1.

AIRCRAFT AND AIRPORT

2. AIRCRAFT
3. PARTS OF THE AIRCRAFT
4. ENGINES AND APU
5. FUEL LOCATIONS
6. HAZARDS IN AN AIRCRAFT/AIRPLANE
7. FIRE DETECTION SYSTEM IN AIRCRAFT
8. FIRE SUPPRESSION SYSTEM IN AIRCRAFT
9. FIRE DETECTION AND SUPPRESSION IN AIRCRAFT WHILE IN AIR
10. FIRE DETECTION AND SUPPRESSION IN AIRCRAFT WHILE ON GROUND
11. EMERGENCY LANDING
12. FIRE VEHICLES FOR AIRCRAFT FIRE FIGHTING ON GROUND
13. AIRPORT
14. LOCATIONS AT AIRPORT
15. HAZARD AT AIRPORT WITH LOCATIONS
16. FIRE DETECTION SYSTEM AT AIRPORT
17. FIRE SUPPRESSION SYSTEM AT AIRPORT
18. FIRE FIGHTING RULES AND REGULATION AT AIRPORT AND AIRCRAFT
19. CONCLUSION
[Link] AND AIRPORT
2. AIRCRAFT
Any vehicle that is built and made to fly in the air is called
an aircraft, and there are various aircraft types and categories.
While the airplane is the most well-known, familiar, and popular type
of aircraft that we know of, other aircraft that fly in the air also fall into
this category.

3. PARTS OF THE AIRCRAFT

PROGRAMS
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LOCATIONS
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EXPERIENCE
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LEARN
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Parts of an
Airplane
and Their
Function
There are many parts of an airplane and each has its
own specific purpose. Let’s look at the main
components of an airplane and get a better
understanding of their function.
Fuselage

The plane’s body, or fuselage, holds the aircraft

together, with pilots sitting at the front of the fuselage,
passengers and cargo in the back.
 Cockpit

The cockpit is the area at the front of the fuselage from

which a pilot operates the plane. The cockpit contains
the:
 Instrument panel

This is similar to a car’s dashboard, providing the pilot with

information about the flight, the engine and the circumstances of the
aircraft. Depending on the aviation electronics (avionics) installed in
an aircraft this may be on an interactive screen or using the typical ‘6
Pack’ for key pieces of information.
 Flight controls

In the cockpit are two seats, one for the pilot and the other for the co-
pilot.
 Pilot seats

In the cockpit are two seats, one for the pilot and the other for the co-
pilot.
 Rudder pedals

Rudder pedals control yaw in flight and are used for steering on the
ground during a taxi.
 Overhead panel

The overhead panel contains aircraft systems, such as air

conditioning, electrical, fuel and hydraulics.
 Side consoles

Side consoles are for communication instruments and documentation,

depending on the aircraft.

Each of these parts of an airplane are critical in the

different phases of flight.
 Wings

An aircraft’s wings are critical to flight through the

production of lift, but they have many parts of the wing
to control this lift amount and direction.
 Ailerons

Ailerons are one of the three primary control surfaces that control a
plane (along with the Elevator and Rudder) and are located on the
trailing edge of the wing to help control the roll of a plane. When a
pilot turns to the left in the cockpit, the left aileron goes up, reducing
lift on that side, and the right aileron goes down, increasing lift
causing that side to rise. This causes the plane to roll to the left and
begin a turn.
 Flaps

Flaps, like ailerons, are located on the trailing edge of the wing. Unlike
 ailerons, the flaps move symmetrically on each side and create more
lift and drag. Flaps are typically used during takeoff and landing, when
aircraft speeds are lower, to create additional lift and reduce stall
speeds.
 Winglet

On an airliner, the tip of the wing is bent up. This is known as a

winglet. Winglets were created to reduce induced drag.
 Slats

Slats are similar to flaps, only located at the front of the wing (a
leading-edge device) and change a wing’s shape temporarily to
increase lift.

 Spoilers

Spoilers are used to help the aircraft descend and reduces the lift
component of an airfoil. This allows the plane to descend and lose
altitude without gaining airspeed.
 Tail (Empennage)

An aircraft’s tail is mainly used for stability, as well as

creating lift in combination with the wings. It’s
comprised of several parts.
 Horizontal Stabilizer and Elevator

The horizontal stabilizer keeps the airplane’s nose from moving up and
down (pitch). The hinged part on the horizontal stabilizer is the
elevator and is one of the primary flight controls. When the pilot in the
cockpit pulls back on the yoke, the elevators go up, causing more
force to push down on the tail, lifting up the nose of the aircraft.
Raising the nose changes the angle of attack on the wings, increasing
lift.
 Vertical Stabilizer and Rudder
The vertical stabilizer allows the airplane to weathervane into the
relative wind. This helps prevent the side-to-side motion of the
aircraft’s nose (yaw). The rudder, which is the primary flight control on
the trailing edge of the vertical stabilizer, is controlled in the cockpit
by the pilot using the left and right pedals. When the pilot pushes the
left pedal, the rudder deflects to the left, pushing the tail right and the
nose to yaw left. Using the rudder in combination with the ailerons
causes coordinated turns by the aircraft.

The tail and its various parts are essential to the

aircraft, helping to keep the plane on course.

Engine(s)
The engine(s), or powerplant, of an aircraft creates
thrust needed for the plane to fly. Generally speaking,
there are two types of aircraft engines, reciprocating
and turbine. With reciprocating engines, air flows into
the engine, is compressed and mixed with fuel and an
electric spark to combust, with exhaust gases leaving
the back of the engine through the manifold. The
engine spins the propeller which then creates thrust to
move the plane forward. Alternatively, with a turbine
engine, the action of compressing air, mixing with fuel,
ignition and exhaust are similar but occur inline. In this
case the power is generated by the air being
exhausted from the engine.

Propeller
An aircraft’s propeller(s) are airfoils, similar to a wing,
installed vertically to create thrust to drive the plane
forward. Attached to the engine, they spin quickly,
creating lift from the pressure difference they create,
only instead of this lift causing the plane to move
upwards, it drives the plane forward creating thrust.
This thrust and forward motion in turn causes air to
pass over the wings, creating the vertical lift.

Landing Gear

Landing gear is located under the belly of the plane

consisting of a wheel and strut to soften impact with
the ground and may be retractable into the fuselage.
Tricycle type wheels are common for general aviation
with one wheel at the front and two behind or the
 reverse for tailwheels with two wheels at the front of
the plane and one under the tail.
All parts of an airplane are crucial for conducting safe
flight. A huge responsibility pilots take on is making
sure all aircraft components are in excellent condition
before embarking on their flight journey.
[Link]
an-airplane/

4. ENGINES AND APU

The 5 Main Types of

Aircraft Jet Engines
Turboshaft Engine on Helicopter
credit: Editorial Team
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There
S are 5 main types of aircraft jet engines. Each have their benefits,
drawbacks,
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Table of Contents
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 1. Turboprop Engine

 2. Turbojet Engine

 3. Turboshaft Engine

 4. Turbofan Engine

 5. Ramjet Engine
1. Turboprop Engine

Editorial TeamTurboprop Engine

The turboprop engine is a turbojet engine that uses a gearing system

to connect to the aircraft propeller. The gearbox of an aircraft comes
with a turbojet that spins the shaft attached to it. The gearbox slows
down the spinning shafts to allow the gear to connect to the propeller.
As with Cessna 172, the propeller rotates through the air to produce
thrust.

LATEST VIDEOS

Turboprop aircraft engines are fuel-efficient and rotate at a mid-range

speed, which can range between 250-400 knots. Turboprop engines
are efficient at mid-range altitudes, but their gearing system can
break down quickly due to their weight. Their forward airspeed is also
limited.
The turboprop engine comprises a combustion chamber, which
contains the pressurized air and gas, turbine, and compressor, which
together runs the turbine.

Editorial TeamRolls-Royce Tyne turboprop engine

The gas and air pressure create the power that drives the compressor.
The propulsion efficiency of turboprop aircraft engines outweighs
turbojet engine at flight speed below 500 knots. Though the diameter
of the propellers of modern turboprop engines is small, these engines
are equipped with many blades, which makes an aircraft stable at high
altitude.

These blades are scimitar-shaped, and the edges of their tips are
swept back for efficiency at high flight speeds. Aircraft engines with
such propellers are referred to as propfans. Like the turbofan aircraft
engine, the turboprop engine converts gas stream energy into
mechanical power to derive its propulsion. It produces enough power
to drive the propeller load, accessories, and compressor. These types
of engines in aircraft come with a shaft attached to the turbine that
drives the propeller through the reduction gear system.
The first turboprop engine was designed in Budapest in 1938. It was
tested in August 1940, but it was later abandoned when the world war
broke out. Max Mueller initiated the designing and launch of the
world’s first turboprop aircraft engine that started to operate in 1942.

2. Turbojet Engine
The concept of the turbojet aircraft engine is simple. It entails taking
air in from the engine’s rear side and then compressing it in the
compressor. But fuel has to be added to the combustion chamber and
burned to raise the fluid mixture temperature to about 1000 degrees.
The hot air that is produced is then pushed through a turbine that
rotates the compressor. The pressure at the discharge of the turbine
should be twice the pressure in the atmosphere. However, that
depends on the efficiency level of an aircraft engine. The excessive
pressure then moves to the nozzle that then generates gas streams,
which are responsible for creating a thrust.

Editorial TeamTurbojet Engine Diagram

An afterburner can be employed to obtain a substantial increase in
thrust. The afterburner can refer to a second combustion chamber
that sits between the nozzle and the turbine. Its role is to heat the gas
before it gets to the nozzle. Increase in temperature results in about
40% increase in thrust when an aircraft is taking off, and the push can
increase at high speed once the aircraft gets in the air.
These are reaction aircraft engines, which expand gases to allow the
plane to push hard forward against the atmospheric pressure. It sucks
in air and then squeezes or compresses it to enable an aircraft to fly.
Turbines start to spin once these gasses flow through the engine. The
gasses then bounce back to the turbine and shoot out of the front of
the exhaust, propelling an aircraft forward. The turbojet works by
passing air through the intake, compressor, turbine, combustion
chamber, and exhaust.

Parts of the Turbojet Engine

Air Intake

The tube attached to the front of a turbojet engine. While it may

appear simple, it contributes a lot to the efficiency of an aircraft
engine. Its role is to direct air into the blades of the compressor, and it
can help minimize the loss of air into the engine at low speeds. The air
intake can help slow the flow of air when the aircraft is flying at high
speed. No matter how fast a plane is moving, the air flowing into the
engine should be subsonic.

The Combustion Chamber

The magic starts at the combustion chamber. The chamber combines

the high pressure to ignite the mixture. Combustion continues as the
mixture or fuel continues to flow through the engine to the compressor
and turbine. Turbojet aircraft engines run lean because the engine
requires an extra flow of air to remain cool.

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The Compressor

The role of the turbine in the rear of the aircraft engine is to drive the
compressor. It compresses the incoming air to increase the
atmospheric pressure. The compressor comprises of a series of fans,
with each containing small blades. The role of the compressor is to
compress the air as it passes each stage of compression.
Exhaust

The air mixture and burned fuel shoots out of the engine through an
exhaust nozzle. The engine produces thrust as the compressed air
pulls out of the front side of the compressor, which then pushes the
aircraft forward.
Turbines

These are a series of fans, which work the same as a windmill. Their
role is to absorb energy as the high-speed air flows through the
compressor. Turbines have blades that are attached to the shaft so
that they can rotate it. Turbojet aircraft engines have an excellent
design.

3. Turboshaft Engine

Editorial TeamTurboshaft Engine

The turboshaft engine is a form of gas-powered turbine that operates

the same as a turboprop engine. But unlike a turboprop engine,
turboshaft engines don’t drive a propeller. Instead, it is used in
helicopters to provide power to the rotor.
Turboshaft engines are designed in a way that makes the speed of a
helicopter rotor to rotate independently of the gas generator’s speed.
That allows the speed of a helicopter rotor to remain constant even
when the gas generator’s speed declines. It also modulates the power
that a helicopter produces.
Turboshaft aircraft engines are commonly used on helicopters. The
only difference between turbojets and turboshafts is that the latter
uses much of their power for turning a turbine instead of producing
thrust. The turboshaft engine is similar to a turbojet engine, but it has
a large shaft that connects the front to the back. Since most of the
turboshaft engines are used on helicopters, the shaft connects to the
transmission of the rotor blade.
Most parts of this engine operate the same as a turbojet engine. Its
turbines are equipped with a shaft to power the rotor blade
transmission. The role of the rotor blade transmission is to transfer
rotation from the shaft to the rotor blade. Turboshaft engines are a
little smaller than piston engines and have a higher weight ratio
compared to piston engines. The only downside of these engines is
that their gear systems are complex and break down easily.
Turboshaft engines derive their propulsion through the conversion of
high-speed gasses into mechanical power to run accessories such as
the turbine and compressor. Like the turboprop engine, the shaft
attached to the turboshaft engine drives both the aircraft propeller
and rotor blade transmission of a helicopter. It uses the reduction
gearbox to propel an aircraft forward.
4. Turbofan Engine

Editorial TeamTurbofan Engine US Air Force

Turbofan jet engines are equipped with a massive fan at the front for
sucking in air. For turbofan jet engines, most of the air flow around the
exterior of an aircraft engine to give the plane more thrust even at low
speeds and make it quiet.
Turbofan jet engines are powering most of todays airliners. All the air
that enters the intake of a turbofan jet engine flows through the
generator that produces the hot air. This generator comprises of a
turbine, combustion chamber, and compressor. Only a small
percentage of the air that passes through the turbofan engine reaches
all the way to the combustion chamber.
The rest of the air passes through a low-pressure compressor or fan,
after when it is mixed with the produced gas or ejected directly. The
objective of this system is to help achieve a higher thrust while
maintaining the same level of consumption. The turbofan jet engine
cut back the velocity within the same level of power supply and
increases the flow of the total air-mass to achieve this.

Editorial

TeamTurbofan Engine operation

The turbofan aircraft engine is an upgraded version of turboprop and
turbojet engines. It works the same as a turbojet engine, but it has a
ducted fan in its front. The fan cools the engine, creates additional
thrust, and lowers the noise of the aircraft engine.

Related Article:
 The Difference Between Turbojet and
Turbofan Engines

The inlet air of turbofan engines is separated into two streams. One
stream flows through the core of the engine while the other bypass air
and flows around the engine. The air that bypasses flows through the
engine, where a duct fan accelerates it to produce additional thrust.
The ducted fan keeps pushing the air through the engine, which then
continues to increase thrust.

Editorial TeamTurbofan Engine

Turbofan aircraft engines are quieter than turbojets and fuel-efficient.

Their design also looks incredible. However, these engines are
inefficient at high altitudes, and their frontal area is larger than
turbojets, which makes them a little heavy.
Turbofan aircraft engines are fitted with a duct at the rear of the
engine. An independent turbine attached to the front of the
compressor usually drives the turbine at the same speed as the
compressor. The air from the fan does not mix with the engine air, but
it can be ducted back to mix with the air at the front of the engine.
The exhaust gas produces less than 25% of the total thrust, while 75%
comes from the attached fans.
5. Ramjet Engine

Editorial TeamRamjet Engine Operation

These are the lightest types of engines in aircraft and come with no
moving components. The speed of an aircraft is responsible for forcing
air into the engine. Ramjet operates the same as a turbojet, except
that the rotating parts are not present. However, the fact that the
compression ratio depends on the speed of an aircraft restricts the
application of ramjet engines.
Unlike other engines, the ramjet does not develop static thrust;
instead, it generates little thrust below the speed of the sound. That
means an aircraft running on a ramjet engine requires assistance
when taking off, which could be in the form of another aircraft. The
ramjet engine has been used in space vehicles and several guided-
missile systems.

[Link]

apu
Would you be surprised to learn that most two-engine jet
airliners actually have three engines? Yes, it’s true! You may
occasionally hear pilots making reference to the ‘APU’. What is
it? You are about to find out as we explain where you can find
this engine, what it does, and why it is so important.

What is an APU Engine?

APU stands for ‘auxiliary power unit’. It is a small
engine, often mounted in the tail, providing electrical
power and compressed air on the ground and
occasionally in flight. Unlike regular jet engines, it isn’t
used to provide thrust. Hence, it is deemed ‘auxiliary’.
While an engine that doesn’t produce thrust might seem a
touch counter-intuitive, the APU provides several highly
valuable functions.

In fact…

Without an APU, it would be a real struggle for most

commercial airliners to quickly and easily get off the ground.

Read on to find out how it works and what it does.

 How Does an APU Work?
An APU is normally a gas turbine engine (although piston-
driven versions are entering the market too). It works in
precisely the same way as a conventional jet engine.

Principally…

It draws in air, compresses it, mixes it with fuel, and ignites it

to produce a hot compressed exhaust gas.

The cycle looks like this: –

[Link] is drawn in via a turbine (a fancy aviation term for a large

fan)
[Link] air is brought to rest against fixed stator vanes, where it
is compressed
[Link] vapor is added to the compressed air
[Link] air is ignited, where it increases in temperature and
expands rapidly, creating lots of energy.
A conventional jet engine will eject this hot gas out of a nozzle
in order to create thrust.

An APU doesn’t do this.

Instead, the hot exhaust gas is directed to another turbine at

the rear of the APU. This is connected to the front turbine,
causing the front or first stage turbine to spin faster. This, in
turn, draws in more air, continuing the cycle.

If you’ve ever been walking near a passenger jet, you can often
hear a distinctive ‘whine’, even though the main engines
appear to be stopped.

There’s a good chance that what you are actually hearing is the
APU. It is a tiny jet engine that creates a really high-pitched
whistling sound.
Wait!
We go to all this effort to create zero thrusts?
Correct. The APU isn’t used to provide any forward propulsion
to the aircraft. Instead, aircraft use the APU’s high-powered
efficiency for other things.

Such as?

Well…

What is the APU Used for in Aviation?

The APU normally has three main functions in commercial

passenger jets. It is used primarily to start the engines, provide
air conditioning to the cabin, and generate electrical power. It
actually performs quite a few vital roles for such a small
engine.

Here’s what you need to know.

The APU outputs: –

Bleed Air
Used for: –

Engine Starting
Air Conditioning
While some of the air pushed through an APU does make its
way out the back exhaust. It isn’t wasted.

The truth is that jet engines (even tiny ones like the APU) can
compress air to really high pressures. Before it is ejected or
used elsewhere, this compressed air is drawn off.

In aviation, there is a specific term for engine air that is ‘bled’

out of the compressor.

Unsurprisingly it is referred to as ‘bleed air. (A touch

unimaginative, we know).
The pressure of this air is normally regulated by a moveable
valve known as a ‘bleed valve’. As a result, the bleed air
pressure can be fine-tuned to be the perfect pressure for its
end users.

And they are?

The engines!

Jet engines need a constant high-pressure air supply to their

latter stages to keep turning and working. When flying through
the air, they are self-sustaining. The hot exhaust gas and high
airflow are enough.

However, when the airplane is cold at the start of the day, it

has neither of these things.

Here’s where the APU comes in!

Hot, high-pressure air is bled off from the APU’s compressor
and fed to an intermediate stage within the main engines. This
gets the main engine turning. This bleed air is also combined
with fuel before being ignited in the core of a jet engine.

Once the engines are running, the APU bleed air is isolated
from the main engines. Leaving them to run independently.

And there’s more…

The APU is also used to provide air conditioning air.

Obviously, we don’t want hot, high-pressure engine air making

its way into the cabin. So the air is passed through a series of
turbines and heat exchangers. More commonly known as air
conditioning ‘packs’.

The turbines in the packs make the compressed APU air do

‘work’. This work causes the air to cool rapidly. It is then fed to
a duct (a technical aviation term for ‘large pipe’), where it is
mixed with ambient cabin air before being circulated through
the cabin.

However, it doesn’t end there. The APU also has another use…

Electricity
Used to: –

Power aircraft instruments

Provide aircraft interior lighting
Power the Radios and navigation equipment
Ensure power supply to the aircraft flight control
computers
Supply energy to the Engine Control Units (also
called FADEC)
Modern-day aircraft may be driven by fossil fuels, but they are
powered electronically. Inside most modern-day jet airliners,
you’ll find banks of computers and circuit boards used to power
a whole manner of onboard equipment. These clever
computers rely on one thing provided by the APU.

Electricity.

The APU’s main driveshaft spins extremely quickly (it is a jet

engine, after all).

Through a series of complex gearboxes and accessory drives,

this movement can be used to turn a generator, providing
electrical power to the whole aircraft!

Normally, when you board an airliner, the APU will provide you
with cool fresh air to breathe and the light with which the cabin
attendants check your boarding card.

Neat, right?

The main engines normally provide these functions when the

aircraft is airborne.

This leads us to the final way in which the APU is utilized…

Backup and Engine Redundancy

Engine failures are a really rare occurrence in aviation.
However, they do happen occasionally.
The good news is that designers and manufacturers have built
a high degree of redundancy into the aircraft in modern
aviation.

What does “redundancy” mean?

Quite simply, most systems on the aircraft will have a reliable

backup. When it comes to vital services, airplane
manufacturers take no chances. This is particularly true when
discussing breathable air and electrical power.
The APU can supply both bleed air to the cabin and electrical
power in the event of an onboard failure. In fact, it is so
powerful that the APU generator can easily match the output of
the main engine generators!

How Much Fuel Does the APU Use?

Now.

You might think that the APU uses a lot of fuel with all this
important work.

This isn’t the case.

Whereas a regular jet engine may burn over 2000 – 4000 lbs of
fuel each hour, an APU uses a fraction of that amount. On a
typical airliner (like the Airbus A320), it will use a mere 440lbs
per hour!
It’s actually a really efficient system!
 Does the APU Run During Flight?

As a general rule, the APU is not regularly used during flight.

Remember, the APU provides bleed air and electrical power. It
doesn’t provide thrust. In flight, the main engines provide
thrust and these other services.
The bottom line?

There is little point in burning extra fuel to run an APU when

you have two (or more) engines already providing those
services.
Also.
The main engines have huge forward-facing fans, allowing
them to make the most of the high-pressure ram air caused by
the airplane’s forward movement. Conversely, the APU has
a tiny inlet flap that allows air to get to its first stage turbine.
As a result, the altitudes at which the APU can be successfully
started and run can be limited.
However, as with most aviation-related things, there
are exceptions to the rules.
If an airplane is heavy or operating in hot-and-high
environments, the main engines will need all the help they can
get. Tapping even a little bleed air from them can harm takeoff
performance.
The APU can come to the rescue! Pilots will often use it to
provide electrical power and air conditioning air during takeoff,
allowing the main engine’s power (and air) to be entirely
devoted to producing climb thrust!

What Happens If the APU Fails in Flight?

Generally speaking, the APU failing in flight is not too big of an
issue. Remember, it is an auxiliary power unit, meaning it is
surplus to requirements. The main engines normally provide
electrical power and air conditioning air, with the APU acting as
a backup.
You can think of it a little like getting a puncture in your spare
tire while it is still in the trunk. Sure, you lose the option of
using it later on, but it isn’t a problem as long as the main
wheels stay good. The same principle applies to the main
engines in flight and the APU.
 What Happens if the APU Fails on the
Ground?

The APU failing on the ground is a whole different story. It can

cause a flight to be grounded completely. The APU is used for
engine starting and creating electrical power before the main
engines are running. It can make acquiring both of these goals
much more challenging if it is broken.
But…

APUs do break down on the ground, and there is an answer.

Remember the things that the APU provides? Both compressed

air and electrical power can be supplied to the aircraft from
external sources. However, ground air carts and ground power
units (GPUs) are often in high demand at major airports.
So, if the APU has failed, this can involve a lengthy wait on the
tarmac until the ground services become available.
 [Link]

5. FUEL LOCATIONS

6. FIRE IN AN AIRCRAFT/AIRPLANE

Types of Aircraft Fires

(A) External Aircraft Fires

 Causes: Crash landings, fuel spillage, tire burst, engine fire on ground.
 Hazards: Jet fuel (Jet A-1 or ATF) is highly flammable and causes rapid fire spread.

(B) Internal Aircraft Fires

 Cabin Fires: Caused by faulty electronics or passenger devices.
 Cargo Fires: Hazardous materials or lithium batteries.
 Cockpit Fires: Due to avionics or circuit panel overheating.
 Engine Fires: Caused by oil leaks, bird strikes, or compressor failures.
✅ Reference:
 NFPA 402 (Guide for Aircraft Rescue and Fire-Fighting Operations): Defines internal and
external fire scenarios and risks.
 ICAO Doc 9137-AN/898 Part 1 – Airport Services Manual: Outlines aircraft fire
classifications and control methods.

Fire in the Air | SKYbrary Aviation Safety

[Link]
[Link]

7. FIRE PROTECTION IN AIRCRAFT

[Link]
8. FIRE SUPPRESSION SYSTEM IN AIRCRAFT
9. FIRE DETECTION AND SUPPRESSION IN AIRCRAFT WHILE IN AIR
10. FIRE DETECTION AND SUPPRESSION IN AIRCRAFT WHILE ON GROUND
11. EMERGENCY LANDING
12. FIRE VEHICLES FOR AIRCRAFT FIRE FIGHTING ON GROUND
13. AIRPORT
14. LOCATIONS AT AIRPORT
15. HAZARD AT AIRPORT WITH LOCATIONS
16. FIRE DETECTION SYSTEM AT AIRPORT
17. FIRE SUPPRESSION SYSTEM AT AIRPORT
18. FIRE FIGHTING RULES AND REGULATION AT AIRPORT AND AIRCRAFT
19. CONCLUSION