to work properly, and

the fire alarm remains available in the cockpit, should
the operative loop detects a fire. Such recognized failure
is not annunciated to the crew but only a CMC fault
message will be recorded.
 A failure of the MAU and/or its power (essential

bus or related harness) will also cause a loss of the
loop processed by this MAU. The MAU and power
failures are annunciated.
BOTH LOOPS FAILED OPERATION:
 When both loops or associated wiring of an engine are

failed, it will be annunciated to the crew through the
“ENG1 (2) FIRE DET FAIL” EICAS caution message.
A failure on the CAS (Misleading display of CAS messages) will

make the fire alarm unavailable to the crew. The CAS failure
is considered annunciated, since it is evident to the crew.
ABNORMAL OPERATION
FIRE WARNING
CAUTION or FAIL for

CMC

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ENGINE DETECTOR CONTROL AND INDICATION
In case of fire there will be a warning message on the EICAS, a Fire

inscription on ITT icon/display, an aural warning in the cockpit, and a red light
in the fire handle related to the engine that has the fire.
Through the Master Warning lighted switch the aural warning can be
cancelled as requested, while the warning message on EICAS, Fire
inscription on ITT Icon/display and red light on fire handle remain ON until fire
in the engine fire zone is extinguished.
Besides the fire detector itself, the fire detection system is composed only of
the harness, MAU and the EICAS, which adds only 0.6 sec to the alarm
activation time of the fire detector to provide a fire message on the EICAS.
The fire detectors integrity will be continuously monitored. When both loops
of an engine are failed, a fail message, “ENG1 FIRE DET FAIL” and /or “ENG
2 FIRE DET FAIL” will be displayed on the EICAS.
If only one loop is inoperative, the fault message, identifying the faulty
detector will be shown on the CMC only and nothing associated with the fire
detector integrity will be shown on the EICAS. The message in the CMC will
identify either failure on detector loop or on associated wiring.
The Engine Indicating and Crew Alerting System (EICAS) is used to draw the
attention of the flight crew to the existence of any aircraft system abnormality
to enable them to take appropriate corrective action. A master alarm is used
to indicate that an EICAS message has appeared. The EICAS messages
related to the engine fire detection system are in term of Fire/Overheat
occasion or system Fault (both loops).
A test switch is provided on the Fire control panel to manually test the engine
fire detection indication integrity, fire illumination in the Fire handle, Fire
messages on the EICAS, Master Warning Switches, and the aural fire alarm
warning. This test switch will also test the APU fire detection system and the
cargo smoke detection system.
FIRE WARNING INDICATION ON EICAS

COMPONENTS
FIRE DETECTOR PNEUMATIC SENSOR
The fire detector pneumatic sensor element is a stainless steel capillary tube
with a continuous length. This thermal sensing pneumatic element has a
center core in its full length that is wound in an inert metallic material
(molybdenum ribbon) and charged with an active gas.
The centre core has intrinsic sponge-like and desorption properties in

response to temperature thresholds. This provides discrete sensing
capabilities through the inactive Helium gas in the void area around the
centre core.
Through a ceramic isolator, the sensor element is permanently mated to the

responder assembly. Thus, the sensor capillary tube is fully electrically
isolated from the responder assembly.
FIRE DETECTOR PNEUMATIC SENSOR

The engine fire protector system LRU (Line Replaceable Unit)s are the pneumatic
fire detectors distributed in two loops of four detectors as follows:
• Right forward detector, rail mounted DRH type.( LONGER of ALL OTHERS)
• Left forward detector, rail mounted DRH type.
• Aft detector, DRL mounted.
• Pylon detector, DRH type.
hydrogen charged core material
Helium(inert gas)
DHR Type
The DRH type detectors consist of a responder assembly containing an integrity and
alarm pressure switch manifolded and electrically isolated to the pneumatic sensing
element. The responder is hermetically sealed and incorporates a connector for electrical
3/17/2019 Prince Aviation 19
interface.
ENGINE FIRE DETECTOR
The responder assembly has two pressure-sensitive switches insulated in

ceramic, an electrical connector assembly and a housing assembly.
The alarm pressure switch is normally open. It moves over the centre when the
pressure force against the diaphragm reaches a set value, which happens
at a certain temperature. With the diaphragm against the centre contact pin, an
electric signal is provided to the control module.
When the pressure against the diaphragm decreases below the activation force,
the diaphragm moves back over the centre away from the stationary contact pin
and opens the electrical path. The integrity pressure switch operates when
the pressure sensor is below the minimum normal range. It pushes the
diaphragm against the centre contact pin, providing an electrical signal to the
MAU.
The housing assembly has a protective shell with all responder assembly
components inside. It has an electrical connector on one end and the sensor
element on the other.

The DRL type has similar system with the DRH type except in responder design. The responder
constructed of Stainless steel and its internal component such as alarm and integrity pressure
switches are supported and isolated with high temperature/high strength ceramic potting
compound, and provided with two terminal studs, a 10 terminal stud for alarm connection and
a # 8 terminal for common connection
DRL Type

FIRE DETECTOR LOOP
The fire detectors will be in dual loop configuration, which means that each Two sets of dual loop fire detectors (801-DRL model) have been designated
detector of loop A will have a correspondent detector of loop B protecting the for the Fan compartment. Another two sets of dual loop Fire detectors (801-
same area. DRL model) have been designated for the engine core compartment.
In normal operation it will use AND logic, meaning that the fire alarm will be 1) Right Hand Fan Fire detector, Rail Mounted, Meggit 801-DRL Type, routed
provided in the cockpit alerting flight crew only when both loops detect fire. from the Oil Tank area to the Vent Exit area at the lower Fan Case.
In the case of a fire detector failure, the failed loop will not be considered. 2) Left Hand fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on
Then the fire alarm will be provided on the flight deck when the operative loop the Accessories Gear Box case.
detects fire. In this way the aircraft can be dispatched with one loop
inoperative. 3) Core Upper Case fire detector, Rail Mounted, Meggit 801-DRL Type,
mounted on the HPT rear flange of the engine case.
Each dual loop fire detector has different temperature set point based on its
location. This detector is able to detect overheat (average temperature) or fire 4) Core Lower Case fire detector, Rail Mounted, Meggit 801-DRL Type,
(discrete air temperature). mounted on the HPT rear flange of the engine case.
No Dual loop Fire Average Discrete Air Opening the Fan Cowl will provide the full access to the RH Fan and LH Fan
Detector Temoperature Temperature fire detector loops.
 LHLH Forward Baffle 510
1 Forward Baffle 288 510 Opening the Engine Core Cowl will provide access to the upper case and
 RH Forward Baffle 510 lower case fire detector loops in the engine core compartments.
 Pylon Loop 288 510

2  RH Forward Baffle 288 510 Each rail is provided with loop identification on each end of the rail to avoid
harnesses misconnection.
 Aft Baffle
The fire detector assemblies are mounted on 1/2 inch diameter support tube
3  Pylon Loop 288 510 with welved metal sensor clamps. The welved metal sensor clamp is
The fire detector installation configuration has been determined for prompt equipped with PTFE bushing liner supporting the sensing element.
detection of any fire or overheats even in the fire zone.
The electrical harnesses of each engine 1 and 2 and for each loop A and B
4  Aft Baffle 399 593 will be segregated inside the fuselage area and connected independently to
the MAU, to provide system redundancy.

ENGINE FIREDETECTOR LOOP

DIAGNOSTIC AND SERVICING
FIRE DETECTION AND EXTINGUISHING SYSTEM TEST
A test switch on the cockpit overhead panel allows the operator to

perform a system test of the MAU`s, the integrity of the system,
the detectors and the related EICAS messages.
When you push the fire detection system test button, the EICAS
will show the following indications:
 ENG 1/ ENG 2 FIRE

 APU FIRE
 FWD and AFT BAGG SMOKE
 FIRE Flag inside ITT Indication
The following sequence will also be initiated when the fire

detection system test button is engaged:
 Fire handles,
 APU emergency stop and APU fire extinguishing buttons
illuminate,
 Bagg extinguisher button comes on,
 Master warning and the aural warning sounds.
When the button is released, all messages and lights turn off.

APU FIRE AND OVERHEAT DETECTION
SYSTEM DESCRIPTION
The APU tail cone has two compartments - the APU compartment
and the silencer compartment.
Only the APU compartment is a designated fire zone.
The APU Fire/Overheat Detection Subsystem uses two

pneumatic fire detectors to detect a fire or overheat condition in the
APU compartment. The fire detectors are similar to the engine fire
detector in design and function.
The fire detectors are connected to MAU 1 and 3, which supply

indications to the EICAS and CMC.
APU FIRE DETECTION SYSTEM

OPERATION
APU FIRE DETECTION SYSTEM
The APU fire detection system receives electrical power from the Essential
DC Busses via the MAU`s. There are two loops with one detector each,
protecting the same area.
Loop A is connected to MAU 1 and loop B is connected to MAU 3. If both

loops detect a fire condition during normal operation, then the MAU`s will
generate an “APU FIRE” warning message in the cockpit, and the upper half
of the APU Emergency Stop button will be illuminated in red. When pressed,
this button will shut down the APU immediately, the red illumination will turn
OFF, illuminating the lower part of this switch in white, and the APU fire
extinguisher switch will illuminate.
Note: That the fire alarm remains ON until the fire is extinguished.
APU FIRE
In the event of fire, one minute has passed without the MAU receiving a
positive indication that the APU Emergency Stop Switch was pressed, the
APU fire extinguish switch will illuminate.
If there is an APU fire on ground, the APU will shut down automatically after
ten seconds, if there is no commanded shutdown through the APU
Emergency Stop Switch.
In case of a fire detector loop failure, this loop will not be considered by the
MAU, and the fire alarm will be provided in the cockpit when the operative
loop detects fire.
When the aircraft is on the ground and fire on the APU is detected, the MAU
sends to the APU FADEC (Full-Authority Digital Electronic-Control) an
autoshutdown command after ten seconds.
APU FIRE

COMPONENTS
FIRE
DETECTORS
The fire detectors will be continuously monitored. When both loops are failed,
an "APU FIRE DET FAIL" message will be displayed on the EICAS. If
only one loop is inoperative, a fault message identifying the failed detector
will be shown on the CMC.
In case of a fire detector loop failure, this loop will not be considered by the
MAU, and the fire alarm will be provided in the cockpit when the operative
loop detects fire.
APU FIRE DETECTORS

APU FIRE DETECTION AND EXTINGUISHING SYSTEM TEST
A test switch on the cockpit overhead panel allows the operator to perform a
system test of the MAU`s, the integrity of the system, the detectors and the
related EICAS messages.
When you push the fire detection system test button, the EICAS will show the
following indications:
 ENG 1/ ENG 2 FIRE

 APU FIRE
 FWD and AFT BAGG SMOKE
 FIRE Flag inside ITT Indication
The following sequence will also be initiated when the fire detection system
test button is engaged:
 Fire handles,
 APU emergency stop and APU fire extinguishing buttons illuminate,
 Bagg extinguisher button comes on,
 Master warning and the aural warning sounds.
When the button is released, all messages and lights turn off.
Note: If the aircraft is on the ground (WOW (Weight-on-Wheels) = true)

and fire is detected in the APU compartment, the MAU sends a
shutdown command to the APU control system after ten seconds.
This condition can be checked by pressing the Fire Test button for
ten seconds, with the APU in operation.

LAVATORY FIRE
DETECTION SYSTEM
DESCRIPTION
The lavatory smoke detection system detects smoke in the

lavatories and warns the crew.
The system consists of:
 A smoke detector mounted on the forward and aft

lavatory ceiling panel,
 lavatory smoke test switches on the forward flight
attendant panel,
and
 circuit breakers installed in the cockpit for the FWD
lavatory smoke detection system and in the Centre-E-
Bay for the aft lavatory smoke detection system.
The lavatory smoke detection system is provided with

the following indications:
 FWD/AFT LAV SMOKE CAS Warning,

 aural indication through a smoke detector built-in chime,
 visual indication through the smoke detector and the
FWD and AFT attendant light indicator panels
installed on the FWD LH entrance ceiling panel and
AFT main ceiling panel, and
 CMC fault reporting.
LAVATORY SMOKE DETECTION SYSTEM

OPERATION
The smoke sensor installed on the lavatory ceiling uses the ionization
principle.
The sensor has a small quantity of radioactivity, which ionizes the air inside
an electric field between electrodes P1 and P2.
When small particles of smoke go into the smoke detector, the ionized air
molecules attach to these particles, increasing the ionized particle mass. This
decreases the velocity of the ionized particles and therefore the ionization
current.
As the current decreases and the applied voltage is constant, the electrical
resistance between the two poles of the electrical field increases. This small
variation of the electrical resistance in the ionization chamber of the sensor is
then used to produce a warning signal.
LAVATORY SMOKE
When smoke is detected in any lavatory, the following sequence is initiated:
 An alarm will sound inside the lavatory where smoke has been
detected. The chime is mounted into the lavatory smoke detector
assembly and is audible from anywhere in the cabin.
 The flashing amber light on the Attendant Light Indicator Panel will be
activated, giving the cabin crew visual indication of the detection of
smoke from anywhere in the passenger compartment. The FWD
Attendant Light Indicator Panel indicates FWD Lavatory smoke and
the Aft Attendant Light Indicator Panel indicates Aft Lavatory smoke.
 Via MAU 1 from the forward or via MAU3 from the aft lavatory a CAS
warning message “LAV SMOKE” in conjunction with the Master
Warning indication will illuminate in the Cockpit.
IONIZED SMOKE DETECTOR OPERATION

COMPONENTS
LAVATORY SMOKE IONIZED DETECTOR
Sampling of smoke begins immediately after the power is applied from the
Essential DC BUS 1 or 2, and is indicated by a green power indicator.
When the smoke ion density reaches the threshold, the outputs, alarm horn
and red indicator turn on.
There is also an interrupt switch to reset the horn and outputs and return to
normal sampling when the smoke has cleared.
The Attendant Light Indicator Panels indicate smoke in the lavatory by a

flashing amber light, the same one used to indicate a Lavatory to Flight
Attendant call.
The FWD Attendant Light Indicator Panel indicates FWD Lavatory smoke and
the Aft Attendant Light Indicator Panel indicates Aft Lavatory smoke. On the
FWD FLT Attendant Panel there are two Lavatory Smoke Detection System
test switches, one for the forward and one for the aft lavatory.
LAVATORY SMOKE DETECTOR

PHOTOELECTRIC SMOKE DETECTOR
The lavatory smoke detection system works with a dual wavelength

technology to discriminate true smoke events from false events. The smoke
detectors interface with the DC Essential BUS 1 and DC Essential BUS 2 for
power consumption, with the forward attendant control panel for testing
initiation, and with the MAUs 1 and 3 for testing logic and CMC/ CAS
message displaying.
This smoke detector is a photoelectric type that detects the smoke by

deflection of a light beam and temperatures that are indications of fire.
The unit is installed on the lavatory ceiling panel. Sampling of smoke begins
and continues immediately after the power turns on the status indicator light
(GREEN) to monitor the surrounding atmosphere continuously. When light is
scattered by smoke particles and reaches the threshold, the output, alarm
horn turns on and the status indicator light changes from GREEN to RED.
For testing purposes, there is a self-test switch to simulate a smoke

condition. When this switch is pressed, the alarm horn turns on and the
status indicator light changes from GREEN to RED.
On the FWD attendant control panel the system can be tested using lavatory
smoke test switch.
On the FWD or aft attendant light indicator panel the orange light flashes to
indicator that the smoke was detected.
PHOTOELECTRIC SMOKE DETECTOR

The system has a BIT (Built-in Test) functionality. When the BIT is initiated
from the Forward Flight Attendant Panel by pressing and holding the test
switch for a particular lavatory, the smoke detectors, cabin crew and flight
crew indications are tested.
When the Forward Flight Attendant Panel test switch is pressed, the CAS
message and the Master Warning indication are held for seven seconds.
If the BIT does not perform successfully, the LAV SMOKE FAIL CAS caution
message is displayed and the associated FWD LAV SMOKE FAIL or AFT LH
LAV SMOKE FAIL message is sent to the CMC. When the test button is
pressed, the CAS message is held for seven seconds.
BUILT IN TEST
CARGO COMPARTMENT SMOKE DETECTION SYSTEM
DESCRIPTION
The Cargo Compartment Smoke Detection Subsystem is designed to detect

smoke in the cargo compartment and turn off the ventilation in the forward
cargo compartment.
The system includes a group of ceiling mounted photoelectric fan-type smoke

detectors that are installed in recessed trays within the ceiling of the cargo
compartments.
Signals from the smoke detectors are routed to the flight deck via the MAU`s,
which process the necessary system information for the operating crew.
CARGO SMOKE DETECTION SYSTEM

OPERATION
Smoke detection in the cargo compartment must occur in two independent

smoke detector channels for an alarm to be reported to the flight deck by the EMB 190
MAU, which triggers the cargo fire annunciations.
The annunciations consist of: illumination of the red MASTER WARNING

alarm light, red illumination of the cockpit fire extinguisher panel indicator,
which will identify the affected cargo compartment, activation of aural warning
chimes, and display of the appropriate red message on the EICAS (Engine
Indicating and Crew Alerting System), indicating a cargo fire condition in the
affected compartment (FWD or AFT).
There are two operating modes for the smoke detection subsystem, dual loop
and single loop mode.
In normal operation, the system continuously monitors each compartment for

fire and smoke using dual loop detection. The dual-loop mode requires any
two functioning smoke detectors in a single compartment to report an alarm
prior to annunciating a fire condition to the flight deck. Once a single detector
goes into alarm, is necessary an alarm for a second detector within 45
seconds, so that the cargo fire condition is confirmed, and the appropriate
CAS message is displayed - CRG FWD SMOKE or CRG AFT SMOKE.
In the absence of a second detection, a BIT (Built-in Test) is performed on

the smoke detectors. Successful completion of the BIT and absence of an
alarm condition from a second detector will result in the first detector that
reported the initial alarm being treated as faulty.
The single-loop mode requires any one functioning smoke detector in a

compartment to report an alarm prior to annunciating a fire condition to the
flight deck. The switch between dual-loop and single-loop mode is performed
automatically by the aircraft avionics, when the forward or aft cargo
compartment has only one smoke detector functional.
The two operating modes architecture (single and dual-loop) are used to
maximize the ability of the aircraft to dispatch and to minimize false alarms
due to faulted or contaminated smoke detectors. CARGO COMPARTMENT SMOKE DETECTION SYSTEM

FWD CARGO COMPARTMENT
The forward cargo compartment smoke detection system has a different

configuration, since it is equipped with an air circulation fan and ventilation
shutoff valve.
If only a single detector goes into alarm, fan operation is terminated, and the
ventilation shutoff valve (outflow valve) is closed by the appropriate SPDA.
The shutdown sequence starts in the forward cargo compartment without any
cockpit annunciation activated.
The air circulation fan is shut down for 45 seconds and the remaining smoke
detectors are monitored for an alarm condition. A built-In-test is performed on
the smoke detectors at the end of the 45 seconds fan off/valve closed period.
Successful completion of the built-in test, and absence of an alarm condition
will result in the alarm being treated as a fault and the air circulation fan will
start and ventilation shutoff valve open again.
Only if another detector goes into alarm within the 45 seconds is a “CARGO
FWD SMOKE” annunciated in the cockpit. The fan stay in off position and the
shutoff valve is still closed.
FWD CARGO COMPARTMENT

AFT CARGO COMPARTMENT
In the aft cargo compartment, smoke must be detected by two independent

smoke detector channels for an alarm to be reported to the flight deck.
If two smoke detectors detect the presence of smoke, independent alarm

signals will be relayed to the MAU.
An alarm signal will be provided to the flight deck by the MAU. Indications
include:
 an audible alarm,
 master warning lights flashing
 the aft cargo compartment fire extinguishing push button illuminating
and
 “CARGO AFT SMOKE” and “CRG FIREX HI ARMED” messages on
the EICAS.
AFT CARGO COMPARTMENT

COMPONENTS
PHOTOELECTRIC SMOKE DETECTORS
The smoke detectors are individual units that mount in ceiling pans attached
to the cargo compartment ceiling liner.
The detectors are photoelectric fan-type devices. In addition to being

triggered by smoke, they will be set off by high temperatures, in case there is
a fire without sufficient smoke to trigger a smoke detector. They are
designated as smoke detectors F1, F2 and F3 in the forward cargo
compartment and smoke detectors A1 and A2 in the rear cargo bay. The two
systems work independently.
If the forward detectors sense smoke, they issue an alarm condition to the
MAU 1; the rear detectors to the MAU 3.
The smoke detectors receive input power from dedicated CB (Circuit

Breaker) s on the 28 VDC (Volt Direct Current) ESS (Essential) buses.
Smoke detectors F1 and F2 are supplied 28 VDC through ESS Bus 1. Smoke
detectors F3 nd A2 are supplied 28 VDC through ESS Bus 2. Smoke
detector A3 are supplied 28 VDC through ESS Bus 3.
The smoke detectors are individual units that mount in ceiling pans attached
to the cargo department ceiling liner.
A protective grill mounts over each smoke detector to prevent impact

damage.
MAINTENANCE LED
The smoke detectors incorporate a maintenance LED. This LED will

illuminate if:
 the labyrinth is moderately dirty,
 the smoke detector fan does not operate correctly,
 the Light-Emitting Diode source (LED) becomes weak, as a function
of the Built-In-Test (BIT) or,
 if the detector has been triggered MAINTENANCE LED

MAINTENANCE LED

MAINTENANCE LED

SMOKE DETECTORS BUILT IN TEST (BIT)
The smoke detectors are continuously monitored by Built-In-Test.
In case of a smoke detector failure, the related MAU shows the detector as
failed and ignores its input.
If only one smoke detector is available in one compartment, the MAU will
automatically report a “CARGO FWD/AFT SMOKE” when one smoke
detector reports a fire alarm, information from the Bulit-in-test will be reported
to the CMC.
When the aircraft is on ground and a faulty smoke detector is realized, a

“CRG SMOKE DET FAULT” will be indicated on the EICAS.
In the event that all smoke detectors in one cargo compartment have failed, a
“CRG FWD/AFT FIRE SYS FAIL” message will illuminate on the EICAS. In
this case the compartment might not be used.
If the circulation fan and outflow valve are not confirmed as
shut off and closed within 10 seconds after an alarm
condition is detected, a CRG FWD VENT FAIL message will be
sent to the EICAS.
As well as in the forward cargo compartment without
ventilation system, once a single detector goes into
alarm, is necessary an alarm for a second detector
within 45 seconds, so that the cargo fire condition is
confirmed, and the appropriate CAS message is
displayed — CRG FWD SMOKE.
INPUTS TO THE MAU

CARGO COMPARTMENT SYSTEM TEST
The cargo compartment SDFS system can be manually

tested through a system test push button located on the
overhead panel.
This test will verify that the smoke detectors and that the flight
deck interface components are functioning. Additionally, this
test will verify that the FIRE Extinguisher Cartridges are not
faulty.
When the switch is pressed, the master warning lights will flash
and the aural warning will sound, the "CARGO FWD/AFT
SMOKE" message will illuminate, the cargo extinguisher lights
will be activated, the forward cargo compartment fan will stop
and the vent valve will close.
In case the ventilation fan will not stop, "CRG FWD VENT
FAIL" caution will illuminate.
CARGO COMPARTMENT SYSTEM TEST

RECIRCULATION BAY SMOKE DETECTION SYSTEM
DESCRIPTION The recirculation bay smoke detector is tested by the AMS controller, using
the smoke detector automated BIT function that includes fan current
The recirculation-bay smoke detection system contains a smoke detector that monitoring, test of the smoke detecting, and alarm capability.
prevents smoke in the recirculation bay area from being ingested by the
recirculation fans and redistributed to the cockpit, passenger cabin, or The BIT is done whenever the AMS controller is powered up and two minutes
forward cargo compartment. The AMS (Air Management System) controller after each aircraft landing. The smoke detector BIT can be manually done
generates a CAS (Crew Alerting System) message when a smoke alarm from the CMC using MFD 2.
signal is detected by the smoke detector.
After the Initiated BIT is concluded and the test passes, the CAS message
The smoke detector is mounted in the recirculation bay, between the HEPA RECIRC SMOKE comes into view in the EICAS (Engine Indicating and Crew
(High Efficiency Particulate-Air) filters. Alerting System) display. To clear the message, reset the RECIRC button on
the overhead panel, on the AIR COND/ PNEUMATIC control panel.
The smoke detector status is reported through a CAS message. When
smoke is detected in the recirculation bay, a signal is transmitted to the AMS If the recirculation bay smoke detector does not pass the BIT sequence, the
controller and both recirculation fans are automatically commanded OFF to AMS controller will generate the CAS message RECIRC SMK DET FAIL to
prevent smoke in the cockpit and passenger cabin. alert the flight crew that the recirculation bay smoke detector is inoperative. In
addition, continuous BIT monitors set the RECIR SMK DET FAIL CAS
OPERATION message if the recirculation bay smoke detector has been failed due to the
loss of an electrical power supply (open circuit) or if the smoke detected
When smoke is detected in the recirculation bay, the signal is transmitted to signal is not valid for 10 or more seconds.
the AMS controller. Receiving this signal input, the AMS controller shuts
down both recirculation fans to prevent smoke from going into the cockpit and The smoke detector is supplied by DC BUS 2 and receives or sends its signal
passenger cabin. through SPDA (Secondary Power Distribution Assembly) 2.
In addition, a CAS message RECIRC SMOKE is generated. COMPONENTS
If the RECIRC switch located on the AIR COND/PNEUMATIC control panel is The recirculation-bay smoke detector is a photoelectric-type smoke detector
set at OFF and smoke is detected in the recirculation bay, the CAS message that operates on the principle of light scattering by suspended smoke
RECIRC SMOKE will be displayed and it will be only cleared provided that particles.
smoke is no longer presented in the recirculation bay.
If the RECIRC switch is set at ON and smoke is detected in the recirculation

bay, the recirculation fans will be shut down, the CAS message RECIRC
SMOKE will be displayed and it will be only cleared provided that smoke is no
longer presented in the recirculation bay and the RECIRC switch is reset.

RECIRCULATION SMOKE DETECTION SYSTEM

ELECTRONIC EQUIPMENT RACK SMOKE DETECTION
SYSTEM DESCRIPTION
The function of the aft cargo-compartment electronic equipment rack

smoke detection system is to monitor the aft cargo
compartment electronic equipment rack for smoke and fire, alerting
the crew if such event occurs.
The aft cargo-compartment electronic-equipment rack smoke

detection subsystem has one smoke detector that perform
continuous electronic equipment rack smoke detection monitoring.
AFT CARGO-COMPARTMENT ELECTRONIC EQUIPMENT RACK SMOKE DETECTION SYSTEM - SCHEMATIC DIAGRAM

26-20 FIRE EXTINGUSHING
INTRODUCTION The lavatory fire extinguishing system is composed of one auto discharge fire
extinguishing bottle installed in the waste disposal receptacle of each
The fire extinguishing system comprises the fixed and portable components, lavatory. The bottles are equipped with heat actuated devices that permit the
charged with extinguishing agents, which provide means to the crew discharge of the extinguishing agent for temperatures equal to or greater than
extinguish fire. 78 °C (172 °F). Each bottle is also equipped with a pressure gauge to allow
the crew to monitor the pressure of the extinguishing agent.
The fire extinguishing system is basically composed of fire extinguishing
bottles, designed to operate with Halon 1301 fire extinguishing agent.
The bottles are equipped with a temperature-compensated pressure switch,

which monitors the extinguishing agent for correct pressure.
Each discharge outlet is equipped with an explosive cartridge activated by

the crew from the cockpit via the FIRE EXTINGUISHER panel, except for the
lavatory fire extinguishing bottle, which is activated automatically.
The engine fire extinguishing system is composed of two fire extinguishing

bottles assessable via the wing-to-fuselage fairing. The two bottles are
equipped with two discharge outlets cross-connected by a two-way tee check
valve, thus allowing dual discharge of Halon 1301 into the fire zones of both
engines, in the entire aircraft operating envelope.
The APU (Auxiliary Power Unit) fire extinguishing system is composed of a

fire extinguishing bottle installed in the rear fuselage. The bottle is equipped
with two discharge outlets, but the unused discharge outlet is covered with an
aluminum protective cap connected to a stainless steel cable, which is
permanently attached to the aircraft structure. Therefore, only one discharge
of Halon 1301 is allowed into the APU fire zone in the entire aircraft operating
envelope.
The cargo compartment fire extinguishing system is composed of two fire

extinguishing bottles (high-rate discharge and low-rate discharge) installed in
the middle avionics compartment. The two bottles are equipped with two
discharge outlets and related cartridges cross connected by a swept tee
assembly, thus allowing dual discharge of Halon 1301 into both cargo
compartments in the entire aircraft operating envelope.

ENGINE FIRE EXTINGUISHING BOTTLE
Two fire extinguishing bottles are installed in the wing stub. The two bottles
are equipped with two discharge outlets and related cartridges cross-
connected by a two-way tee check valve, thus allowing dual discharges of
Halon 1301 into the engine fire zone in the entire aircraft operating envelope.
They are also equipped with a temperature- compensated pressure-switch,
which monitors the extinguishing agent for correct pressure.
The bottle discharge outlet is machined from aluminium alloy and anodized
for corrosion protection, except for mating surfaces, which are alodined for
electrical conductivity. Debris from the disc and cartridge is prevented from
entering the discharge lines by a screen positioned within the discharge
outlet.
As fire extinguishing agent they contain 3.98LBS HALON 1301 pressurized to

800psig with nitrogen gas at 21°C.
In case of bottle over pressure, a relief valve on the bottle opens at approx.
2000 psig to discharge the bottle.
Detonation of the electrically-controlled cartridge will break a rupture disk,

allowing gas flow to the engine. The rupture disc also works as a secondary
relief valve at approx. 2600 psig, in case the primary valve fails.
FIRE EXTINGUISHING BOTTLE

ENG FIRE-EXTINGUISHINGBOTTLE - WEIGHT CHECK
IF THE FIRE BOTTLES DISCHARGE, DO NOT BREATHE THE

HALON GASES OR GET HALON ON YOUR SKIN OR IN YOUR
EYES. MAKE SURE ALL PERSONNEL GO TO A SAFE AREA
WITH A GOOD AIRFLOW. HALON GASES CAN CAUSE SKIN
AND EYE IRRITATION.
MAKE SURE THAT THERE IS A PROTECTION ON THE

OUTLETS OF THE DISCHARGE TUBING BEFORE YOU MOVE
THE BOTTLE. DO NOT HIT THE BOTTLE AGAINST AIRCRAFT
PARTS AND PREVENT DAMAGE TO THE BOTTLE. AN
ACCIDENTAL DISCHARGE CAN CAUSE INJURIES.
Do the weight check of the ENG FIREX BTL. You can refer to the latest
revision of Pacific Scientific (CMM 26-22-58 (PN 33500026-1 - PACIFIC
SCIENTIFIC)) or do the steps that follow:
Put a cradle on the Weighing Scale. Adjust the weighting scale to zero.
Note: You can use equivalent materials for these items.
Remove all protective caps on the unit and place the unit on the scale.
Weigh the unit. Record the weight to the nearest 0.005 kg (0.01 lb).
Note: The weight marked on the identification plate (1) does not include
the protective caps. The weight includes CRTGs and discharge
outlets.
Compare the current weight of the ENG FIREX BTL to the last weight etched
on the identification plate (1). If the ENG FIREX BTL weight is more than
0.027 kg (0.06 lb) below or above the last recorded weight, replace the ENG
FIREX BTL.
Install the protective caps.

ENGINE FIRE EXTINGUISHING
DESCRIPTION
The engine fire extinguishing system provides means, to prevent flammable

fluids, fuel and hydraulic, from flowing into the engine designated fire zone,
as well as a means for extinguishing fire in the engine designated fire zone.
2 Fire extinguisher bottles A and B are installed in the R/H rear wing-to-
fuselage fairing. The bottles are interconnected through double check tee
valves. This permits a dual-shot function for one engine through the
discharge tubing and nozzles.
Firing of the bottles can only be controlled by cockpit command through the
fire handles.
ENGINE FIRE EXTINGUISHING SYSTEM

OPERATION
HALON 1301 or Bromotrifluoromethane fire extinguisher agent is driven from A three branch fire extinguishing nozzles (with optional extension pipe)
the bottle to the fire zone by distribution pipes. Halon 1301 is a non- corrosive connected to the distribution line interface at the pylon will be in both fire
liquefied gas that does not chemically react to metal including aluminium and zones; Fan compartment and Engine Core Compartment. All nozzles and
Stainless steel. tubing inside engine nacelle constructed of Stainless Steel, which is fireproof
and corrosion resistant.
The dual outlet fire extinguishing bottles contain HALON 1301 as the fire
extinguishing agent at a quantity of 6.30 + 0.1/-0 lbs. pressurized to 800+25/-
0 psig with nitrogen gas at 21°C.The operating temperature range is from -65
to +85 °C. They are installed in the wing to fuselage fairing with an access
door provided.
In case of bottle overpressure a relief valve provided on the bottle will open
allowing the fire extinguisher agent to flow to the ventilated compartment
(wing to fuselage fairing). A protective cap made of Aluminium alloy 2024-T4
is provided onto the relief valve outlet to avoid any damage to structures or
other component caused by discharged fire extinguisher agent.
There are two 0.23 inches (5.88 mm) diameter discharged holes at 180
degree spaced at the protective cap to keep the pressure relief discharge
port available by avoiding ice or dirt blockage.
The two fire extinguisher bottles are cross-connected using double check-
Tee valve. This T-check valve allows two fire extinguisher shots to each
engine when required from the two fire extinguisher bottles, and avoiding
cross flow from bottle to bottle.
Aluminium pipe is connected from the double check-Tee valve outlet to the
forward pylon and equipped with flexible couplings allowing relative
movement. In four different areas where the lowest point routing could not be
avoided, a drain valve was provided to eliminate any ice build up due to the
water condensation and subsequent extreme cold weather conditions.
From the forward-pylon to pylon-firewall the fire extinguisher tube is

constructed of Stainless Steel.

Halon 1301 Halon 1301
FIRE EXTINGUISHING BOTTLES CROSS- CONNECTION

ENGINE FIRE
If a fire warning illuminates for engine 1/2, the related fire handle will
illuminate in red. By pulling down this fire handle, the related engine fuel and
hydraulic fluid flow will be stopped by closing the shut off valves. The bleed
air of the related engine will also be closed.
The explosive cartridges are now armed. By rotating the fire handle counter
clockwise to EXTG A, the explosive cartridge for engine 1 on BOTTLE A will
detonate, and the fire extinguishing agent will be discharged into engine 1
core compartment.
After the extinguishing bottle is discharged, an “ENG FIREX BTL A DISCH”

message will appear on the EICAS.
By rotating the fire handle clockwise to EXTG B, the explosive cartridge for
engine 1/2 on BOTTLE B will detonate and the fire extinguishing agent of
BOTTLE B will also be discharged into engine 1/2 core compartment.
On the EICAS, the “ENG FIREX BTL B DISCH” message will now illuminate,
showing that BOTTLE B was discharged.
You can now move the fire handles and monitor the systems.
FIRE EXTINGUISHING BOTTLE STATUS
The fire extinguishing bottle pressure, power supply, cartridge integrity and
related harnesses are continuously monitored, and in case of a failure, an
“ENG1 FIREX BTL A/B FAIL or ENG2 FIREX BTL A/B FAIL” message will be
indicated on the EICAS.
A normally open Temperature Compensated Pressure Switch (TCPS)

mounted on the fire extinguishing bottle monitors the bottle pressure. If the
pressure falls below a set value, the switch closes and the MAU provides a
message to the EICAS.
A cyan “ENG FIREX BTL A/B DISCH” message will be displayed on the
EICAS after the bottle has been discharged, the cartridge open and low BOTTLE DISCHARGE OPERATION
pressure sensed.
COMPONENTS
EFFECT OF MECHANICAL DAMAGE TO DETECTORS In normal operation, the explosive cartridge is fired, precipitating a high
pressure shock wave in combination with high velocity cartridge fragments,
The pneumatic sensing element is a rugged stainless steel tube of 0.062 causing the pre-stressed disc to rupture and the agent to be released.
inches outside diameter with 0.018 inches wall thickness, charged with
Helium (inert gas) and contains hydrogen charged core material. The metal The design contains no moving parts and relies upon the careful and precise
hybride core is wrapped spirally with an inert metallic ribbon. In the condition placement of the cartridge component while satisfying the following
of sensing the element flattened, kinked, twisted or dented, the gas path of performance criteria:
both the Helium and Hydrogen (released from metal hybride core) to the
pressure diaphragm on the responder will be kept available and enable to  Reliable all fire operation at 3.5 amperes minimum, within 50
push the pressure diaphragm to activate alarm switch. milliseconds
 No fire when subjected to a minimum of 1.0 ampere, 1 watt for five (5)
RUPTURE DISC ASSEMBLY (SECONDARY SAFETY RELIEF) minutes
 Bridgewire resistance of 1.0 +/- 0.10 ohms
The extinguishing agent is expelled from the container through the rupture
disc, which is opened by explosive cartridge actuation. The service life of the Pacific Scientific hermetic sealed type explosive
cartridge is ten (10) years. Combination of the shelf and service life is fifteen
The Inconel disc is a thin, calibrated, prestressed membrane designed to (15) years.
rupture when impacted by the shock wave developed by cartridge ignition, or
an over-pressurization condition (2575 psig and 2875 psig at 70°F, in excess FILL FITTING ASSEMBLY (PRIMARY SAFETY RELIEF)
of the primary safety relief pressure).
The fill and overpressure (safety) relief device fitting is unique in that it
The rupture disc assembly then serves the dual function of being the embodies the means for filling the container while providing a subsequent
mechanism for discharging the agent and the system’s secondary safety hermetic seal in addition to acting as the primary safety relief device. The
device. safety relief disc material is Inconel 625 calibrated in thickness and diameter.
It is designed to rupture allowing the agent to vent through when the bottle is
EXPLOSIVE CARTRIDGE overpressure between 1904 and 2054 psig at 185 °F. The pressure switch
(TCPS) will then close giving evidence of discharge.
The cartridge features a unitized body construction. Arrangement of the
output loads within the cartridge is such that a maximum opening in the
rupture disc is assured for each firing. The cartridge is pyrotechnic type,
hermetically sealed and complies with the requirements of MIL-D-21625 and
MIL-I-23659. Its operating temperature range is between -65°F to 200°F (-
53°C to 93°C).For safety reason electrical protective cap should be kept fitted
until installation of the mating electrical connector.

FIRE EXTINGUISHING BOTTLES

ENGINE FIRE HANDLES
Two engine fire handles are installed on the overhead panel. They are
recessed into the overhead panel to avoid inadvertent movement of the fire
handles.
Each Fire handle is related to one engine, and controls:
 the fuel,
 hydraulic,
 bleed air and
 the operation of the 2 fire extinguishing bottles.
In case of an engine fire, the fire handle will illuminate in red. The fire handle
has four positions:
 The normal position is the recessed position in the overhead panel.

 In the shut off position the handle is pulled down 90°, shutting off fuel,
hydraulic fluids and the bleed air system.
 In EXTG A position the handle is rotated counter clockwise after
setting it to the shut off position to discharge Fire Bottle A.
 In EXTG B position, where the handle is rotated clockwise after
setting it to shut off position to discharge Fire Bottle B.
Through the fire handles the cartridges of BOTTLE A can be connected to

the HOT BATT BUS 1 and the cartridges of BOTTLE B can be connected to
HOT BATT BUS 2.

ENGINE FIRE HANDLES

TWO-WAY CHECK TEE VALVE
The basic design of the two-way tee check valve consists of a free- floating
metal ball enclosed in a cavity between both inlets of the tee check valve.
Upon discharge of the fire extinguisher, the ball is pushed by the agent
against the tapered internal sealing surface of the opposite inlet port,
preventing the agent from leaking through that port. The agent then escapes
through the outlet port into the discharge line.
ENGINE FIRE EXTINGUISHING DISCHARGE PIPING
The discharge piping has the function of allowing the discharge of the fire
extinguishing agent from the fire extinguishing bottles to the discharge
nozzles. The piping is designed to avoid ice blockage, is protected against
corrosion and is fire proof in the area of the engine compartment.

ENGINE 1 FIRE EXTINGUISHING SYSTEM

APU FIRE EXTINGUISHING SYSTEM
DESCRIPTION
The APU Fire Extinguishing Subsystem is used to discharge one fire

extinguishing bottle, which is installed in the rear fuselage, into the APU fire
compartment.
The HALON 1301 or Bromotrifluoromethane fire extinguisher agent is driven

from the bottle to the fire zone by distribution pipes.
The fire extinguishing bottle discharge is controlled by command from the

cockpit.
The fire extinguishing bottle pressure, power supply, cartridge integrity and
related harnesses are continuously monitored. In case of a failure, a fault
message will illuminate on the EICAS and on the CMC.

OPERATION
If fire is detected in the APU compartment, the APU FIRE message comes
into view on the EICAS display, the master warning light and the aural
warning fire bell are activated, and the upper half of the APU emergency stop
switch illuminates.
By pressing the master warning button:
 The master warning lights go off.

 The aural warning is cancelled.
However, the APU FIRE message stays on the EICAS display until the fire is
extinguished. Then:
 The APU emergency stop switch must be pressed to shut off the
APU. The upper half light of the APU emergency stop switch goes off
and the bottom half part illuminates. Then, the APU fire extinguishing
switch illuminates. The APU fire extinguish switch shall remain
illuminated thereafter while the APU fire/overheat condition exists.
 By pressing the APU fire extinguishing switch, for at least 2 seconds,
the bottle is discharged and the APU FIREX BTL DISCH message
comes into view on the EICAS display. The APU fire extinguishing
switch light only goes off when the MAU stops receiving the fire input
from the APU fire detectors.
 If the MAUs detect an overheat/fire condition and the APU emergency
stop switch has not been selected within one minute, the MAUs shall
illuminate the APU fire extinguishing switch. When the APU fire
extinguishing switch is selected, the MAUs shall extinguish the upper
half of the APU emergency stop switch, the APU shutdown is
commanded, and the bottle is discharged.

When the fire is extinguished, the APU FIRE message goes out of view on
the EICAS display.
A normally open Temperature Compensated Pressure Switch (TCPS)
mounted on the Fire extinguishing bottle monitors the bottle pressure. If the
pressure falls below a set value, the switch closes and the MAU will provide
a:
 “APU FIREX BTL DISCH” message on the EICAS, indicating that the
bottle is discharged.
 “APU FIREX FAIL” will be displayed if the firex bottle fails to
discharge. Further information can be found in the CMC.

COMPONENTS
APU FIRE EXTINGUISHER BOTTLE
The APU fire extinguisher bottle is the same type as the engine fire
extinguisher bottles. It contains 3.98 lbs HALON 1301 fire extinguishing agent
pressurized to 800 psig with nitrogen gas at 70°C.
The bottle is installed in the rear fuselage and the agent is driven from the
bottle to the fire zone by aluminium distribution pipes.
In case of bottle over pressure, a relief valve on the bottle will open. A
protective cap is provided to the relief valve outlet in such a way that the
discharge direction will not damage the structure or other components.
When the APU fire extinguishing switch is pressed, an electrical current is

provided to the cartridge, causing its detonation. This explosion breaks the
rupture disc and allows the gas to flow into the pipe. The rupture disc also
works as a secondary relief valve in case the primary valve fails.
APU FIRE EXTINGUISHER BOTTLE

CARGO COMPARTMENT FIRE EXTINGUISHING
DESCRIPTION
The function of the cargo compartment fire extinguishing subsystem is to

ensure fire suppression in the forward and aft cargo compartments. The fire
extinguishing subsystem is activated by the crew via the FIRE
EXTINGUISHER panel.
The cargo compartment fire extinguishing subsystem has a high-rate

discharge (FIREX HI) bottle and a low-rate discharge (FIREX LO) bottle,
installed in zone 148. The high-rate discharge bottle supplies an initial high
concentration of extinguishing agent (Halon). The low-rate discharge bottle
supplies a concentration of Halon at a lower rate for a longer period of time.
The system can be armed automatically by the cargo compartment smoke

detection subsystem, or manually with the FWD or AFT pushbutton switches.
Once armed, the pushbutton switches are used to activate the fire
extinguishing subsystem.
HIGH RATE/LOW RATE DISCHARGE BOTTLES

OPERATION
The cargo compartment fire extinguishing system has two functional modes
of operation: automatic and manual mode. The two modes give the flight
crew complete control over the subsystem.
AUTOMATIC MODE
In the operation automatic mode, the appropriate MAU reports a cargo

smoke alarm after smoke is reported by the smoke detectors and through the
EICAS message, aural signal and illumination of the respective cargo on the
FIRE EXTINGUISHER panel for the flight crew and the cargo compartment
fire extinguishing system is ″armed″ automatically.
In automatic mode, the smoke message will be displayed, as long as smoke

is present in the related cargo compartment.
In the operation automatic mode, the crew can direct the extinguishing agent
at any time to the cargo compartment with indication of fire.
MANUAL MODE
In the operation manual mode, the cargo compartment fire extinguishing

system is manually ″armed″ when the flight crew lift the guard on the FIRE
EXTINGUISHER panel and push the FWD or AFT pushbutton.
The operation manual mode is used when the smoke detector system is not
reporting an alarm, yet secondary indications provide sufficient evidence to
indicate that there is a cargo fire to be suppressed.
When a system is manually armed and flight crew does not discharge the
high-rate discharge bottle within two minutes, the armed condition is
automatically removed from the system or the flight crew may disarm it by
pushing the TEST pushbutton on the FIRE EXTINGUISHER panel.
After the system is armed, the cargo compartment fire extinguishing initiates
when the flight crew lift the guard and push the FWD or AFT pushbutton on
the FIRE EXTINGUISHER panel to discharge the high- rate discharge bottle
into the corresponding cargo compartment and the low-rate discharge bottle
is automatically armed. CARGO FIRE EXTINGUISHING
FLIGHT MODE
During flight and one minute after the FWD or AFT pushbutton is pushed to
discharge the high-rate discharge bottle, the low-rate discharge bottle will
discharge automatically. The flight crew can discharge the low-rate-
discharge bottle before one minute, if the pushbutton is pushed again.
GROUND MODE
On-ground, to discharge the low-rate-discharge bottle, push the FWD or AFT

pushbutton again.
To discharge the bottles, the SPDA 1 and SPDA 2 commanded by MAU 3

send 28 VDC (Volt Direct Current) for 100 ms to the cartridge power device
that ruptures an outlet to release the Halon.
The pressure switches and cartridge power devices are directly connected to
the MAU 3 for continuity monitoring and in case of failure, messages are
show on the EICAS.
The cargo compartment fire extinguishing system can be manually tested on-
ground or in-flight by using the TEST pushbutton on the FIRE
EXTINGUISHER panel. In case of a failure in the components of the system
the fault or failure messages are show on the EICAS and fault information is
transmitted to the CMC (Central Maintenance Computer).
CARGO FIRE EXTINGUISHING

CARGO FIRE EXTINGUISHING


COMPONENTS
HIGH RATE/LOW RATE DISCHARGE BOTTLES
The high-rate discharge bottle is a 9.4 kg (20.7 lb), filled with 5.9 kg (13.0 lb)
of Halon 1301 fire extinguishing agent. The high-rate discharge bottle allows
a quick discharge of the suppression agent, providing an immediate
concentration of 5% or higher to extinguish the fire.
The low-rate discharge bottle is a 14.0 kg (30.8 lb), filled with 10 kg (22 lb) of
Halon 1301 fire extinguishing agent. The low-rate discharge bottle allows
slow discharge of the suppression agent, providing a suppressive
concentration of 3% or greater into the compartment, thus allowing the crew
to land the aircraft.
The discharge bottles have two outlets and each bottle is provided with a
discharge head connected to the discharge lines. One discharge head is
used to supply the forward cargo compartment and one discharge head is
used to supply the aft cargo compartment.
In the discharge head is mounted the cartridge power device (EED (Electrical
Explosive Device)) that rupture an outlet to release the Halon.
The Halon flows through the discharge heads, drier metering units, swept tee
assemblies, and discharge piping to exit from the discharge nozzles in the
forward or aft cargo compartment.
There is a pressure switch on each discharge bottle that monitors and

detects low pressure inside it.
CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM

DRIER METERING UNITS
The drier metering unit is a mechanical device that reduces the Halon flow
rate from the low-rate discharge bottle. The unit contains a desiccant that
prevents freezing moisture formation during operation.
The desiccant is protected from exposure by an environmental seal that is

broken by positive pressure from the firing of the low-rate discharge bottle.
SWEPT-TREE
In the middle avionics compartment, there are two swept-tree fittings, one is
used to direct suppression agent from both the high-rate discharge bottle and
low-rate discharge bottle into the forward cargo compartment and another
into the aft cargo compartment.
The two fire extinguishers are located in the mid-electronics bay.
CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM

PORTABLE FIRE EXTINGUISHING SYSTEM
DESCRIPTION
The portable fire extinguishing system provides the flight crew with means to
control localized fire.
The portable fire extinguishing system is composed of portable fire

extinguishers attached to the aircraft by means of quick release brackets and
effective against all classes of on-board fire (A, B and C). The extinguishing
agent is a colorless, odorless and non staining blend of Halon 1211 which is
ejected through the nozzle when the activating lever is actuated. This agent
has low toxicity characteristics and leave no chemical residues which could
contaminate or corrode parts.
OPERATION
The operation of the portable fire extinguisher is as follows:
 Hold the cylinder upright;

 Remove the safety pin;
 Release the safety catch;
 Aim the nozzle at the base of the fire;
 Press the activating lever;
 The indicator disc is ejected;
 Sweep from side to side.
COMPONENTS
Each extinguisher is a cylinder made of aluminum with a handle, activating

lever, nozzle and a safety pin. The unit is compact, lightweight, safe and easy
to operate. Each cylinder is charged with 1.2 kg (2.5 lb) of Halon. The
portable fire extinguishers are installed in the cockpit (one) and in the cabin
(four).
PORTABLE LFIRE EXTINGUISHING SYSTEM

LAVATORY AUTO DISCHARGE FIRE EXTINGUISHING SYSTEM
DESCRIPTION
The Lavatory Auto Discharge Fire Extinguishing System consists of one fire
extinguishing bottle in the waste disposal receptacle of each lavatory.
The bottle is mounted with the discharging tubes extended into the lavatory
waste compartment, above the waste container.
The fire extinguisher bottle is charged with 120 grams Halon 1301 agent and
is a heat actuated device. The pressure gauge of the fire extinguisher bottle
is visible once the waste compartment door is open.
OPERATION
AUTO DISCHARGE FIRE EXTINGUISHING
If fire occurs inside the waste disposal the Auto Discharge Fire Extinguishing
bottle will be automatically discharged.
The tip at the end of each discharge tube will melt at 78°C (172° F) and
cause the bottle to fully discharge into the waste compartment and
knockdown the fire in the waste disposal. Discharge indication can be
checked through this pressure gauge.
LAVATORY AUTO DISCHARGE BOTTLE

ATA 26 MASTER MINIMUM EQUIPMENT LIST FAA





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EMBRAER ERJ-170 SERIES (GE CF34) ATA 26

B1.1 AND B2 FIRE PROTECTION

ATE MAINTENANCE TRAINING MANUAL

EMBRAER ERJ-170 SERIES (GE CF34)

26-00 FIRE PROTECTION 4 OPERATION 72

ISSUE 01 , REV 00 , APRIL 2018

FIRE PROTECTED AREAS 5 BOTTLE DISCHARGE OPERATION 75

ISSUE 01 , REV 00 , APRIL 2018

26-00 FIRE PROTECTION

The smoke detection system installed in the electronic equipment rack

ISSUE 01 , REV 00 , APRIL 2018

The fire protection system comprises:

 Four assemblies of fire detectors per engine, two assemblies of fire

FIRE PROTECTED AREAS

ISSUE 01 , REV 00 , APRIL 2018

FIRE DETECTION SYSTEM

The electronic equipment rack smoke detection system provides a means to

FIRE DETECTION SYSTEM

ISSUE 01 , REV 00 , APRIL 2018

FIRE EXTINGUISHING SYSTEM

The cargo compartments are monitored by a smoke detection system. They

FIRE EXTINGUISHING SYSTEM

ISSUE 01 , REV 00 , APRIL 2018

26-10 FIRE/SMOKE DETECTION

ENGINE FIRE AND OVERHEAT DETECTION SYSTEM

FIRE PROTECTION SYSTEM

ENGINE FIRE AND OVERHEAT DETECTION SYSTEM

The engine fire/overheat detection main components are: eight pneumatic

The following detectors are connected in parallel in each Loop:

Loop A of Engine 1 is connected into MAU 1, and Loop B of Engine 1 is

FIRE DETECTOR SENSORINSTALLATION

FIRE ZONE BOUNDARY FAN COMPARTMENT

ISSUE 01 , REV 00 , APRIL 2018

VENTILATION AIRFLOW AND ENGINE FIRE SEAL

The engine fire detection system comprises four

The fire detectors are electrically connected in two

Both DC and DC essential power supplies provide

 1 & 2 LH and RH Forward Baffle detector

ENGINE FIRE DETECTOR LOOPS

In normal operation, the fire alarm will be provided in the cockpit

In case of fire there will be:

 “ENG 1/ENG 2 FIRE” warning message on the EICAS,

If the master warning button is then pushed, the master warning

 In normal operation (both loops operational) the system

 If only one loop provides a fire alarm (considering that

In this case ENG fire and overheat protection system is still

FIRE DETECTION SYSTEM OPERATION

ISSUE 01 , REV 00 , APRIL 2018

AND logic in Normal

ISSUE 01 , REV 00 , APRIL 2018

ONE LOOP FAILED OPERATION:

 In case of a failure of one or more fire detectors of

Therefore the system continues to work properly, and

 A failure of the MAU and/or its power (essential

BOTH LOOPS FAILED OPERATION:

 When both loops or associated wiring of an engine are

A failure on the CAS (Misleading display of CAS messages) will

CAUTION or FAIL for

ISSUE 01 , REV 00 , APRIL 2018

ENGINE DETECTOR CONTROL AND INDICATION

In case of fire there will be a warning message on the EICAS, a Fire

FIRE WARNING INDICATION ON EICAS

FIRE DETECTOR PNEUMATIC SENSOR

The centre core has intrinsic sponge-like and desorption properties in