AMT218 ENGINE FIRE

PROTECTION
ZHAR PATRIX M. EVANGELISTA
AMT INSRUCTOR
 Fireis the most dangerous threat to the
safety of an aircraft and is associated with
external areas near the main engines and
the APU therefore needs to be detected as
early as possible not to cause a greater
hazard and damage on the engine.
Fire has 3 elements:

Eliminating 1 of these extinguishes the fire.

 Ideally, a fire protection system will include as
many as possible of the following features:

[Link] warning of fire/overheat and its accurate location

2. Must not cause false warnings
3. Continuous warning for duration of
fire/overheat
4. Confirmation that the fire has been
extinguished
5. Indication that the fire has re-ignited
6. A means of testing the system from the flight
deck
7. Detectors that are proof against oil, water,
vibration and high temperatures
8. Detectors that are easily accessible
throughout the aircraft
9. Detectors and
extinguishers
hotwired electrically
or powered from
emergency electrical
buses
10. Adequate visual and aural indication on
the flight deck and vital areas on the aircraft
 11.
Separate warnings for each engine and
specific areas as determined by the aircraft
manufacturers
FIRE EXTINGUISHING
 Fireis the most dangerous threat to the
safety of an aircraft and is associated with
external areas near the main engines and
the APU therefore needs to be detected and
extinguished as early as possible to not
cause greater hazard and damage
WHAT IS THE DIFFERENCE BETWEEN
FLAMMABLE AND INFLAMMABLE?
 If something is  inflammable means
flammable it means it that a substance is
can be set fire to, such capable of bursting into
as a piece of wood flames without the
need for any ignition.
 Performing maintenance on aircraft and their
components requires the use of electrical
tools which can produce sparks, along with
heat-producing tools and equipment,
flammable and explosive liquids, and gases.
As a result, a high potential exists for fire.
CLASSIFICATION/TYPES OF FIRE
CLASS A (ORDINARY COMBUSTIBLE
MATERIALS)
 Water/Gas extinguishers - only to be used on
fires involving burning solids (Class A fires).

Water has two effects on fire:

1. it deprives fire of oxygen
2. cools the material being burned.
CLASS B (FLAMMABLE LIQUIDS)
 Sincemost petroleum products float on
water, water-type fire extinguishers are not
recommended for Class B fires.
 Aqueous Film-Forming Foam (AFFF) - suited
for Class B fires, due to its smothering and
cooling action and to the fact that its finer
particles will not cause the fire to spread.
AFFF extinguishers can also be used on
Class A fires.
CLASS C (ELECTRICAL FIRES)
 Extreme caution must be used when fighting
electrical fires with water-type extinguishers. Not
only must all electrical power be removed or shut
off to the burning area, but residual electricity in
capacitors, coils, and so forth must be considered
to prevent severe injury, and possibly death from
electrical shock.
Carbon Dioxide (CO2) - is the ‘universal’
fire extinguisher and being non-
corrosive, non-conductive, and leaving
no residue, it is suitable for almost all
types of fire.
 When using CO2 fire extinguishers, all parts
of the extinguisher can become extremely
cold, and remain so for a short time after
operation. Wear protective equipment or
take other precautions to prevent cold injury
(such as frostbite) from occurring.
Extreme caution
must be used when
operating CO2 fire
extinguishers in
closed or confined
areas. Not only can
the fire be deprived
of oxygen, but so
too can the
operator.
CLASS D (METAL FIRES)
 Dry Powder - suitable for most classes
of fire, and, in particular, those
involving burning metals (aircraft
wheel brake fires).
Never use CO2 on Class D fires. As
with water extinguishers, the
cooling effect of CO2 on the hot
metal can cause explosive
expansion of the metal.
INSPECTION OF FIRE
EXTINGUISHERS
 Fire extinguishers should be checked
periodically utilizing a checklist. If a checklist
is unavailable, check the following as a
minimum:
 Proper location of appropriate extinguisher
 Safety seals unbroken
 All external dirt and rust removed
 Gauge or indicator in operable range
 Proper weight
 No nozzle obstruction
 No obvious damage
The Fire (and Overheat) Protection
system is normally split into two main
subsystems:

1. Fire/Overheat Detection and Warning

System
2. Fire Extinguishing System
FIRE/ OVERHEAT DETECTION AND WARNING
SYSTEM

 Fire/Overheatdetectors can be divided

into two main groups:
A. Unit or Spot Type
B. Continuous Loop (Firewire) Type
UNIT OR SPOT TYPE
 Thistype is fitted at various strategic points
within the fire/overheat zone and takes the
form of a thermally activated switch.
 Themain advantage of this so-called ‘High
Speed Resetting Switch’ (HSRS), is its
sensitivity and fast reaction time, to initiate
the warning and cancel it once the heat is
removed.
 SpotDetectors are used mainly to detect high
temperature leaks from bleed air ducts and
are normally positioned at pipe to pipe
connections.
CONTINUOUS LOOP (FIREWIRE)
DETECTORS
 CONTINUOUS LOOP Detectors have the
whole wire itself and is the detector that is
usually fitted on sidewalls.
 This method permits more complete
coverage of a fire hazard area than any type
of spot-type of temperature detectors. The
continuous loop uses the principle of
capacitance and resistance to indicate a
rise in temperature at any point along the
length of the detector loop.
CAPACITANCE: RESISTANCE:
ability of a opposition to
system to store flow electrical
an electrical current.
charge.
Firewire

 Firewireelements are attached to the

airframe structure to quick release
clips approximately 6” apart and 4”
from the end fittings. Elements are
supported in clips by rubber grommets
to prevent rubbing and help damp-out
vibration (Figure 4).
DUAL LOOP SYSTEM

 Most aircraft use the dual loop system of

indication. Each sensing circuit has dual
sensing loops. Each Loop A and Loop B is
independent of each other. When the loop
selector switch is set to BOTH, both loops
must detect a fire condition before the
warning system is activated.
PRESSURE TYPE SENSOR

 Itis a tube (loop) filled with a special gas or

gas/vapor mixture under pressure. This tube
runs around the engine area.
 When there is a fire or high heat, the
temperature rises inside the tube and
causes the gas pressure to increase.
 Ifthe pressure reaches a certain level, a
pressure switch or diaphragm in the detector
activates and sends a fire warning signal to
tha cockpit
FIRE ZONES
 Enginefire zones need to be
recognized so that they have the
proper fire protection system for the
zone.
 HOT AND COOL ZONES
Engines are usually
split into hot and
cool zones. The hot
zone comprises the
combustion
chamber turbines
and exhaust areas,
the cool zone
comprises the
intake,
compressors and
accessory drives.
 drainage of spilt fuel/oil and efficient cooling.
 Zone 1
 Isdefined as the compressor and accessory section
where there is isolation from the rest of the engine. The
accessory section is where the fuel pumps, hydraulic
pumps, engine lubricating oil, generators, and
gearboxes are located. This zone requires fire detection
and protection systems, as fire here would rapidly get
out of control.
Zone 2
 Is the area around the compressor spool
where there is no fuel or source of ignition. A
fire in this zone would be a metal fire due to
the compressor blades rubbing against the
containment casing. This would be indicated
by a severe vibration and engine shutdown
removing the source of ignition.
Zone 3
Isthe hot zone from the
combustion chambers rearward.
Normally, this is considered an
overheat zone as there is no fuel,
but a cracked exhaust pipe could
lead to hot gases jetting into the
surrounding structure.
However, if either of the following conditions
exist, they are included in the zone 1 category.

 The combustor, turbine, and tail section are

included in zone 1 if there are any lines or
components that carry flammable fluid or
gases.

 Anycomplete power plant compartment in

which there is no isolation between the
compressor, accessory, combustor, turbine,
and tailpipe section.
Auxiliary power units are normally located in the tail of
an aircraft, where they are isolated from the rest of the
aircraft's structure by a firewall. In this case, the whole
of the APU and compartment are classed as fire zone 1.
FIREPROOF BULKHEADS
 These prevent fire from spreading to other
areas. Auxiliary power units and tail mounted
engines are normally contained within such
bulkhead compartments separating them
from the rest of the airframe. The engine
pylons also contain a firewall to separate the
engine from the wing. These are made from
titanium or stainless steel and all joints are
sealed with fireproof sealants.
 Fireproof
bulkheads
enclose a fire
zone and
separate it from
the other aircraft
systems.
 On light aircraft, the only protection against fire is a stainless steel or
titanium bulkhead (firewall), dividing the engine bay from the cabin
and the rest of the aircraft. Larger aircraft have the complete engine
cowlings isolated from the airframe/wing assemblies and, in addition,
aircraft cowlings can be divided into a number of 'fire zones', each
one usually having its own warning and extinguishing system.
ENGINE FIRE PREVENTION
 Thereare a number of techniques used to
help prevent a fire occurring around engines.
These are, the use of flameproof or flame-
resistant materials.
 use of bonding strips to prevent arcing.
 All pipes which carry fuel, oil or hydraulic
fluids are made fire resistant
 allelectrical components and connections
are made flame proof.
COCKPIT AND CABIN INTERIORS
 All wool, cotton and synthetic fabrics used in interior trim
are treated to render them flame resistant. Tests conducted
have shown that whilst the foam used in seat cushions is
flammable, if covered with a flame- resistant fabric, there is
little danger of fire from accidental contact with a cigarette.
 Fire protection for the
aircraft interior is
usually provided by
hand-held
extinguishers. Various
types are available
including, Water, CO2
and Dry Powder. Each
type is best used on
one kind of fire but may
be used on other kinds.
It is best to be sure
which is safe to use on
which type of fire.
SMOKE DETECTION
A smoke detection system is used where fire
is anticipated and is expected to generate
a substantial amount of smoke before
temperature changes are sufficient to
actuate a heat/fire detection system.
A smoke detection system monitors certain areas
of the aircraft for the presence of smoke, which is
and could be indicative of a fire condition. These
may include cargo and baggage
compartments and the toilets of transport
category aircraft.
Carbon Monoxide Detectors

 The presence of Carbon

Monoxide (CO), or Nitrous
Oxides (N2O), is dangerous
to flight crew and
passengers alike and may
indicate a fire condition as
it is a by-product of
combustion.
 Detection of the presence of either or both
of these gases could be the earliest warning
of a possible dangerous situation.
 There are many types of carbon monoxide
detectors available to alert aviators of the
presence of this gas.
 Some are made to be permanently installed
in the instrument panel, while others are
portable.
 The simplest carbon
monoxide detectors
are chemical tabs
mounted on
cardboard that hang
on or adhere to
something in the
cockpit. When carbon
monoxide is present,
the tab changes color
due to a chemical
reaction.
 Photoelectric Smoke Detectors
 Airfrom the monitored compartment is drawn
through the detector chamber and a light beam is
shone on it. A photoelectric cell installed in the
chamber senses the light that is refracted by the
smoke particles.
 Once smoke
enters the
chamber, it
refracts light to
the electric cell.
The photoelectric
cell generates
current from the
light. In the
proper amount,
current generated
Ionization Type Smoke Detector

A small amount of radioactive material is

mounted on the side of the detector
chamber. This material bombards the
oxygen and nitrogen molecules in the air
flowing through the chamber and ionizes it
to the extent that a reference current can
flow across the chamber through the ionized
gas to an external circuit.
 In the ionization
detector, smoke
retards the
process of
ionization which
changes the
current flow in
the system.
Once there is
current change,
it causes the
alarm.
Flame Detectors

 This
system uses a photoelectric cell to
detect a sharp rise in light,

 such as that from a flame in a closed bay.

The flame detectors use the light illuminated
by the fire to trigger the alarm.
FIRE EXTINGUISHING
 Thereare a
variety of aircraft
and ramp
extinguishing
agents.
 Theiruse depends upon several variables
such as location, proximity to personnel,
environment, possible sources of fire, etc.
 Thereare integral extinguishing systems on
board the aircraft as well as handheld
extinguishers.
 Fireextinguishing system is responsible for
putting out the fire that has been detected.
EXTINGUISHING SYSTEM
Aircraft that have an integral fire
extinguisher system have a
system. There are a number of
pressurized bottles with
extinguishant inside and each
bottle has two explosive
cartridges (squibs), which can
be fired from the flight deck.
Each bottle can feed either the
port or starboard engines
through a cross feed. The
extinguishant is fed through a
series of pipelines and valves to
 Two bottles giving either
two 'shots', to a single
engine or, one 'shot’
each to either engine.
 The bottle condition is
indicated either through
a pressure gauge on
each bottle, or a
red/green sectioned
gauge showing red when
the bottle is empty or its
pressure is low as well
as a discharge indication
on the associated fire
control panel I the
cockpit.
Directional Flow Control Valves

 These valves are non-return valves designed

for use in a cross-feed system to allow the
contents of one or several extinguishers to
be directed into any one engine (or
compartment). The valves prevent the
reverse flow of the extinguishant into the
other bottle or engine.
Fire Extinguishant Container
 The cartridge is
electrically ignited
which drives the
cartridge cutter into
the disc that on
rupture releases the
extinguishant. The
strainer prevents any
of the broken disc from
entering the
distribution system.
 The safety plug is connected by a pipeline to
a red indicator disc on the outside of the
compartment. If the gas pressure increases
due to an increase in the compartment
temperature that the bottle is located in, the
fusible safety plug melts at a pre-determined
temperature and the bottle contents are
discharged overboard. As the bottle
discharges overboard, it blows out the red
indicator. The gauge shows the pressure of
the extinguishant in the container.
Toilet Compartment Systems
Small, automatic units will often be found in
the toilet waste bins, where they will discharge
themselves when a heat source is sensed in
the region of 75 degrees centigrade. A fusible
type plug will melt allowing the contents to
discharge.
 Thesefire Extinguishers automatically
release the extinguishant once the fusible
plug melts.
Warnings And Indications
 Once a fire has been detected in the engine
bay (or compartment being sensed), a signal
is generated by the firewire element and this
signal is sent to a control unit.
 Thecontrol unit processes the signal and
sends a signal to the cockpit CWP,
associated power lever handle, and the fire
control panel.
 The CWP red Fire warning caption light
illuminates for the affected engine (or
compartment) as well as the master warning
lights and audio warnings. The Affected
power lever handle and fire extinguisher
handle on the overhead console also
illuminate red.
SYSTEM TEST
 Allextinguishing systems
have a method of testing
their serviceability. This
can vary from weighing
the complete cylinder off-
aircraft (which will have
the correct 'full' weight
marked on it), through to
the bottle having a gauge
with safe and low-pressure
sectors marked on it.
Fire System Test Switch

A test switch is available for each system.

When pressed all warning lights and audio
warnings are checked. If a light fails to
illuminate it will normally indicate a bulb
filament failure.
Fire Wire Loop Test

A test switch on the cockpit fire panel is

available to test each sensing element loop.
When selected the continuity of each circuit is
checked. If the system is serviceable, the Loop
caption(s) will illuminate. If the caption(s) do
not illuminate there is a fault in the system.
Squib- Test
A squib test button is available to check the
continuity of the discharge heads for each of
the fire extinguisher bottles. When pressed,
a squib warning light or magnetic indicator
will illuminate if the system is serviceable.
No illumination means that there is a fault in
the system. The current used during the
squib test is at a much lower value than that
required to fire the squib.
The End