FIRE PROTECTION 26-00 DUCT LEAK OVERHEAT DETECTION SYSTEM 26-18

4 INTRODUCTION 64 INTRODUCTION
69 DUCT LEAK OVERHEAT DETECTION SYSTEM ZONES
ENGINE FIRE DETECTION 26-10 70 OVERHEAT SENSING ELEMENT
7 INTRODUCTION 72 COMPARTMENT OVERHEAT DETECTION MODULE
15 FIRE DETECTION CONTROL UNIT 75 FUNCTIONAL DESCRIPTION
18 ENGINE FIRE DETECTORS
21 ENGINE AND APU FIRE CONTROL PANEL EQUIPMENT COOLING SMOKE DETECTION 26-19
24 FUNCTIONAL DESCRIPTION 78 INTRODUCTION
80 SMOKE DETECTOR
ENGINE FIRE EXTINGUISHING 26-21 83 TIMELINES
29 ENGINE FIRE EXTINGUISHING BOTTLES 84 FUNCTIONAL DESCRIPTION

APU FIRE EXTINGUISHING SYSTEM 26-22

35 INTRODUCTION
37 APU FIRE EXTINGUISHING BOTTLE

CARGO FIRE EXTINGUISHING SYSTEM 26-23

41 INTRODUCTION
44 FIRE EXTINGUISHER BOTTLE

WHEEL WELL OVERHEAT DETECTION 26-17

50 INTRODUCTION
54 OVERHEAT SENSING ELEMENT
57 COMPARTMENT OVERHEAT DETECTION MODULE
60 FUNCTIONAL DESCRIPTION
INTRODUCTION

PURPOSE EXTINGUISHING

The fire protection systems monitor the airplane for these conditions: The airplane has these fire extinguishing systems:

• Fire • Engine

• Smoke • APU

• Overheat • Lavatory

• Pneumatic duct leaks. • Cargo compartment

FIRE/OVERHEAT DETECTION • Portable fire extinguishers.

The airplane has these fire/overheat detection systems:

• Engine fire/overheat

• APU fire

• Wheel well fire

• Duct leak overheat

• Cargo compartment smoke

• Lavatory smoke.

• Equipment cooling smoke.

FIRE PROTECTION SYSTEM
INTRODUCTION

PURPOSE Fire detectors on the engine send signals to the FDCU. The FDCU supplies an aural and visual signal
to the flight compartment.
The engine fire detection system uses detectors on
the engines to monitor for overheat and fire The FDCU gives visual indications for detector faults on the module and the engine and APU fire
conditions. When the system senses an overheat control panel.
condition, visual alarm indications operate in the
The FDCU sends OVHT and FIRE signals to the onboard maintenance function (OMF) inside the
flight compartment. When the system senses a fire
network file server (NFS). The OMF generates maintenance messages. The maintenance messages
condition, visual and audible alarm indications
are viewable by maintenance personnel 30 seconds after landing.
operate in the flight compartment. The indications
are on the P7 glareshield panel and on the engine DUAL LOOP OPERATION
and APU fire control panel. The aural warning unit
Each engine fire detection system has two fire detection loops, A and B. A fire detection loop has
gives a bell sound in the flight compartment for an
seven fire detectors. The engine fire detection system is in dual loop operation when these
engine fire.
conditions are true:
GENERAL DESCRIPTION
• The OVHT DET switch is in the NORMAL position
These are the components for the engine overheat
• Both loops operate correctly.
and fire detection:
The FDCU needs an input from both loop A and loop B to supply an overheat and/or fire signal to
• Engine fire detector (loop A and loop B)
system indicators and the aural warning unit.
• Fire detection control unit (FDCU)

• Engine and APU fire control panel

• Fuel control switches

• Aural warning unit.

INTRODUCTION

OVERHEAT/FIRE TEST SINGLE LOOP OPERATION

You use the TEST switch on the engine and APU fire control panel to run
the overheat/fire test. When the switch is in the OVHT/FIRE position, the
indications in the flight compartment are the same as for the real fire
condition. If the test fails, use the FDCU to isolate the fault.
NOTE: DURING THE OVHT/FIRE TEST, THE APU FIRE AND WHEEL WELL FIRE
CIRCUITS ARE ALSO TESTED.
If an engine fire detector fails to operate, the FDCU changes to single
loop operation. In the single loop mode, only one loop must detect an
overheat or fire condition for the FDCU to give the alarm condition.
There is no indication in the flight compartment of single loop operation
until you do the OVHT/FIRE test.

FAULT/INOP TEST

You use the TEST switch on the engine and APU fire control panel to run
the fault/inop test. When the switch is in the FAULT/INOP position, the
indications in the flight compartment are the same as a real fault
condition. If the test fails, use the FDCU to isolate the fault.

NOTE: DURING THE FAULT/INOP TEST, THE APU FIRE DETECTOR FAULT CIRCUIT
IS ALSO TESTED.

NOTE: THE FIRE BELL WILL STOP APPROXIMATELY 1.5 TO 4 SECONDS AFTER
YOU RELEASE THE OVHT/FIRE TEST SWITCH. THIS IS DUE TO THE NEW
SOFTWARE APPLICATION ON THE ENGINE AND APU DETECTION MODULE.
E N G I N E A N D A P U F I R E C O N T R O L PA N E L
C O N T R O L S TA N D
MASTER CAUTION SYSTEM
AURAL WARNING UNIT
FIRE DETECTION CONTROL UNIT
NETWORK FILE SERVER
FIRE DETECTION CONTROL UNIT

PURPOSE FUNCTIONAL DESCRIPTION

The FDCU monitors the detectors for overheat and During normal conditions, all front panel lights are off. When a fault condition occurs, the related
fire conditions on the engine. FAULT AREA light comes on. The FAULT DISPLAY lights show a fault code.

LOCATION Push and hold the FAULT/INOP TEST switch to test the fault detection circuitry. Faults are simulated
to do a check of the circuit ability to detect a fault. If the circuits operate correctly, all lights on the
The FDCU is in the electronic equipment
front panel come on. If a light does not come on, there is a fault in the module.
compartment on the E2-2 shelf.
The amber FAULT AREA lights show which engine and loop have a fault.
PHYSICAL DESCRIPTION
The red FAULT DISPLAY lights show the fault code for the associated engine and loop displayed by a
The control circuits for the engine overheat and fire,
FAULT AREA light.
and the APU fire detection are in the FDCU. The
FDCU front panel has these: The red ACTIVE & NVM DIPLAY light comes on with faults. If the light is blinking, the fault is active. If
the light is steady, the fault is not active (stale).
• Amber ENGINE 1 LOOP A fault light
FAULT AREA INDICATION
• Amber ENGINE 1 LOOP B fault light
When there are multiple engine loop faults (two or more amber lights on), this is the indication
• Amber ENGINE 2 LOOP A fault light
priority:
• Amber ENGINE 2 LOOP B fault light
HIGHEST PRIORITY Engine 1 Loop A
• Amber APU fault light
Engine 1 Loop B
• Four red FAULT DISPLAY lights
Engine 2 Loop A
• FAULT/INOP TEST switch. Engine 2 Loop B

LOWEST PRIORITY APU

FIRE DETECTION CONTROL UNIT

TRAINING INFORMATION POINT

When doing the FAULT/INOP TEST on FDCU, the

FAULT light on the engine and APU fire control panel
P8, MASTER CAUTION, and OVHT/DET annunciator
on the glareshield P7 in the flight compartment
come on.

The FDCU is used on both 737MAX and 737NG

airplanes.
FIRE DETECTION CONTROL UNIT
ENGINE FIRE DETECTORS

PURPOSE • A stainless steel, gas-charged sense tube.

The engine fire detectors monitor for high temperatures in the engine • Terminal stud
area.
FUNCTIONAL DESCRIPTION
LOCATION
Each engine has fourteen fire detectors. The detectors monitor seven
These are two engine fire detectors in each of these sections: sections of the engine. In each section, two detectors attach to a support
tube and make a fire detector assembly. An assembly has one detector
• Fan right
from loop A and one from loop B. There are seven engine fire detector
• Fan upper assemblies and two loops. This table shows the temperature
characteristics of the engine fire detectors.
• Fan mid

• Fan lower DETECTOR LOCATION OVERHEAT FIRE

• Left core FAN RIGHT 300F (149C) 530F (277C)

• Right core FAN UPPER 300F (149C) 530F (277C)

• Combustor burn-thru. FAN MID 300F (149C) 530F (277C)

PHYSICAL DESCRIPTION FAN LOWER 300F (149C) 530F (277C)

The engine fire detectors have these: LEFT CORE 650F (343C) 850F (454C)

• Overheat, fire, and fault pressure switches RIGHT CORE 650F (343C) 850F (454C)

• Resistors COMBUSTOR BURN-THRU 650F (343C) 850F (454C)

ENGINE FIRE DETECTORS

FUNCTIONAL DESCRIPTION

The three pressure switches sense these conditions:

• Fault

• Overheat

• Fire.

Gas pressure in the sense tube holds the fault

pressure switch in the closed position. If the
pressure in the sense tube decreases, the fault
switch opens. This switch sends the fault signal to
the FDCU. The overheat and fire pressure switches
close when the gas pressure increases because of an
overheat or fire condition. The overheat and fire
signals go to the FDCU. The FDCU supplies overheat
and fire indications to the flight compartment. If the
pressure in the sense tube decreases, the fault
switch opens.

This switch sends the fault signal to the engine and

APU fire detection module.
E N G I N E F I R E D E T E C T O R A S S E M B LY
E N G I N E A N D A P U F I R E C O N T R O L PA N E L

PURPOSE • ENG 2 OVERHEAT light

The engine and APU fire control panel provides fire protection for these • WHEEL WELL fire light
systems:
• Engine detector FAULT light
• Engine
• APU DET INOP light
• APU
• APU BOTTLE DISCHARGED light
• Wheel well.
• Engine L BOTTLE DISCHARGED light
LOCATION
• Engine R BOTTLE DISCHARGED light
The engine and APU fire control panel is on the P8 panel.
• EXT TEST lights.
PHYSICAL DESCRIPTION
FUNCTIONAL DESCRIPTION
These engine and APU fire control panel has these:
These are the indications on the engine and APU fire control panel:
• Engine and APU fire handles
• WHEEL WELL (red) fire warning light, comes on for a wheel well fire
• OVHT DET switches condition

• TEST switch • ENG OVERHEAT (amber) light comes on for an engine overheat
condition
• EXT TEST switch
• Fire handle switch lights (red) come on for an engine fire condition
• BELL CUTOUT switch
• BOTTLE DISCHARGED (amber) lights come on when an extinguisher
• ENG 1 OVERHEAT light
bottle is discharged
E N G I N E A N D A P U F I R E C O N T R O L PA N E L

• FAULT (amber) light comes on to show a fault

condition in the engine fire detection system

• APU DET INOP (amber) light comes on to show a

fault condition in the APU fire detection system

• EXT TEST (green) lights come on after you do a

successful squib continuity test.

These are the controls on the engine and APU fire

control panel:

• Fire handles control fire extinguisher squibs

• TEST switch lets you do two tests; one test is for

the fault detection circuits in the engine and APU
fire detection module; the other test is for the fire
detectors

• OVHT DET switches let you select the mode of

operation, loop A or loop B; you may also select
NORMAL for both loops

• EXT TEST switch lets you do a check of the

extinguisher bottle squibs for continuity.
E N G I N E A N D A P U F I R E C O N T R O L PA N E L
FUNCTIONAL DESCRIPTION

FUNCTIONAL DESCRIPTION

The OVHT DET switches on the engine and APU fire

control panel permit selection of the mode of
operation. Each switch has these positions:

• NORMAL - makes loop A and loop B agree before

the alarm condition operates

• A - only takes fire/overheat signals from loop A

• B - only takes fire/overheat signals from loop B.

At the overheat temperature set point, the gas

expands in the detector and closes the overheat
pressure switch. This decreases the resistance of the
detector.

The FDCU uses this decrease in resistance to set the

overheat condition. These are the results of an
overheat condition:

• Related engine fire handle switch unlocks

• Related ENG OVERHEAT light comes on

• MASTER CAUTION and OVHT/DET annunciator

lights on P7 panel come on.
FUNCTIONAL DESCRIPTION

At the fire temperature set point, the gas expands

more to close the fire pressure switch in the
detector. This decreases the resistance further. The
FDCU uses this signal to set the fire condition. These
are the results of a fire condition:

• Related overheat indications stay on

• Two red FIRE WARN lights come on

• Aural warning unit bell sounds

• Fuel control switch light comes on

• Related red engine fire handle warning switch

lights come on.

The FAULT/INOP test does a check of the FDCU fault

detection circuitry and related flight compartment
indications. These are the indications of a good
FAULT/INOP test:

• MASTER CAUTION and OVHT/DET annunicator

lights come on

• Amber FAULT light comes on

• Amber APU DET INOP light comes on.

FUNCTIONAL DESCRIPTION

NOTE: YOU CAN ALSO DO THE FAULT/INOP TEST AT THE

FDCU. THE INDICATIONS IN THE FLIGHT COMPARTMENT
WILL BE THE SAME.

The OVHT/FIRE test does a check of the engine fire

detection circuit and flight compartment indications.
These are the indications of a good OVHT/FIRE test:

• Eng 1, eng 2, and APU fire handles unlock

• Amber eng 1 and eng 2 OVERHEAT lights come on

• Amber MASTER CAUTION and OVHT/DET lights on

glareshield P7 come on

• Red eng 1, eng 2, and APU fire handle lights come

on

• Red fuel control switch lights come on

• Two red FIRE WARN lights on glareshield P7 come

on

• Bell sound from aural warning unit

• Remote APU control panel horn and red light

come on

• Red WHEEL WELL light comes on (115v ac)

FUNCTIONAL DESCRIPTION

TRAINING INFORMATION POINT

If the OVHT DET switch is in the NORMAL position,

both loops on one engine must have a fault
condition before the FAULT light comes on. If loop A
has a fault, the FAULT light will only come on with the
OVHT DET switch in the A position. If loop B has a
fault, the FAULT light will only come on with the
OVHT DET switch in the B position.

All engine overheat, fire, and fault signals are

monitored by the digital flight deck aquisition unit
(DFDAU). The DFDAU also sends these signals to the
onboard maintenance function (OMF) inside the
network file server (NFS).

NOTE: THE MASTER CAUTION LIGHT DOES NOT COME

ON WITH THE FAULT LIGHT.
ENGINE FIRE EXTINGUISHING BOTTLES

PURPOSE OPERATION

The engine fire extinguishing bottles contain halon that extinguishes an The engine fire extinguishing bottle is pressurized to 800 psi. When an
engine fire. engine fire extinguishing bottle pressure is less than 250 psi, the bottle
pressure switch closes. The related BOTTLE DISCHARGE amber light on
LOCATION
the engine and APU fire control panel comes on.
The two engine fire extinguishing bottles are in the main wheel well. The
If the bottle temperature increases to 266F (130C), the safety relief port
bottles attach to brackets in the top aft left corner of the main wheel well.
ruptures. This releases halon into the wheel well.
PHYSICAL DESCRIPTION
TRAINING INFORMATION POINT
The engine fire extinguishing bottles are spherical. Each bottle contains
WARNING: MAKE SURE THERE ARE CAPS OR SHUNT PLUGS INSTALLED ON THE
halon and nitrogen at a pressure of 800 psi at a temperature of 70F (21C).
SQUIBS WHEN YOU TOUCH OR MOVE THE SQUIBS. THE SQUIB IS AN
These are the components of each bottle:
EXPLOSIVE DEVICE AND CAN CAUSE INJURY IF IT IS ACCIDENTALLY FIRED.
• Pressure gage and switch
The discharge outlet fittings from the two fire extinguisher bottles are
• Safety relief port different sizes. Also the tubing has colored tape, yellow for engine 1 and
blue for engine 2.
• Two electrical connections

• Two discharge outlet assemblies

• Two squibs.

Each bottle has two squibs connected to discharge outlets. The tubing
downstream of the discharge outlet has a check valve that lets halon go
to the left or right engine from each bottle.
ENGINE FIRE EXTINGUISHING BOTTLES
ENGINE FIRE EXTINGUISHING BOTTLES
E N G I N E F I R E E X T I N G U I S H I N G - O P E R AT I O N
E N G I N E A N D A P U F I R E C O N T R O L PA N E L
INTRODUCTION

GENERAL DESCRIPTION

The APU fire extinguishing system floods the APU

compartment with halon to extinguish a fire. One fire
extinguishing bottle supplies the halon to the APU
compartment.

LOCATION

The APU fire extinguishing bottle is in the horizontal

stabilizer accessory compartment. The engine and
APU fire control panel is in the flight compartment
on the P8 panel. The remote APU control panel is in
the right main wheel well, on the aft bulkhead.

PHYSICAL DESCRIPTION

These are the components of the APU fire

extinguishing system:

• Engine and APU fire control panel

• APU fire extinguishing bottle

• Remote APU control panel.

E N G I N E A N D A P U F I R E C O N T R O L PA N E L
APU FIRE EXTINGUISHING BOTTLE

PURPOSE OPERATION

The APU fire extinguishing bottle contains halon that When you pull up and turn the APU fire handle in any direction or move the toggle switch on the
extinguishes an APU fire. panel in the wheel well, you operate the squib. The squib breaks a seal in the bottle. This causes the
bottle to release halon into the APU compartment. If the bottle temperature increases to 266F
PHYSICAL DESCRIPTION
(130C) or bottle pressure to approximately 1800 psi, the safety relief port breaks open. This blows
The APU fire extinguishing bottle is spherical. The out the disc and discharges the halon into the accessory compartment.
bottle contains halon under a nitrogen pressure of
800 psi at a temperature of 70F (21C). These are the
components of the APU fire extinguishing bottle:

• Pressure gage and switch

• Fill fitting and safety relief device

• Two electrical connectors

• Two discharge ports with squibs.

Only one electrical connector and discharge port is

used. The second electrical connector is capped and
the discharge port is also capped.

LOCATION

The APU fire extinguishing bottle is in the horizontal

stabilizer accessory compartment.
A P U R E M O T E C O N T R O L PA N E L
APU FIRE EXTINGUISHING BOTTLE
INTRODUCTION

PURPOSE
The cargo fire extinguishing system sends halon to
the forward and aft cargo compartments.
GENERAL DESCRIPTION
The cargo fire extinguishing system has these
components:
• Cargo fire control panel
• High-rate discharge (HRD) fire extinguisher bottle
The fire extinguisher bottles contain halon 1301 fire extinguishing agent pressurized with nitrogen.
The HRD bottle is 630 cubic inches and filled with 25 lbs of halon. The LRD bottle is 378 cubic inches
and filled with 13 lbs of halon. Tubing connects the bottles to discharge nozzles in the forward and
aft cargo compartments.
The DMUs remove moisture, filters debris, and meters the flow of halon during release from the
low rate discharge (LRD) fire extinguishing bottle. The discharge nozzles spray halon into the fwd or
aft cargo compartments. There are 2 discharge nozzles in the ceiling of the forward cargo
compartment and 3 in the ceiling of the aft cargo compartment.
OPTION: The ETOPS LRD bottle is 800 cubic inches and filled with 33 lbs of halon.

• Low-rate discharge (LRD) fire extinguisher bottle

• Drier metering unit (DMU) (2)

• Discharge nozzle (5).

The cargo fire control panel is in the flight

compartment on the P8 panel. The panel has these
controls and indications for fire extinguishing:

• ARM FWD and AFT switchlights

• EXT FWD and AFT squib test lights

• Extinguisher bottle DISCH switchlight.

C A R G O F I R E C O N T R O L PA N E L
C A R G O F I R E C O N T R O L PA N E L
FIRE EXTINGUISHER BOTTLE

PURPOSE FUNCTIONAL DESCRIPTION

The fire extinguisher bottle holds halon fire
extinguishing agent pressurized with nitrogen to
extinguish fires in the forward and aft cargo
compartments.
LOCATION
The fire extinguisher bottles are in the
conditioning distribution compartment.
PHYSICAL DESCRIPTION
The fire extinguisher bottle has these components:
• Safety relief and fill port
• Two handles
The discharge assembly has an explosive squib that releases the halon through the discharge port.
The squib is discharged when the DISCH switch on the cargo fire control panel is pressed.
The pressure switch monitors the pressure in the bottle. When the bottle pressure is less than 250
psi, the switch sends a signal to the flight compartment and the amber DISCH light comes on.
The safety relief and fill port is a fitting on the bottle. The safety relief opens to make sure the bottle
air does not break if internal pressure is too high.
WARNING: BE CAREFUL WHEN YOU MOVE THE FIRE EXTINGUISHER BOTTLE. THE FIRE EXTINGUISHER
BOTTLE IS HIGHLY PRESSURIZED AND HAS AN EXPLOSIVE CARTRIDGE AS A COMPONENT. ACCIDENTAL
DISCHARGE OF THE FIRE EXTINGUISHER BOTTLE CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.
WARNING: PUT A PROTECTIVE CAP ON THE SQUIB. IF YOU DO NOT PUT A PROTECTIVE CAP ON THE SQUIB,
THE FIRE EXTINGUISHER BOTTLE CAN RELEASE ITS CONTENTS SUDDENLY AND CAUSE INJURY TO PERSONS.

• Pressure switch TRAINING INFORMATION POINT

• Stowage for the electrical protective caps for the There are three different size fire extinguisher bottles for the airplane. The HRD bottle is 630 cubic
squibs. inches. The basic LRD bottle is 378 cubic inches and the ETOPS LRD bottle is 800 cubic inches. All
bottle components are the same.
FIRE EXTINGUISHER BOTTLE
C A R G O F I R E C O N T R O L PA N E L
AIR CONDITIONING DISTRIBUTION
C O M PA R T M E N T
C A R G O F I R E C O N T R O L PA N E L
INTRODUCTION

PURPOSE GENERAL DESCRIPTION

The wheel well overheat detection system uses two Fire (overheat) sensing elements in the main wheel well supplies the wheel well fire detection
sensing elements in the main wheel well. It monitors signal. The signal goes to the compartment overheat detection controller. This unit supplies the fire
the wheel well for a fire condition. When the system alarms.
senses a fire condition, alarm indications operate in
These are the flight compartment indications of a wheel well fire:
the flight compartment. The indications are on the
glareshield panel P7 and on the engine and APU fire • Two red FIRE WARN lights on P7 panel come on
control panel P8. The aural warning unit also gives a
• Bell sounds in the aural warning unit
bell sound.
• Red WHEEL WELL light on engine and APU fire control panel comes on.
PHYSICAL DESCRIPTION
If the wheel well fire alarms come on due to a real fire or a fault, the MAINT ADV light on the
These are the components for the wheel well fire
compartment overheat detection controller comes on. Use the module to do a check for real alarm
detection:
or a fault condition.
• Main wheel well fire (overheat) sensing element
You use the test switch on engine and APU fire control module panel to the OVHT/FIRE position to
(loop A and loop B)
do a test of the wheel well sensing element. If the test passes, the indications in the flight
• Compartment overheat detection controller compartment are the same as for a real fire condition. If the test fails, use the compartment
overheat detection controller to isolate the fault.
• P7 glareshield panel
NOTE: DURING THE WHEEL WELL FIRE TEST, THE ENGINE OVERHEAT, THE ENGINE FIRE, AND THE APU FIRE
• Engine and APU fire control panel
SYSTEMS ALSO DO A TEST.
• Aural warning unit.
W H E E L W E L L O V E R H E AT D E T E C T I O N
E N G I N E A N D A P U F I R E C O N T R O L PA N E L
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E
O V E R H E AT S E N S I N G E L E M E N T

PURPOSE FUNCTIONAL DESCRIPTION

The overheat sensing element monitors for high
temperature conditions in the main wheel well.
LOCATION
The sensing element is in the ceiling of the left and
right main wheel wells.
The sensing element is a thermistor type with resistance inversely proportional to temperature. As
the element temperature increases, the resistance decreases. If any portion of the sensing element
is above alarm temperature of 400F (205C), the element resistance decreases sharply. The single
wire in the center of the core is the power lead and the outside tube is electrically grounded. The
insulating resistance of the core material decreases suddenly at the alarm temperature. Current
flows through the core material to ground when alarm temperature is sensed.

The sensing element attaches to the ceiling of the TRAINING INFORMATION POINT
wheel well by quickrelease fasteners.
The minimum bend radius for the sensing elements is one inch (2.5 cm). If possible, do not bend
PHYSICAL DESCRIPTION the element in a radius less than three inches (8 cm).

The sensing element is a single strand of nickel wire
embedded in insulation. The sensing element has
these components:
• Nickel wire
Sensing elements are in clamps with color-coded bushings. The element end brackets have collars
that prevent the element from twisting when the electrical connectors are put on.
CAUTION: DO NOT MAKE THE PERMITTED DENTS OR KINKS STRAIGHT. DAMAGE TO THE TUBING CAN
OCCUR.

• Insulation NOTE: MAKE SURE THERE IS AT LEAST 0.50 INCH (1.5 CM) BETWEEN THE ELEMENT AND THE STRUCTURE
EXCEPT AT THE MOUNTING CLIPS.
• Tube

• Electrical connector.
O V E R H E AT S E N S I N G E L E M E N T
O V E R H E AT S E N S I N G E L E M E N T
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E
PURPOSE
The compartment overheat detection module (CODM) monitors sensing
elements for overheat conditions in the wheel well and the wing and
body areas.
LOCATION
The CODM is in the electronic equipment compartment on the E1-4 rack.
PHYSICAL DESCRIPTION
The control circuits for wheel well overheat detection are in the CODM.
The front panel has these components:
• MAINT ADV (maintenance advisory) light
• LED display
• BITE instructions
• Four BITE control switches (MEM READ, MEM CLEAR, LOC TEST and
DISP TEST).
BITE TEST SWITCHES AND INDICATIONS
The non-volatile memory provides a storage area for ten fault/alarms.
Failure of the control cards, power supply card, loss of ac or dc power are
not stored. Short circuit faults are stored as alarm codes.
MEM READ (memory read switch), accesses the non-volatile memory.
MEM CLEAR (memory clear switch), clears the non-volatile memory. The
existing faults and alarms can not be cleared until corrected.
LOC TEST (local test switch), initiates a test sequence of the control
circuits and detector elements. This is a system test that shows current
configuration and faults. These are the possible wheel well overheat
display messages:
• MWW LPA OVHT, SHORT, OPEN
• MWW LPB OVHT, SHORT, OPEN.
Pressing LOC TEST and viewing a MWW fault deactivates the failed loop
and puts the wheel well overheat system into single loop operation. This
allows flight deck initiated tests to pass and improves airplane availability.
DISP TEST (display test switch), verifies correct operation of the control
circuits. MAINT ADV (maintenance advisory light), is on when a fault or an
alarm is stored in the non-volatile memory. MAINT ADV also shows in the
display window until the LOC TEST button is pushed to view the fault or
alarm. The MAINT ADV light stays on until the detected condition is
removed and the non-volatile memory is cleared. When doing manual
wheel well overheat detection tests from the flight compartment, the
CODM display window shows EXTERNAL TEST.
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E
FUNCTIONAL DESCRIPTION

FUNCTIONAL DESCRIPTION

The compartment overheat detection module

(CODM) supplies power to the sensing elements. The
sensing elements are connected to the CODM in
AND logic. A signal from both sensing elements are
needed to signal a fire. The microprocessor monitors
the wheel well overheat sensing elements for alarm
conditions.

If the microprocessor senses a wheel well fire from

both overheat detectors, it keeps the alarm in
memory and sets the fire condition. These are the
indications of a wheel well fire:

• Two red FIRE WARN lights on P7 panel

• Bell sound from aural warning unit

• Red WHEEL WELL light on the engine and APU fire

control panel

• MAINT ADV light on the compartment overheat

detection module.
FUNCTIONAL DESCRIPTION

Move the test switch to the OVHT/FIRE position to

start a test of the wheel well overheat detection
system. The test alarm inputs are not kept in
memory.

The test does a check of the continuity of the sensing

elements. If the sensing elements have continuity,
the indications are the same as during a real alarm.
During an OVHT/FIRE test, the display on the CODM
will give a EXTERNAL TEST message. If either of the
sensing elements do not have continuity, the red
WHEEL WELL light does not come on in the flight
compartment. You must go to the CODM to put the
system into single loop operation.

To put the wheel well overheat detection system into

single loop operation, go to the CODM and push the
LOCAL TEST button.

There is no difference between a real alarm and a

short circuit. If there is a short circuit, the indications
are the same as for a real alarm.
FUNCTIONAL DESCRIPTION

The faulty loop is shown on the display and is now

deactivated, putting the system into single loop
operation and allows subsequent flight
compartment tests to pass. SINGLE LOOP OPS will be
displayed on the CODM until the faulty loop is
repaired or replaced. Once the faulty loop is
replaced, press LOCAL TEST to put the system back
into dual loop mode.

TRAINING INFORMATION POINT

For the indications and test of the wheel well

overheat detection system, 28v dc and 115v ac
power must be on.
INTRODUCTION

PURPOSE These are the flight compartment indications of a duct leak overheat:

The duct leak overheat detection system (DLODS) uses sensing elements
adjacent to the pneumatic ducts. It monitors the pneumatic distribution
system ducts for overheat conditions. When the system detects an
overheat condition, alarm indications turn on in the flight compartment.
The indications are on the P7 glareshield panel and on the P5 air
conditioning/bleed air controls panel.
GENERAL DESCRIPTION
These are the major components of the duct leak overheat detection
system:
• Left or right amber WING-BODY OVERHEAT light on the air
conditioning panel comes on MASTER CAUTION and AIR COND
annunciator lights come on.
WING AND BODY OVERHEAT TEST
The duct leak overheat detection test is with the OVHT TEST switch on the
air conditioning bleed air controls panel. If the test passes, the
indications in the flight compartment are the same as for a real overheat
condition. If the test fails, use the compartment overheat detection
module to isolate the fault.

• Overheat sensing elements

• Compartment overheat detection module (CODM)

• Air conditioning panel.

The duct leak overheat detection system uses a single overheat sensing
loop. The detector loops in the left and right wing/body area supplies
overheat and fault signals to the CODM. The CODM uses the signals to
give overheat or fault indications in the flight compartment on the air
conditioning bleed air controls panel. The fault signals show on the
CODM.
D U C T L E A K O V E R H E AT D E T E C T I O N S Y S T E M
A I R C O N D I T I O N I N G PA N E L
MASTER CAUTION SYSTEM
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E
D U C T L E A K O V E R H E AT D E T E C T I O N S Y S T E M Z O N E S

GENERAL DESCRIPTION All zone overheat detector elements are monitored by the compartment overheat detection
module (CODM). The sensing elements sense wheel well fire (dual loop), and overheats caused by
These are the zones of the duct leak overheat
pneumatic duct leaks (single loop).
detection system:

• Left wing strut (left zone 1)

• Left wing inbd-outbd (left zone 2)

• Left AC pack (left zone 3)

• NGS (left zone 4)

• Keel beam (left zone 5)

• Aft body cargo (left zone 6)

• Aft body APU (left zone 7)

• Right wing strut (right zone 8)

• Right wing inbd-outbd (right zone 9)

• Right AC pack (right zone 10)

• Wheel well loop A (zone 11a)

• Wheel well loop b (zone 12b).

O V E R H E AT S E N S I N G E L E M E N T

PURPOSE The sensing elements have these components:

The overheat sensing elements monitor for high temperature conditions • Nickel wire
in the wing and lower aft body of the airplane.
• Insulation
LOCATION
• Tube
The sensing elements are located in these areas:
• Electrical connector.
• Left and right engine strut
FUNCTIONAL DESCRIPTION
• Left and right wing leading edge
The sensing element is a thermistor type with resistance inversely
• Left and right air conditioning compartment proportional to temperature. When element temperature increases, its
resistance decreases. If any part of the sensing element is more than the
• Keel beam
alarm temperature of 310F (154C) in the strut or 255F (124C) in other
• Aft cargo compartment areas, the element resistance decreases quickly. The wire in the center of
the core is the power lead and the external tube is electrically grounded.
• Section 46 and 48. The insulating resistance of the core material decreases quickly at the
The sensing element attaches to the airplane structure by quickrelease alarm temperature. Current flows through the core material to ground
fasteners. when alarm temperature is sensed.

PHYSICAL DESCRIPTION TRAINING INFORMATION POINT

The sensing element has a single strand of nickel wire in insulation. The minimum bend radius for the sensing elements is one inch (2.5 cm).
If possible, do not bend the element in a radius less than three inches (8
cm).
O V E R H E AT S E N S I N G E L E M E N T

Sensing elements are in clamps with color-coded

bushings. The sensing element end brackets have
collars that prevent the element from twisting when
the electrical connectors are put on.

CAUTION: DO NOT MAKE THE PERMITTED DENTS OR

KINKS STRAIGHT. DAMAGE TO THE TUBING CAN OCCUR.

NOTE: MAKE SURE THERE IS AT LEAST 0.50 INCH (1.5 CM)

BETWEEN THE ELEMENT AND THE STRUCTURE EXCEPT AT
THE MOUNTING CLIPS.
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E

PURPOSE
The compartment overheat detection module (CODM) monitors sensing
elements for overheat and fire conditions in the wheel well and the
wing/body areas.
LOCATION
The CODM is in the electronic equipment compartment on the E1-4 rack.
PHYSICAL DESCRIPTION
The control circuits for the wing/body overheat detection are in the
CODM. The front panel has these components:
The MEMORY READ switch gets access to the non-volatile memory. The
MEMORY CLEAR switch clears the non-volatile memory. The existing
faults and alarms can not be cleared until corrected. The LOCAL TEST
switch, initiates a test sequence of the control circuits and detector
elements. This is a system test that shows current configuration and
faults. These are the possible duct leak overheat detection display
messages:
• L WNG STR OVHT, SHORT, OPEN
• L WNG LE OVHT, SHORT, OPEN
• L WNG LE 2 OVHT, SHORT, OPEN

• MAINT ADV (maintenance advisory) light • L AC PACK BAY OVHT, SHORT, OPEN

• LED display • NITROGEN GEN OVHT, SHORT, OPEN

• BITE instructions • L KEEL BM OVHT, SHORT, OPEN

• Four BITE control switches (MEMORY READ, MEMORY CLEAR, LOCAL • AFT BDY CGO OVHT, SHORT, OPEN
TEST and DISP TEST).
• AFT BODY APU OVHT, SHORT, OPEN
BITE TEST SWITCHES AND INDICATIONS
• R WNG LE OVHT, SHORT, OPEN
The non-volatile memory provides a storage area for ten fault/alarms.
• R WING LE 2 OVHT, SHORT, OPEN
Failure of the control cards, power supply card, and loss of ac or dc
power are not stored. Short circuit faults are stored as alarm codes. • R WNG PACK BAY OVHT, SHORT, OPEN
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E

• R WNG STR OVHT, SHORT, OPEN

The DISPLAY TEST switch does a check of the control

circuits.

MAINT ADV (maintenance advisory light), is on when

a fault or an alarm is stored in the non-volatile
memory. MAINT ADV also shows in the display
window until the LOC TEST button is pushed to view
the fault or alarm. The MAINT ADV light stays on until
the detected condition is removed and the non-
volatile memory is cleared

When doing a manual duct leak overheat detection

test from the flight compartment. The CODM display
window shows EXTERNAL TEST.
C O M PA R T M E N T O V E R H E AT D E T E C T I O N M O D U L E
FUNCTIONAL DESCRIPTION

FUNCTIONAL DESCRIPTION

The compartment overheat detection module

supplies power to the overheat detector elements.
The microprocessor monitors the detector elements
for overheat conditions.

If the microprocessor detects an overheat, it keeps

the alarm in memory and sets the overheat
condition. These are the indications of a wing/body
overheat:

• Left, right amber WING-BODY OVERHEAT light

comes on the air conditioning bleed air controls
panel

• MASTER CAUTION and AIR COND annunciator

lights come on

• MAINT ADV light on the compartment overheat

detection module comes on.

Push and hold the P5 OVHT TEST switch for 5

seconds to start a test of the duct leak overheat
detection system. The test alarm inputs are not kept
in the memory.
FUNCTIONAL DESCRIPTION

The test does a check of the continuity of the sensing

elements. If the sensing element has continuity, the
indications are the same as during a real alarm. If the
sensing element does not have continuity, there are
no indications in the flight compartment.

There is no difference between the real alarm and a

short circuit. If there is a short circuit, the indications
are the same as for a real alarm.

The faulty sensing element (no continuity or a short

circuit) can be found by the indications displayed on
the compartment overheat detection module.

TRAINING INFORMATION POINT

For the indications and test of the duct leak overheat

detection system, 115v ac power must be on.
INTRODUCTION

PURPOSE Smoke clearance mode operation has an interface with these operations
in the air conditioning system:
The equipment cooling system has two subsystems, the equipment
cooling supply system and the equipment cooling exhaust system. The • Flow control and shutoff valve
equipment cooling smoke detection system monitors for smoke in the
• Recirculation fans
supply system and the exhaust system. If there is smoke, the detection
system gives an indication in the flight compartment. • Equipment cooling fans

The detection system also starts the automatic reconfiguration of the • Overboard exhaust valve.
smoke clearance mode.
A test panel on the J23 junction box in the EE compartment lets you do a
GENERAL test of the smoke detectors and system operation.

The supply system and the exhaust system have a smoke detector. The
detectors monitor for smoke. Relays give the logic that controls the
operation of the smoke detection system.

If smoke is detected, the detector sends an alarm signal for these:

• Indication in the flight compartment

• Operation of the automatic reconfiguration for the smoke clearance

mode

• Configuration of the purge mode for the supply system.

EQUIPMENT COOLING SYSTEM
SMOKE DETECTOR

PURPOSE OPERATION

The smoke detectors monitor for smoke in the Air goes into one port and exits the other port. In the detector, it goes through a light beam. When
equipment cooling supply and exhaust systems. particles are in the air, the light beam is deflected to a circuit. The circuit energizes a relay. The relay
gives a ground to the connector. The ground is the alarm signal.
LOCATION

The two detectors are in the EE compartment. The

supply system detector is adjacent to the fuselage
and forward of the supply fan/ check valve
assemblies. The exhaust system detector is below
the floor board that is forward of the P92 panel and
above the exhaust fan/ check valve assemblies.

PHYSICAL DESCRIPTION

The detector is a photoelectric device. The detector

has these:

• Electrical connector

• Two ports

• Mounting flange.

• The detector has an ESDS placard.

SMOKE DETECTOR
E Q U I P M E N T C O O L I N G PA N E L
TIMELINES

GENERAL • R1185. It has a five-minute time delay. It de-energizes five minutes after R1150 de-energizes.

The graphic shows the different timelines for these: • R1183. It has a 10-second internal timer. It energizes for ten seconds when R645 de-energizes.

• Supply or exhaust smoke detected NOTE: THIS PAGE SHOWS A GENERAL SEQUENCE OF THE TIMELINES TO HELP UNDERSTAND THE
FUNCTIONAL DESCRIPTION PAGE.
• EQUIP SMOKE light operation

• Operation of the automatic reconfiguration of the

smoke clearance mode

• Equipment cooling supply fan operation.

When smoke is detected, these relays give the time

lengths and control of the timelines:

• R1149. It has a two-second time delay. It energizes

two seconds after smoke is detected.

• R1184. When it energizes, the automatic

reconfiguration operates.

• R645. The equipment cooling supply fan stops

when the relay energizes.

• R1150. It has a 30-second time delay. It de-

energizes 30 seconds after smoke detection stops.
FUNCTIONAL DESCRIPTION

GENERAL

The equipment cooling smoke detection system

monitors the supply and exhaust systems for smoke.

When a smoke alarm occurs, the detection system:

• Gives the EQUIP SMOKE alarm indication in the

flight compartment

• Automatically reconfigures airplane systems to the

smoke clearance mode

• Begins the purge mode setup.

• Resets the automatic reconfiguration.

The detection system also:

• Controls the purge mode

• Gives signals of the operation of the detectors and

alarm indication to the DFDAU

• Inhibits the EQUIP SMOKE alarm indication when

the smoke source is the forward cargo
compartment

• Has a function to test the system for correct

operation.
FUNCTIONAL DESCRIPTION

SMOKE DETECTION SYSTEM COMPONENTS

When a smoke detector detects smoke, the relay in

the detector energizes. The ground gives the smoke
alarm to the system. The ground also gives the
smoke alarm for the test function. The smoke
detection system has relays that give operation logic.
Some relays have time delays. The TDO (time delay
on operation) timers operate when they get power.
The TDR (time delay on release) timers operate when
power is removed. The relay with an internal timer
(I/T) operates for a specified time when it gets power.

These are the components that control the

indication and the reconfiguration:

• R1149 equipment cooling smoke detection

persistence relay

• R1187 equipment cooling smoke detection purge

enable relay. This relay gives power to energize
R1183

• R1186 equipment cooling smoke detection purge

setup relay. This relay gives a path to the electrical
ground to energize R1183
FUNCTIONAL DESCRIPTION

• R1183 equipment cooling smoke detection purge

mode relay. When this relay gets power from
R1187, it energizes for 10 seconds - R645 supply
system control interrupt relay. Energizes when the
R648 smoke control relay energizes (smoke
clearance mode).

• R644 recirculation fan switch bypass relay

(energized during pressurized flight)

• R1185 equipment cooling smoke detection

reconfiguration timeout relay. Energizes when
R1150 energizes

• R1150 equipment cooling smoke detection

indication timeout relay

• R1184 equipment cooling smoke detection

reconfiguration relay. Energizes when R1185
energizes

• R1151 equipment cooling smoke detection

indication inhibit timeout relay

• R1152 equipment cooling smoke detection

indication test timer relay - R1188 equipment
cooling smoke detection test relay.
FUNCTIONAL DESCRIPTION

SMOKE ALARM

R1149 starts the reconfiguration sequence when

there is a smoke alarm (either detector gives a
ground). R1149 can only energize through R1183.
R1183 controls the purge mode (opens or closes the
circuit between the detector and R1149. The open or
close circuit equals purge or no purge). When R1149
energizes, it gives a ground to energize R1150. R1150
gives a ground to:

• Turn on the EQUIP SMOKE light

• Energize R1185

• Give a signal to the DFDAU.

R1150 gives a ground to:

• Turn on the EQUIP SMOKE light

• Energize R1185.

• Give a signal to the DFDAU.

FUNCTIONAL DESCRIPTION

When R1185 energizes, it:

• Gives a ground to energize R1184

• Connects the R1186 relay to a R1150 contact

(open)

• Connects the R1186 contact to a R1150 contact

(open).

RECONFIGURATION

When R1184 energizes, it sends signals and controls

to these airplane systems to operate the smoke
clearance mode:

• R648 energizes. This causes R645 to energize and

its five minute timer to start (R645 de-energizes
after five minutes).

• APU ECU and BLEED switch (3) signals go to the

IASC (packs go to high flow).

• The left and right K18 relays energize (packs go to

high flow).

• If the plane is in pressurized flight (K644

energized), the left and right K16 relays energize
(left and right recirculation fans stop).
FUNCTIONAL DESCRIPTION

RESET (AUTO RECONFIGURATION SYSTEM

DEACTIVATES)

NOTE: DURING THE RESET SEQUENCE, THE R645 TIMER

OPERATES AND THE PURGE MODE ACTIVATES.

When the smoke alarm stops, the detector ground

opens and R1149 de-energizes. This opens the
ground to R1150. The R1150 TDR starts. Thirty
seconds later, R1150 de-energizes.

When R1150 de-energizes:

• The ground connects, through the R1185 contact,

to the R1186 relay (energizes)

• The ground connects, through the R1185 contact,

to the R1186 contact

• The R1185 TDR starts

• A signal goes to the DFDAU.

After five minutes, R1185 de-energizes and these

occur:

• R1186 de-energizes

• R1184 de-energizes
FUNCTIONAL DESCRIPTION

• The de-energized R1184 relay causes the related

airplane systems to go back to their normal
control operation.

This completes the reset of the automatic

reconfiguration system.

PURGE MODE

After five minutes, R645 de-energizes (the supply fan

starts). (When the supply fan starts, the purge mode
lets the fans clear smoke particles from the ducts.)
This causes R1187 to de-energize. The R1187 contact
lets power go to the R1183 relay and:

• R1183 energizes (the ground is through the R1186,

R1185 and R1150 contacts);

• The internal timer starts.

When R1183 energizes, the circuit between the

detectors and R1149 opens (the smoke detection
reconfiguration circuit is inhibited).

This stops a false alarm caused by particles that are

in the system. After ten seconds, R1183 de-energizes
(smoke detection reconfiguration circuit is normal).
FUNCTIONAL DESCRIPTION

TEST

When you push the TEST switch, R1152 energizes.

The ground lets R1188 energize. When you release
the switch, the TDR starts. R1152 stays energized for
20 seconds. When it de-energizes, R1188
deenergizes. When R1188 energizes:

• A signal goes to the detectors to start a test

• A circuit between the exhaust smoke detector and

the EXH (exhaust) light closes

• A circuit between the supply smoke detector and

the SPLY (supply) light closes

• Signals go to the DFDAU.

If the detector is good, it gives a ground and its

related light comes on. The signals to the DFDAU let
the DFDAU know that this is a test and not an alarm.
FUNCTIONAL DESCRIPTION

EQUIP SMOKE LIGHT INHIBIT

R945 energizes if there is a forward cargo

compartment fire alarm.

R648 energizes automatically or manually. If the

equipment cooling smoke detection system detects
smoke, it automatically energizes R648. If the crew
smells smoke, they move switches.

Since the smoke can be from the cargo compartment

fire (the crew procedure is different from equipment
cooling smoke procedures), the light is inhibited by
R1151.

R1151 energizes when all these occur:

• R648 energized (smoke clearance mode)

• R644 energized (pressurized flight)

• R945 energized (forward cargo compartment fire

alarm).

When R1151 energizes, the EQUIP SMOKE light

cannot come on. Also, a signal goes to the DFDAU.
FUNCTIONAL DESCRIPTION

DFDAU

The pullup resistors give reference voltages to the

DFDAU for system operation data. These four
pullups let accurate signals go to the DFDAU:

• R1142 equipment cooling smoke supply pullup

resistor

• R1143 equipment cooling smoke exhaust pullup

resistor

• R1144 equipment cooling smoke pullup resistor

• R1191 equipment cooling smoke auto pullup

resistor.

The DFDAU gets signals about system operation. The

pullup resistors let the DFDAU get correct signals
(grounds and opens). The pullups stabilize (due to
electrical voltage variations) the electrical power to
give a good reference voltage. It gets these signals:

• Supply detector test/no test alarm

• Exhaust detector test/no test alarm

• Light inhibit/no inhibit.