Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

Category - Aerospace Sub Module 11.8 - Fire Protection

MODULE 11
Sub Module 11.8

FIRE PROTECTION (ATA 26)

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Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

Contents SECTION 3: TROUBLESHOOTING------------------------------------------- 43

CHAPTER 5: FIRE EXTINGUISHING SYSTEMS ------------------------------ 44
CHAPTER 1: INTRODUCTION ---------------------------------------------------- 1
SECTION 1: FIRE-EXTINGUISHING AGENTS ------------------------------ 45
SECTION 1: FIRE DETECTION ------------------------------------------------- 1
SECTION 2: PORTABLE FIRE EXTINGUISHERS --------------------------- 50
SECTION 2: PRINCIPLES OF FIRE-DETECTION SYSTEMS ---------------- 2
SECTION 3: FIXED FIRE-EXTINGUISHING SYSTEMS -------------------- 54
SECTION 3: CLASSES OF FIRE ------------------------------------------------- 4
SECTION 4: HIGH-RATE DISCHARGE SYSTEMS-------------------------- 56
SECTION 4: FIRE ZONES -------------------------------------------------------- 6
SECTION 5: INSPECTION AND SERVICING ------------------------------- 61
SECTION 5: CARGO COMPARTMENT FIRE CLASSIFICATION ---------- 8
SECTION 6: MAINTENANCE PRACTICES ---------------------------------- 64
SECTION 6: SYSTEM REQUIREMENTS -------------------------------------11
CHAPTER 6: APU COMPARTMENT FIRE DETECTION SYSTEM--------- 65
CHAPTER 2: FIRE-DETECTION / OVERHEAT SYSTEMS -------------------12
CHAPTER 7: GALLEY LOUNGE SMOKE DETECTOR ------------------------ 68
SECTION 1: THERMOSWITCH DETECTOR---------------------------------12
CHAPTER 8: LAVATORY WASTE BIN FIRE PROTECTION SYSTEM----- 70
SECTION 2: DIFFERENTIAL EXPANSION SWITCH------------------------16
SECTION 3: THERMOCOUPLE DETECTOR --------------------------------18
SECTION 4: CONTINUOS LOOP DETECTORS -----------------------------20
SECTION 5: GAS BASED DETECTION SYSTEM ----------------------------24
SECTION 6: FLAME DETECTORS --------------------------------------------30
SECTION 7: INSTALLATION AND ROUTING OF SENSING UNITS -----31
CHAPTER 3: SMOKE AND TOXIC GAS DETECTION SYSTEMS -----------32
SECTION 1: SMOKE DETECTORS --------------------------------------------33
SECTION 2: TOXIC GAS DETECTORS ---------------------------------------37
CHAPTER 4: FIRE-DETECTION SYSTEM INSPECTION AND TESTING --38
SECTION 1: SPOT- TYPE AND THERMOCOUPLE MAINTENANCE----39
SECTION 2: CONTINUOUS-LOOP MAINTENANCE PRACTICES -------41
ISO 9001:2008 Certified For Training Purpose Only
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Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

CHAPTER 1: INTRODUCTION SECTION 1: FIRE DETECTION

Since fire is one of the most dangerous threats to the safe On early aircraft, the task of detecting smoke and fire was
operation of an aircraft, manufacturers and operators install a reasonably easy because the pilot could see most areas of the
variety of overheat, fire detection, smoke detection, and aircraft from the cockpit. However, as larger and more complex
extinguishing devices. Although the majority of aircraft fire- aircraft were built, it became nearly impossible for the crew to
protection systems are installed around the power plant section, observe all parts of an aircraft, and smoke and fire were often
it is typically the responsibility of an airframe technician to not detected until the hazard was beyond control.
maintain all fire-protection systems regardless of where they are
installed. To maintain the highest level of reliability from these To resolve this problem, modern aircraft have overheat and fire
systems, a technician must be familiar with the basic operating detection systems installed to provide an early warning of
principles, troubleshooting, and repair of the various types of fire hazards so the crew can take appropriate actions to reduce or
protection devices used on modern aircraft. eliminate them.

Overheat and fire-detection systems are designed with

components developed for specific tasks; so, compared to other
aircraft systems, maintenance requirements for fire detection
components are somewhat specialized. To be able to keep
these systems operating properly, a technician must understand
the basic operating principles and maintenance practices used
by various fire-detection system manufacturers.

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 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 2: PRINCIPLES OF FIRE-DETECTION SYSTEMS fire hazard in its early stages, provided they are in the same
compartment or area of the aircraft where the fire occurs.
For a fire to occur, three conditions must be met. There must be
However, many aircraft areas are inaccessible to the crew and,
 Fuel, because of the design of the aircraft, airflow around and through
various compartments may prevent the hazard from being
 Oxygen, and detected until it is too late to remedy the problem.

 Enough heat to raise the temperature of the fuel to its To provide a more thorough means of monitoring remote
ignition or kindling point. locations of an aircraft for smoke or fire, detection systems are
mounted in areas the crew does not have access to in flight.
If any of these elements is missing or removed, fire will not be Some examples of areas where these systems may be installed
sustained. include engine nacelles, baggage compartments, electrical or
electronic equipment bays and passenger lavatories.
Chemically, fire is a reaction between oxygen and fuel. This
reaction reduces fuel to its basic chemical elements and in the Depending on the types of combustible materials that may
process produces tremendous amounts of heat. smolder or ignite, the systems are designed to activate by
various means to provide the most accurate indication of an
Paper, for example, is an organic material composed primarily actual hazard. These systems monitor areas, commonly called
of carbon and hydrogen. When the paper is heated to its fire zones, for heat, flames, the rate of temperature rise, or the
kindling temperature in the presence of air, the carbon and presence of smoke.
hydrogen will unite with oxygen to form carbon dioxide (CO2)
and water (H2O). Other elements in the paper, and the products
of incomplete combustion, show up as ash and black carbon to
form smoke.

In the case of smoke and fire hazards aboard aircraft, the

emission of smoke or the presence of flames and heat makes it
reasonably easy for a person to physically detect a fire or
overheat condition. The smoke produced by combustion
produces strong odors and is readily visible in most
circumstances, so the crew of an aircraft can physically detect a

ISO 9001:2008 Certified For Training Purpose Only

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Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

ISO 9001:2008 Certified For Training Purpose Only

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Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 3: CLASSES OF FIRE Since operating temperatures within these areas can be
extreme, overheat detection systems, which sense the rate of
To understand how and why different types of fire detection temperature rise, are often used to monitor the zone for the
systems are better suited for certain applications, you need to presence of fire or overheat conditions. With these types of
be familiar with the classifications of fire as identified by the monitoring devices, false alarms are less likely than with other
National Fire Protection Association. These fires are identified in types of detection systems.
conjunction with the types of materials consumed by a fire and
are assigned different letter classifications as follows: CLASS C

CLASS A Class C fires are those that involve energized electrical

equipment. These fires require special care because of the
Class A fire is one in which solid combustible material burns, dangers from the electricity, in addition to those from the fire
such as wood, paper, or cloth. Control cabins or passenger itself. Such fires are generally confined to electrical and
compartments are examples of locations where Class A fires electronic equipment bays and to areas behind electrical control
are likely to occur. Since the interiors of the passenger panels. Since the initial stages of electrical equipment fires are
compartment and of the cockpit are readily accessible to the usually preceded by large amounts of smoke, these areas of an
crew, fire detection in these areas is generally accomplished by aircraft are generally monitored by smoke-detection systems.
visual surveillance.
CLASS D
On the other hand, such fires can also occur in baggage
compartments and lavatories, where crew access is limited or Class D fires involve burning metals such as magnesium, and
even impossible during flight. In these areas, monitoring is are difficult to extinguish. Using the wrong type of extinguishing
primarily accomplished with electrically powered smoke or flame agent with these may not only be ineffective, but may even
detector systems. cause the fire to spread. Although these types of fires are not
common in aircraft during flight, they can occur in maintenance
CLASS B shops, where metal shavings may ignite when exposed to
intense heat such as from a welding torch or high-voltage
Class B fires are composed of combustible liquids such as source.
gasoline, oil, jet fuel, and many of the paint thinners and
solvents used in aviation maintenance. On an aircraft, these
classes of fires typically occur in engine compartments or
nacelles and in compartments that house an auxiliary power
unit (APU).
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Category - Aerospace Sub Module 11.8 - Fire Protection

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Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 4: FIRE ZONES Class B zones are usually protected by temperature sensing
elements or flame and smoke detection systems as well as
Various compartments in an aircraft are classified into fire zones extinguishing equipment, to provide a means of controlling a fire
based on the amount and characteristics of airflow through if one should occur.
them. The airflow through a compartment determines the
effectiveness of fire detection systems, as well as the CLASS C
effectiveness of suppressant materials used to extinguish a fire.
Class C zones have relatively low airflow through them. An
Fire zones are primarily classified by the amount of oxygen that auxiliary power unit (APU) compartment is a common example
is available for combustion and are identified as A, B, C, D, or X of this type of zone. These may be protected by a fire-detection
zones. and extinguishing system or the compartment may have
provisions for isolating flammable materials such as fuel, oil,
CLASS A and hydraulic fluids.

Class A zones have large quantities of air flowing past regular CLASS D
arrangements of similarly shaped obstructions. The power
section of a reciprocating engine is a common example of this Class D zones have very little or no airflow. These include wing
zone. For these areas, a fire-extinguishing system is usually compartments and wheel wells, where little ventilation is
installed, but may not prove adequate since the suppressant provided. Due to the lack of airflow, fire-extinguishing systems
may be carried out into the air-stream before extinguishing fire. are usually not necessary since the fire will self-extinguish as it
consumes the atmosphere. However, fire-detection systems are
CLASS B often installed in Class D zones to warn the crew that damage
may have occurred to airframe components, so that corrective
Class B zones have large quantities of air flowing past actions may be taken.
aerodynamically clean obstructions. Heat exchanger ducts and
exhaust manifold shrouds are usually of this type, as are zones For example, a fire in a wheel well should self-extinguish due to
where the inside of the cowling or other enclosure is smooth, lack of air, but the wheels and tires may be damaged. A fire-
free of pockets, and adequately drained so that leaking detection system will warn the flight crew, so that special
flammables cannot puddle. For example, turbine engine precautions may be taken during the landing to preclude further
compartments are in this zone class, if the engine surfaces are hazards.
aerodynamically clean and fireproof liner is installed to produce
smooth enclosure surface over any adjacent airframe structure.

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Category - Aerospace Sub Module 11.8 - Fire Protection

CLASS X

Class X zones have large quantities of air flowing through them

and are of unusual construction, making fire detection and
uniform distribution of an extinguishing agent very difficult.
Zones containing deeply recessed spaces and pockets between
large structural formers are of this type. Fires in Class X zones
will need twice the amount of extinguishing agent normally used
in a Class A zone.

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 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 5: CARGO COMPARTMENT FIRE Although Class B compartments are typically the large cargo
CLASSIFICATION portions of the cabins of airplanes carrying a combination of
passengers and cargo (frequently referred to as "combi"
CLASS A airplanes), there are also Class B compartments that are
relatively small baggage compartments located within the
A compartment in which the presence of a fire would be easily pressurized portions of airplanes designed for executive
discovered by a crew member while at his or her station, and of transportation.
which all parts are easily accessible in flight. This is typically a
small compartment used for crew luggage, and located in the CLASS C
cockpit where a fire would be readily detected and extinguished
by a crewmember. Any compartment that did not fall into either Class A or B was a
Class C compartment. Class C compartments differ from Class
Due to the small size and location of the compartment, and the B compartments primarily in that built-in extinguishing systems
relatively brief time needed to detect and extinguish a fire, a are required for control of fires in lieu of crewmember
liner is not required to prevent the fire from spreading to other accessibility. As with Class B compartments, smoke or fire
parts of the airplane or protect adjacent structure. detection systems must be provided.

CLASS B Due to the use of a built-in extinguishing system and closer

control of ventilating airflow, the distribution of extinguishing
A compartment with a separate, approved smoke or fire agent in a Class C compartment is considerably more uniform
detection system to give warning at the pilot or flight engineer than in a Class B compartment. Two additional classes of cargo
station and with sufficient access in flight to enable a or baggage compartments were established and defined as
crewmember to effectively reach any part of the compartment follows,
with a hand fire extinguisher. Smoke or fire detection systems
must provide indication of a fire to the flight crew.

Because it has a smoke or fire detection system, a Class B

compartment may be located in an area remote from any
crewmember's station. Due to the potentially larger size of the
compartment and the greater time interval likely to occur before
a fire would be extinguished, a flame resistant liner must be
provided to prevent the fire from spreading to other areas of the
airplane and to protect adjacent structure.
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Category - Aerospace Sub Module 11.8 - Fire Protection

CLASS D Prior to 1980, fire or smoke detection systems that provided

indication within five minutes were considered acceptable. In
A compartment in which a fire would be completely contained order to ensure that a fire would be detected in time to permit
without endangering the safety of the airplane or the occupants. effective use of the means provided to control it, regulatory
A Class D compartment is similar to a Class C compartment in authorities now require the detection systems of Class B, C and
that both may be located in areas that are not readily accessible E compartments to provide visual indication to the flight crew
to a crewmember. In lieu of providing smoke or fire detection within one minute of the start of the fire.
and extinguishment, Class D compartments are designed to
control a fire by severely restricting the supply of available When first defined, Class D compartments were envisioned to
oxygen. Because an oxygen-deprived fire might continue to be small compartments, although not as small as Class A
smolder for the duration of a flight, the capability of the liner to compartments, and were to suppress a fire by severely
resist flame penetration is especially important. restricting the amount of available oxygen.

CLASS E Later, however, larger Class D compartments were installed in

transport Category airplanes, increasing both the amount of
A cargo compartment of an airplane used only for the carriage potentially combustible material and the available oxygen.
of cargo .A smoke or fire detection system is required. In lieu of Although there is little or no flow of air into a Class D
providing extinguishment, means must be provided to shut off compartment at the time a fire occurs, there is oxygen available
the flow of ventilating air to or within a Class E compartment. In from the air already contained in the compartment. In some
addition, procedures, such as depressurizing a pressurized instances, particularly when the compartment is larger or only
airplane, are stipulated to minimize the amount of oxygen partially filled the oxygen already present in the compartment
available in the event a fire occurs in a Class E compartment. may be sufficient to support an intense fire long enough for it to
penetrate the liner. Once the integrity of the liner is
Typically, a Class E compartment is the entire cabin of an all- compromised, there is an unlimited flow of air into the
cargo airplane; however, Class E compartments may be located compartment, resulting in an uncontrollable fire that can quickly
in other portions of the airplane. spread throughout the rest of the airplane.

It should be noted that the overhead storage areas and certain An additional potential hazard in the cargo or baggage
other areas in the cabins of passenger-carrying airplanes are compartments of passenger-carrying airplanes has been
considered "stowage" compartments rather than cargo or brought to light. Due to environmental concerns, the aerosol
baggage compartments. They are therefore not required to cans now manufactured for consumer use utilize a mixture of
meet these standards. propane, butane and isobutene for propellants in lieu of the non-
flammable gases previously used.
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Category - Aerospace Sub Module 11.8 - Fire Protection

Passengers are not prohibited from transporting such aerosol As noted earlier, some Class D compartments are much larger
cans by the applicable hazardous materials rules, and they than envisioned at the time they were originally defined. As a
have become so widely used by the general public that a high result, they typically contain considerably more combustible
percentage of the pieces of checked baggage contain at least material than anticipated. Although there is little or no airflow
one aerosol can. into a Class D compartment at the time a fire occurs, there is
oxygen available from the air already contained in the
Tests conducted by the FAA Technical Center show that they compartment.
can burst if they are in a burning suitcase for little more than two
minutes. The tests further show that if the burst occurs in a non- This quantity of oxygen may be sufficient to support an intense
inert atmosphere, such as that of a Class D compartment, there fire long enough for it to burn through the liner. If the integrity of
is immediate auto-ignition of the propellant. The accompanying the liner is compromised, there is an unlimited flow of oxygen
explosion is of such force and intensity that the liner could be into the compartment. With the liner no longer intact and an
rendered ineffective in limiting the supply of oxygen to the fire. unlimited flow of oxygen supporting the fire, there is no means
Because the liner would be damaged by the explosion rather to prevent it from spreading rapidly throughout the airplane. Due
than by flame penetration, the use of a liner would not provide to the widespread use of aerosol cans with highly flammable
protection from this hazard. propellants, there is now a possibility that an explosion will
destroy the liner integrity. A fire originating in even the smallest
With an unlimited supply of oxygen and the integrity of the liner Class D compartments could, therefore, become uncontrollable.
compromised, there is no longer any effective means to prevent In view of these possibly catastrophic results, regulations were
an uncontrollable fire from spreading to other parts of the amended to eliminate Class D compartments altogether.
airplane. If, on the other hand, the burst occurs in an inert Compartments in passenger-carrying airplanes that could no
atmosphere, such as that of a Class C compartment in which longer be approved as Class D compartments would have to
the extinguishing agent has been discharged, the propellant meet the standards of Class C compartments.
does not ignite and poses no further hazard.

It must be noted that the probability that an ignition will occur is

primarily a function of the flammability of the material being
carried in the compartment and the sources of ignition; however,
the consequences of a fire, once ignition has occurred, depend
greatly on the fire- protection features of the compartment in
which it occurs.

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Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 6: SYSTEM REQUIREMENTS  The detector or sensing units must be able to resist
exposure to oil, water, vibration, extreme temperatures,
Modern detection systems have been proven to be highly and maintenance handling. The units should also be
reliable when properly maintained. These systems consist of lightweight and easily adaptable to any mounting
electrical or electronic sensors that are installed in remote position and must also operate directly from the aircraft
locations. The sensors warn the operator of impending hazards power system, without inverters. In addition, when the
by sounding an audible alarm and illuminating a warning light detectors are not sensing a hazard, there should be
that indicates the location of the hazard. Before these systems minimal requirements for electricity to power the system.
are approved by the regulatory authorities for installation in an
aircraft, the manufacturer must prove that the fire-detection  Each detection system must actuate a cockpit light
system design meets the following criteria: indicating the location of the fire, as well as an audible
alarm.
 The system must be constructed and installed in a
manner that prevents false warnings under all flight and  In the case of multi-engine aircraft, the detection system
ground operating conditions. must consist of a separate sensing circuit for each
engine.
 There must be a rapid indication of a fire and an
accurate indication of the fire's location. There are a number of overheat and fire-detection systems that
satisfy these requirements, and a single aircraft may utilize
 The system must have an accurate indication that a fire more than one type.
has been extinguished.

 The system must automatically reset once a fire is

extinguished, to provide an immediate indication if the
fire re-ignites.

 When there is a fire, there must be a continuous

indication for its duration.

 The detection system must have a means for electrically

testing the integrity of the detection system circuitry from
the cockpit.

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Category - Aerospace Sub Module 11.8 - Fire Protection

CHAPTER 2: FIRE-DETECTION / OVERHEAT SYSTEMS SECTION 1: THERMOSWITCH DETECTOR

Engine fire-detection systems generally fall into two categories: A thermo switch fire detection system is a spot-type detection
spot-detection type systems and continuous-loop type systems. system that uses a number of thermally activated switches.
With a spot-detection type system, individual fire detectors, or Each switch, or sensor, consists of a bimetallic thermo switch
switches, are used to detect a fire. Such detectors must be that closes when heated to a predetermined temperature.
placed in locations where a fire is likely to occur, because with
this type of system a fire warning sounds only when a fire exists There are two basic types of thermo switch systems. They are,
in the same location as the detector.
 The single loop
The continuous-loop type system works on the same basic
principle as the spot-type fire detectors except that a single  The double loop.
switch in the form of a long inconel tube is used instead of
several individual switches. The small-diameter inconel tube is
run completely around an engine nacelle or an area that
surrounds an auxiliary power unit thus allowing more complete
coverage than spot-type detection systems.

The most common types of fire detection systems found in

modern aircraft include Fenwal, the Kidde, the Lindberg, the
Systron-Donner, and the flame, smoke and noxious gas
detector systems.

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Category - Aerospace Sub Module 11.8 - Fire Protection

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Category - Aerospace Sub Module 11.8 - Fire Protection

SINGLE-LOOP SYSTEM DOUBLE-LOOP SYSTEM

With a Fenwal single-loop system, all of the thermoswitches are In a double-loop system, all of the detectors are connected in
wired in parallel with each other, and the entire group of parallel between two complete loops of wiring. The system is
switches is connected in series with an indicator light. In this wired so that one leg of the circuit supplies current to the
arrangement, once a thermoswitch closes, the circuit is detectors while the other leg serves as a path to ground. With
completed and power flows to the warning light. [Figure 3] this double-loop arrangement the detection circuit can withstand
one fault, either an open or short circuit, without causing a false
To provide for circuit testing, a test switch is installed in the fire warning.
cockpit. Once the test switch is depressed, power flows to a
relay that provides a ground to the warning light, simulating a For example, if the ground loop should develop a short, a false
closed thermoswitch. Once grounded, the warning light fire warning will not occur, because the loop is already
illuminates only if there is no break in the warning circuit. grounded. On the other hand, if the powered loop shorts, the
rapid increase in current flow would trip a relay that causes the
In addition to the test feature, most fire-detection circuits include powered loop to become the ground and the grounded loop to
a dimming relay for night operations that, when activated, alters become powered. [Figure 4]
the warning circuit by increasing resistance. The increased
resistance reduces the amount of current flowing to the light. In
most airplanes, several circuits are wired through the dimming
relay so all the warning lights may be dimmed at the same time.

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Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 2: DIFFERENTIAL EXPANSION SWITCH

This is also a point detector. It operates on the principle of the

difference in the co-efficient of linear expansion between
different metals (usually ‘Invar’ and ‘Steel’).

The sensitive bimetallic strip opens its contacts when the

temperature reaches an abnormally high threshold and sends a
signal to the flight compartment warning system.

During a slow temperature rise the insulated bimetallic strip

receives just as much heat as the unclad bimetallic strip in spite
of its insulation. Both metallic strips are distorted to the same
extent. Once the detection threshold is reached the clad
bimetallic strip contacts the stop whereas the unclad bimetallic
strip continues to be distorted. The contacts will then be
separated.

During a rapid temperature rise the bare bimetallic strip which

receives more heat than the clad strip is distorted more quickly.
Once the detection threshold is reached the contacts are
separated before the clad strip reaches its stop.

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Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 3: THERMOCOUPLE DETECTOR A typical relay box can contain from one to eight identical
circuits, depending on the number of potential fire zones. The
A thermocouple-type, Edison fire-detector system is similar to a thermocouples control the operation of the relays, while the
thermo switch system in that they are both spot-type detection relays control the warning lights.
systems. However, a thermocouple detector initiates a fire
warning when the temperature of the surrounding air rises too The test circuit includes a special test thermocouple that is
rapidly (warms too fast, rate of temperature rise), rather than wired into the detector circuit and a small electric heater. The
responding to a preset temperature, as does the thermo switch test thermocouple and heater are mounted inside the relay
detector. housing and, when the test switch in the cockpit is closed,
current flows through the heater, which heats the test
A thermocouple consists of a loop of two dissimilar metal wires thermocouple. The temperature difference between the test
such as chromel and constantan that are joined at each end to thermocouple and the reference thermocouple produces a
form two junctions. When a temperature difference exists current flow that closes the sensitive relay and slave relay so
between the two junctions, electrical current flows and a the warning light can illuminate.
warning light is activated.
The total number of thermocouples used in a particular detector
In a typical thermocouple system, one or more thermocouples, circuit depends on the size of the fire zone and the total circuit
called active thermocouples are placed in fire zones around an resistance. Typically, circuit resistance is less than five ohms. In
engine while a separate thermocouple, called the reference addition, most thermocouple circuits contain a resistor
thermocouple, is placed in a dead-air space between two connected across the slave relay terminals. This resistor
insulated blocks. Under normal operations, the temperature of absorbs the coil's self-induced voltage when current ceases to
the air surrounding the reference thermocouple and the active flow through the coil and the magnetic field collapses. If this
thermocouples are relatively even, and no current is produced self-induced voltage were not absorbed, arcing would occur
to activate a warning light. across the sensitive relay contacts, causing them to burn or
weld.
However, when a fire occurs, the air temperature around the
active thermocouples rises much faster than the air temperature
around the reference thermocouple. The difference in
temperature produces a current in the thermocouple circuit and
activates a warning light and horn.

In most thermocouple systems, the sensitive relay, slave relay,

and a thermal test unit are contained in a relay box.
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SECTION 4: CONTINUOS LOOP DETECTORS The Fenwal system uses a magnetic amplifier control unit. This
unit is a non-averaging controller that supplies power to the
Fenwal Continuous-Loop Detector sensing element and sounds an alarm when the circuit to
ground is completed through the inconel tube. [Figure c].
In addition to a thermoswitch detection system, Fenwal also
produces a continuous-loop type system that consists of a
single fire or overheat-sensing element that varies in length,
depending on the size of the fire zone. A typical sensing
element can be anywhere from 1 foot to 15 feet long. As
mentioned earlier, the sensing element used in a continuous
loop fire detection system consists of a flexible, small-diameter
inconel tube. [Figure a]

In the Fenwal system, the metal inconel tube uses a single wire
electrode made with pure nickel. The pure-nickel electrode is
surrounded by ceramic beads to prevent the electrode and
conductor from touching each other. The beads in this system
are wetted with a eutectic salt, which has an electrical
resistance that varies with temperature. [Figure a]

The center conductor protrudes out each end of the inconel

tube where an electric terminal is affixed to the electrode.
Current is then applied to the conductor while the outer tube is
grounded to the aircraft structure. At normal temperatures, the
eutectic salt core material prevents electrical current from
flowing between the center conductor and the tube.

However, when a fire or overheat condition occurs, the core

resistance drops and current flows between the center
conductor and ground, energizing the alarm system.(Figure b)

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Kidde System

The Kidde system is also a continuous-loop type system

consisting of a single overheat-sensing element that varies in
length. The sensing element consists of a rigid, pre shaped
inconel tube with two internal wire conductors.

The conductors are embedded in a thermistor, or thermal

resistor material, to prevent the two electrodes from touching
each other and the exterior casing. Like the eutectic salt used in
the Fenwal system, the thermistor material has an electrical
resistance that decreases as the temperature increases. One of
the wires is electrically grounded to the outer tube at each end
and acts as an internal ground, while the second wire is a
positive lead.

When a fire or overheat occurs, the resistance of the thermistor

material drops, allowing current to flow between the two wires to
activate an alarm. In addition to constantly measuring the total
resistance of the full sensing loop, the dual control unit provides
for redundancy even if one side fails.

The sensing element assembly used in the Kidde fire and

overheat warning system consists of a pair of sensing elements
mounted on a pre shaped rigid support tube. The two sensing
elements mounted on the support tube provide separate
sensing circuits, and each is connected to its own electronic
circuit mounted on a separate card.

Both the Fenwal and Kidde systems will detect a fire when one
sensing element is inoperative, even though the press-to-test
circuit does not function, indicating that there is a fault in system

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Engine Continuous Loop Detection System

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SECTION 5: GAS BASED DETECTION SYSTEM

Lindberg System

The Lindberg fire detection system is a pneumatic continuous-

length type system consisting of a stainless steel tube filled with
an inert gas and a discrete material that is capable of absorbing
a portion of the gas. The amount of gas the material can absorb
varies with temperature. One end of the tube is connected to a
pneumatic pressure switch called a responder, which consists
of a diaphragm and a set of contacts. [Figure a]

When the temperature surrounding the sensing element rises

because of a fire or overheat condition, the discrete material
within the tube also heats up and releases the absorbed gas. As
the gas is released, the gas pressure within the tube increases
and mechanically actuates the diaphragm switch in the
responder unit. Once the diaphragm switch closes, the warning
light illuminates and the alarm bell sounds. Because the
Lindberg system works on the principle of gas pressure, it is
sometimes referred to as a pneumatic system. [Figure b]

To test a Lindberg system, low-voltage alternating current is

sent through the element's outer casing. This current heats the
casing until the discrete material releases enough gas to close
the contacts in the diaphragm switch and initiate a fire warning.

When the test switch is released, the sensing element cools

allowing the discrete material to reabsorb the gas. Once
absorbed, the contacts in the diaphragm switch open and the
fire warning stops.

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Systron-Donner System This increases the sensor's total gas pressure, which closes the
diaphragm switch and trips the fire alarm. A typical Systron-
The Systron-Donner system is another pneumatic continuous- Donner system sensor activates a fire alarm when exposed to a
length system that utilizes a gas filled tube with a titanium wire 2 000°F flame for five seconds. This is the overheat function.
running through its center as a sensing element. The tube itself
is made of stainless steel and is filled with helium gas. The After a fire is extinguished, the sensor core material reabsorbs
titanium wire, on the other hand, acts as a gas absorption the hydrogen gas and the responder automatically resets the
material that contains a quantity of hydrogen. For protection, the system. [Figure a]
wire is either wrapped with an inert metal tape or inserted in an
inert metal tube. One end of the sensor tube is connected to a To check system integrity, the responder unit of a Systron-
responder assembly containing a diaphragm switch that Donner system contains an integrity switch that is held closed
provides a warning for both an overheat condition and a fire. by the normal gas pressure exerted by the helium. When the
integrity switch is closed, depressing the test switch results in a
Like the Lindberg system, the Systron-Donner system's fire warning. However, if the sensing element should become
principle of operation is based on the gas law: cut or severely chafed, the helium gas will escape and the
integrity switch remains open. In this situation, depressing the
“If the volume of a gas is held constant and the temperature test switch provides a "no test" indication.
increases, gas pressure also increases.”
The continuous length sensor elements are quite durable and
The helium gases surrounding the titanium wires provide the can be flattened, twisted, kinked, and dented without losing their
systems averaging or overheat function. At normal overheat and fire detection abilities unlike continuous loop
temperatures, the helium pressure in the tube exerts an sensors. A typical sensing system consists of two separate
insufficient amount of force to close the overheat switch. sensing loops for redundancy. Both loops are required to sense
However, when the average temperature along the length of the a fire or overheat before an alarm will sound. However, if one
tube reaches an overheat level, the gas pressure increases loop fails, the system logic will isolate the defective loop and
enough to close the diaphragm switch, which activates the reconfigure to a single loop operation using the good loop.
alarm. Once the source of the overheat condition is removed, [Figure b]
the helium gas pressure drops and the diaphragm switch opens.
This is the averaging function. The system's fire detection, or
discrete, function is provided by the gas-charged titanium wire.
When exposed to a localized high temperature, such as a fire or
turbine engine compressor bleed air leak, the titanium wire
releases hydrogen gas.

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The continuous-loop (Kidde and Fenwal) and continuous-length

(Systron-Donner) types of fire detection mechanisms are
considered superior to the spot and thermocouple systems
where large areas must be covered such as around a jet engine.
The continuous-loop systems do have a disadvantage in that
damage to the tubing wall, which will cause it to be closer to the
center elements, may cause false fire signals to be generated.

The continuous-length sensor is not as sensitive to damage as

are the continuous-loop sensors. The outer tubing of these units
can be bent, dented, kinked, and otherwise distorted without
their effectiveness being affected. The wire inside the tube
prevents complete collapse so there is always room for gas to
flow. The only cause of failure is loss of the helium gas because
the tube is worn or cut sufficiently to allow the gas to escape.

Each of the different sensor mechanisms can be selected for

various operating temperatures. For example, the normal
temperatures surrounding the turbine-engine combustion
chamber will be much higher than the normal temperatures in
the area of the engine inlet. A sensor selected for the inlet area
of the engine should actuate the alarm system at a lower
temperature than the sensor used near the engine combustion
chamber. Different temperature rating detectors maybe included
in a common alarm system.

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SECTION 6: FLAME DETECTORS

Another type of fire detection system that is used on an aircraft

is a flame detector system. Most flame detectors consist of a
photoelectric sensor that measures the amount of visible light or
infrared radiation in an enclosed area. The sensor is placed so it
can see the surrounding area, and anytime there is an increase
in the amount of light that strikes the cell, an electrical current is
produced. Once enough current is produced and channeled
through an amplifier a fire warning light and bell are activated.

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SECTION 7: INSTALLATION AND ROUTING OF SENSING

UNITS

The installation of overheat and fire warning sensing units must

be done strictly in accordance with the instructions provided by
the manufacturer. The routing of the sensors has been
designed by engineers to provide the most effective
performance and the detection of overheat or fire in the most
likely areas. Routing must also be done in consideration of
possible damage to the sensors. For example, in a baggage or
cargo compartment, the sensors must be placed where there is
no chance that cargo or luggage should strike them and cause
damage.

Sensors must be supported with specially designed clamps in

which the small tubing is held in rubber or soft plastic grommets.
These prevent damage due to vibration and wear. The clamps
with grommets must be spaced as specified in the appropriate
instructions. A typical method for installing the sensing element
in an airplane is shown in Figure. Electrical connector fittings
are employed to connect the sensor into the circuit. The tubing
of the sensor is held in place by means of mounting clips. The
grommet placed around the tubing in the clip is essential to
prevent damage due to chafing and vibration. The sensing
element must be routed as described in the aircraft
maintenance manual. A Systron-Donner system would be
mounted in a similar manner except that connections are only
made at the responder.

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CHAPTER 3: SMOKE AND TOXIC GAS DETECTION

SYSTEMS

The smoke-detection system of the aircraft monitors certain

areas of the aircraft for the presence of smoke, which can be an
indication of an impending fire condition. These may include but
are not limited to cargo and baggage compartments and the
lavatories of transport category aircraft.

A smoke- detection system is used where the type of fire

anticipated is expected to generate a substantial amount of
smoke before temperature changes are sufficient to actuate an
overheat-detection system.

To be reliable, smoke detectors must be maintained so that

smoke in a compartment will be indicated as soon as it begins
to accumulate. In order for the detector to operate properly,
smoke detector louvers, vents, and ducts must not be
obstructed.

Smoke detection instruments are classified by method of

detection, and, in some cases, an aircraft will have different
types of detectors installed in various locations.

The presence of carbon monoxide gas (CO) or nitrous oxides

are dangerous to flight crews and passengers, and may indicate
a fire condition. Detection of the presence of either or both of
these gases could be the earliest warning of a dangerous
situation.

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SECTION 1: SMOKE DETECTORS Ionization Type

Solid-State Type Ionization-type smoke detectors use a small amount of

radioactive material to ionize some of the oxygen and nitrogen
Solid-state smoke or toxic gas warning systems operate by molecules in the air sample drawn into the detector cell. These
comparing signals from two detecting elements, one located in ions permit a small electrical current to flow through the detector
the area being monitored, the other exposed to outside air. chamber test circuit.

These detecting elements consist of a heating coil encased in a If smoke is present in the air sample being drawn through the
coating of semiconductor material. Carbon monoxide or nitrous detector, small particles of the smoke will attach themselves to
oxides, if present, will be absorbed into this coating and change the oxygen and nitrogen ions, reducing the electrical current
the electrical current-carrying capability of the detector. flow in the test circuit. If the current flow falls below a preset
value, the alarm circuit will activate visual and aural cockpit
These elements are connected into a type of bridge circuit so alarms. [Figure 15].
that when both elements are conducting evenly the bridge will
be balanced, and no warning signal will be present. If the
element in the area being monitored is subjected to CO gas or
nitrous oxides, an unbalanced condition will be created across
the bridge and the warning circuit will illuminate the cockpit-
warning lamp. [Figure 14]

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Light Refraction Type

This type of detector consists of a photoelectric cell a beacon

lamp, and a light trap, all mounted on a labyrinth. Air samples
are drawn through the detector unit, usually by a small
circulating fan. When smoke particles are present, they refract
light into the photoelectric cell.

An accumulation of 10% smoke in the air causes the

photoelectric cell to conduct current.

When activated by smoke the detector supplies a signal to a

smoke detector amplifier, which activates a warning light and
aural warning in the cockpit. [Figure 16]

A test switch permits checking the operation of the smoke

detector. Closing the switch connects 28 V DC electricity to the
test relay. When the test relay energizes, voltage is applied
through the beacon lamp and test lamp in series to ground. A
fire indication will be observed only if the beacon and test lamp
the photoelectric cell, the smoke detector amplifiers, and
associated circuits are all operable. [Figure 17]

With some light-refraction smoke detectors, the detector can be

functionally tested with a flashlight equipped with a red-colored
lens. Directing the light beam into the detector simulates the
light condition that would be produced with smoke.

However, when conducting a test in this manner, ambient light

must be shielded from entering the detector for the test to be
effective.

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SECTION 2: TOXIC GAS DETECTORS Such detectors are especially useful in reciprocating-engine
aircraft that use either internal combustion heaters or shrouded
Carbon Monoxide Detectors exhaust manifold systems for cabin heat.

CO detectors are used to sense the presence of deadly carbon Such CO-detection systems electronically sample the cabin air,
monoxide gas, and are primarily found in aircraft cabins or and sound an aural warning if CO is present in hazardous
cockpits. CO is a colorless, odorless, tasteless, non-irritating amounts. CO can be discharged into the cabin if the heater
gas that is a byproduct of incomplete combustion, and is found leaks from the combustion side of the system into the ventilating
in varying degrees in smoke and fumes from burning airstreams.
substances. Exposure to even small amounts of the gas is
dangerous. A concentration of 0.02% (2 parts in 10 000) may Occasionally a manufacturer may require that an area of an
produce headache, mental dullness, and some degree of aircraft be checked for the presence of CO after a repair. To
physical impairment within a few hours. Higher doses or perform this testing, there are several types of portable GO
prolonged exposure may cause death. detectors, commonly called sniffers that are available for use.

Probably the simplest and least expensive CO indicator is a One type has a replaceable indicator tube that contains a yellow
button, worn as a badge or installed on the instrument panel or silica gel. During operation, a sample of air is drawn through the
cockpit wall. The button contains a tablet that changes from a detector tube. When the air sample contains carbon monoxide,
normal tan color to progressively darker shades of gray-to-black the yellow silica gel turns to a shade of green. The intensity of
when exposed to CO gas. The color transition time is relative to the green color is proportional to the concentration of carbon
the concentration of CO. At a concentration of 50 PPM monoxide in the air sample at the time and location of the tests.
(0.005%), the rust discoloration will be apparent within 15 to 30
minutes, while a concentration of 100 PPM (0.01%) will change
the color of the tablet in 2 to 5 minutes and to dark gray or black
in 15 to 20 minutes.

The buttons are effective, but must be replaced at the

manufacturer's recommended intervals to keep them at the
highest level of performance.

Other types of CO detectors are installed to maintain a constant

sampling of the cabin and cockpit air when the aircraft is in
operation.
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CHAPTER 4: FIRE-DETECTION SYSTEM INSPECTION AND

TESTING

Although the airframe structure and engine cowl provide some

protection for the sensing elements of fire-detection systems,
damage can still result from vibration and handling during
removal and installation. This, combined with the relatively small
size of sensing elements, dictates the need for a regular
inspection program.

The following procedures are provided as examples of some

general inspection practices that should be periodically
accomplished on a typical fire-detection system. However,
these procedures should not be used in lieu of the
manufacturer's approved maintenance directives or applicable
instructions.

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SECTION 1: SPOT- TYPE AND THERMOCOUPLE A Jetcal Analyzer consists of a heating element that is used to
MAINTENANCE apply a known heat value to a fire-detector element. The heat
value displays on the potentiometer of the Jetcal control panel.
Spot-type and thermocouple detection systems are relatively When the alarm temperature is reached, the cockpit warning
simple to inspect and maintain. The individual sensing units light will illuminate. If the light illuminates before the prescribed
should be inspected for security of attachment, dented or temperature setting, the entire detector circuit should be
distorted housings, and electrical wire connections. inspected for dented sensing elements, kinked wires and
sensing tubes, or other damage that could affect the electrical
However, when it is necessary to splice electrical wire between resistance of the circuit.
sensing elements, care should be exercised to only use the
materials and splicing techniques that are authorized by the
detection-system manufacturer. In some installations, wire
splices may cause a change in the electrical resistance of the
sensing circuit, causing the system to malfunction.

Thermocouple detector mounting brackets should be repaired

or replaced when cracked, corroded, or damaged. When
replacing a thermocouple detector, note which wire is
connected to the plus (+) terminal of the defective unit and
connect the replacement detector in the same way.

After the components of a fire-detection system have been

inspected, the system must be tested. To test a typical fire-
detection system, power is turned on in the cockpit and the fire
detection test switch s placed in the "TEST" position. Once this
is done, the red warning light should illuminate within the time
period established for the system. On some aircraft, an audible
alarm will also sound.

For some spot-type and thermocouple detection systems, as

well as continuous-loop systems, a Jetcal Analyzer unit may be
used to physically test a sensing element.

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SECTION 2: CONTINUOUS-LOOP MAINTENANCE Each manufacturer establishes the limits for acceptable dents or
PRACTICES kinks as well as the minimum acceptable diameter for a sensing
element. It is important to note that if a dent or kink exists that is
One of the first items that must be periodically checked on within the manufacturer's limits, no attempt should be made to
continuous-loop detection systems is the routing and security of straighten it. By attempting to unnecessarily straighten a
the detector elements. Long, unsupported sections can vibrate sensing element, stresses may be set up that could cause the
excessively and cause damage to the element. Common tubing to fail. [Figure c]
locations of cracked or broken elements are near inspection
plates, cowl panels, engine components, or cowl supports. If shielded flexible leads are used on the ends of the sensing
element, they should be inspected for fraying. The braided
The distance between clamps on straight runs is usually sheath is made up of many fine metal strands, woven into a
between 8 and 10 inches and is specified by each manufacturer. protective covering and surrounding the inner insulated wire.
To ensure adequate support when a sensing element ends at a Continuous bending or rough treatment can break the wire
connector, a support clamp should be located about four to six strands; especially those near the connectors, and cause a
inches from the connector fitting. short circuit.

On elements that are routed around certain components, a Nuts at the end of a sensing element should be inspected for
straight run of one inch is typically maintained from all tightness and proper safetying. Loose nuts should be retorqued
connectors before a bend is started. The optimum bend radius to the value specified by the manufacturer. Some connection
for most continuous-loop type sensing elements is three inches. joints require the use of copper crush gaskets. If this type of
[Figure a] gasket is present on a joint, it should be replaced anytime the
connection is separated.
The clamp used to support most continuous-loop sensing
elements consists of a small-hinged piece of aluminum that is Additional items to look for include pieces of safety wire or other
bolted or screwed to the aircraft structure. To help absorb metal particles that could short the sensing element. [Figure d]
engine vibration, most support clamps use a rubber grommet,
wrapped around the sensing element. Rubber grommets often
become softened from exposure to oils and hydraulic fluid, or
hardened from excessive heat. Such grommets should be
inspected on regular basis and replaced as necessary. [Figure b]

A continuous-loop sensing element should be checked for dents,

kinks, or crushed areas.
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SECTION 3: TROUBLESHOOTING However, if moisture does cause an alarm, the warning will
persist until the contamination is removed or boils away and the
Intermittent alarms or false alarms are probably the most resistance of the loop returns to its normal value.
common problems associated with a fire-detection system. Most
intermittent alarms are caused by an intermittent short circuit in Another problem that could be encountered is the failure to
the detector system wiring. obtain an alarm signal when the test switch is actuated. Such
failure could be caused by a defective test switch or control unit,
Electrical shorts are often caused by a loose wire that the lack of electrical power, an inoperative indicator light, or an
occasionally touches a nearby terminal, a frayed wire brushing opening in the sensing element or connecting wiring.
against a structure, or a sensing element that has rubbed
against a structural member long enough to wear through the Kidde and Fenwal continuous-loop detectors will not test if a
insulation. Intermittent faults can often be located by applying sensing element is shorted or broken; however, they will provide
power to the system and moving wires to recreate the short. a fire warning if a real fire exists. When the test switch fails to
provide an alarm, the continuity of a two-wire sensing loop can
False alarms can typically be located by disconnecting the be determined by opening the loop and measuring the
engine-sensing loop from the aircraft wiring. If the false alarm resistance of each wire. In a single-wire continuous-loop system,
continues, a short exists between the loop connections and the the center conductor should be grounded.
control unit. If the false alarm ceases when the engine-sensing
loop is disconnected, the fault is in the disconnected sensing
loop. The loop should be examined to verify that no portion of
the sensing element is touching the hot engine. If there is no
contact, the shorted section can be located by isolating and
disconnecting elements consecutively around the entire loop.

Kinks and sharp bends in the sensing element can cause an

internal wire to short intermittently to the outer tubing. The fault
can be located by checking the sensing element with a mega
ohm meter, or megger, while tapping the element in the
suspected area to produce the short.

Moisture in the detection system seldom causes a false fire

alarm.

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CHAPTER 5: FIRE EXTINGUISHING SYSTEMS

INTRODUCTION

Hand-held fire extinguishers and extinguishing systems are

installed in many aircraft to provide the flight crew and
maintenance personnel with the ability to fight fires while the
aircraft is operating on the ground or in flight. Portable
extinguishers are commonly installed in the cockpit and
passenger cabin of many aircraft. More elaborate extinguishing
systems are installed in transport category and corporate
airplanes to extinguish fires in the engine, auxiliary power unit,
baggage, and electronic equipment compartments. In addition,
many transport category airplanes have fire-extinguishing
systems located in trash receptacles to protect against fires that
may occur in the lavatories of passenger-carrying aircraft.

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SECTION 1: FIRE-EXTINGUISHING AGENTS In a typical unit, dry powder is expelled from the container by
compressed nitrogen and blankets the fire, excluding oxygen
As previously mentioned, the three elements that are needed to from the fuel. It also prevents a reflash that would re-ignite the
support combustion are a combustible fuel, oxygen, and heat. If fuel after it has been extinguished. Dry powder extinguishers
anyone of these elements is removed, a fire will not burn. The are not recommended for aircraft because of the potential
portable and fixed fire-extinguisher systems used in most damage to system components from the loose powder. It is also
aircraft are designed to displace the oxygen with an inert agent difficult to remove the residue after a dry powder extinguisher is
that does not support combustion or to chemically combine with discharged. Dry powder is corrosive and toxic.
oxygen to prevent combustion. Some additional extinguishing
effect can occur by the low temperature at which it is discharged. CARBON DIOXIDE
The most common types of aircraft extinguishing agents that
are used include carbon dioxide and Halogenated hydrocarbons. Carbon dioxide (CO2) is a colorless, odorless gas that is about
N2 is also an extinguishing agent but is primarily used as one and one-half times heavier than air. To be used as an
propellant for other chemicals. extinguishing agent, carbon dioxide must be compressed and
cooled until it becomes a liquid that can be stored in steel
WATER cylinders. When released into the atmosphere, carbon dioxide
expands and changes to a gas that cools to a temperature of
Water can only be used for Class A fires, such as aircraft cabin about -110°F. Because of the cooling effect, the water vapor in
fires, where electricity is not involved. Most modern water-type the air immediately condenses to form "snow," which causes
extinguishers consist of a container of water in which an the CO2 to appear to settle over the flames and smother them.
antifreeze material has been mixed. The water is propelled from
the extinguisher by a charge of carbon dioxide or nitrogen. However, the fire is actually extinguished by the CO2 displacing
Once the extinguisher is activated, all of the propellant is the oxygen in the atmosphere, interrupting the chemical
discharged and a new cartridge must be installed when the reaction between the fuel and the oxygen. Once the "snow"
extinguisher is serviced. warms, it evaporates, leaving almost no residue.

DRY-POWDER Carbon dioxide is effective on both Class B and Class C fires. A

carbon dioxide hand held fire extinguisher can be used on an
Bicarbonate of soda, ammonium phosphate, or potassium electrical fire, provided the discharge horn is constructed of a
bicarbonate is used as dry-powder extinguishants. They are nonmetallic material. A metallic horn would tend to transfer an
most effective on Class B and C fires where liquids and live electrical charge back to the fire extinguisher and to ground
electric circuits are involved. In addition, they are the most through the person holding the extinguisher.
effective extinguishant for Class D metal fires.
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In addition, since carbon dioxide leaves almost no residue, it is Halogenated hydrocarbon fire-extinguishing agents are most
well suited for engine intake and carburetor fires. Furthermore, effective on Class B and C fires but can be used on Class A and
carbon dioxide is nontoxic and does not promote corrosion. D fires as well. However, their effectiveness on Class A and D
fires is somewhat limited.
However, if used improperly, carbon dioxide will dissipate
oxygen uptake in the lungs, which can cause physiological Halogenated hydrocarbons are numbered according to their
problems such as mental confusion and suffocation. Because of chemical formulas with five-digit Halon numbers, which identify
its variation in vapor pressure with temperature, it is necessary the chemical makeup of the agent. The first digit represents the
to store CO2 in stronger containers than required for most other number of carbon atoms in the compound molecule; the second
extinguishing agents. digit, the number of fluorine atoms; the third digit, the number of
chlorine atoms; the fourth digit, the number of bromine atoms;
HALOGENATED HYDROCARBONS and the fifth digit, the number of iodine atoms, if any. If there is
no iodine present the fifth digit does not appear.
A halogen element is one of the groups that consist of chlorine,
fluorine, bromine, or iodine. Some hydrocarbons combine with For example, bromotrifluoromethane CF3Br is referred to as
halogens to produce very effective fire-extinguishing agents that Halon 1301, or sometimes by the trade name Freon 13TM.
work by excluding oxygen from the fire source and by
chemically interfering with the combustion process. Halon 1301 is extremely effective for extinguishing fires in
engine compartments of both piston and turbine powered
The probable extinguishing mechanism of halogenated agents aircraft and is also considered to be one of the best
is a chemical interference in the combustion process between extinguishing agents for aircraft interior fires. In engine
fuel and oxidizer. Experimental evidence indicates that the most compartment installations, the Halon 1301 container is
likely method of transferring energy in the combustion process pressurized by compressed nitrogen and is discharged through
is by molecule fragments resulting from the chemical reaction of spray nozzles. Halon 1301 is also widely used as the agent for
the constituents. If these fragments are blocked from portable fire extinguishers.
transferring their energy to the unburned fuel molecules, the
combustion process may be slowed, or stopped completely A number of halogenated hydrocarbon agents have been used
(extinguished). It is believed that the halogenated agents react in the past but are no longer in production. The reason for this is
with the molecular fragments, thus preventing the energy that some early Halon extinguishing agents produced toxic or
transfer. This may be termed chemical cooling or energy corrosive gases when exposed to fire.
transfer blocking. This extinguishing mechanism is much more
effective than oxygen dilution and cooling.

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For example, carbon tetrachloride (Halon 104) was the first For example, Dupont FE-25TM has proven to be an acceptable
generally accepted Halon extinguishing agent and was very substitute for Halon 1301 as an extinguishing agent and has no
popular for electrical hazards. However, when exposed to heat, harmful affect on the earth's ozone layer.
its vapors formed a deadly phosgene gas, which is a form of Other replacement extinguishing agents being researched
nerve gas. include water mist sprays, which have been proven to be
effective in combating many A, B, and C class fires.
Another once-popular agent was methyl bromide (Halon 1001).
However, methyl bromide is toxic to personnel and corrosive to As an aviation maintenance technician, it is important to be
aluminum alloys, magnesium, and zinc. Of all the halogenated aware of airworthiness and environmental regulations governing
hydrocarbon extinguishing agents, Halon 1301 is the safest to the use and disposal of CFCs. Improper handling or disposal of
use from the standpoint of toxicity and corrosion hazards. In halogenated hydrocarbons can lead to civil and criminal
small dosage amounts, the gas has a low toxicity, but has penalties.
similar effects of depriving oxygen from the lungs.
The Freon and Halon are in a liquid state when under sufficient
Because of changing regulations and developing environmental pressure but become gaseous when released to atmospheric
impact data, you should keep abreast of current developments pressure. Liquid Freon or Halon must not be allowed to come
pertaining to the use of halogenated hydrocarbons as fire- into contact with the skin because they will cause frostbite due
extinguishing agents. to extremely low temperatures attained when the liquid
evaporates.
For example, several studies suggest that chloroflourocarbons
(CFCs), such as Halon, damage the ozone layer in the
stratosphere, allowing higher levels of ultraviolet radiation to
reach the earth. To reduce damage to the ozone layer, the
Environmental Protection Agency banned the production of
CFCs after December 31, 1995. However, existing stocks of
CFCs are still allowed to be used after this date.

Several alternatives to CFCs have recently been developed and

will most likely find applications as aviation fire-extinguishing
agents.

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Fig 20 Fire Extinguisher Use

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NOTE: The use of highly toxic extinguishants such as methyl

bromide or carbon tetrachloride is prohibited in either crew or
passenger compartments. However, in the case of a fire
occurring during servicing or maintenance, the toxicity of the
extinguishant may be less important, particularly if it is possible
to direct the extinguisher through an open door or window into
the fuselage.

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SECTION 2: PORTABLE FIRE EXTINGUISHERS

Portable, or hand-held, fire extinguishers are installed in many

aircraft inside the cockpit and passenger compartments where
they can be readily accessed in the event of a fire. For
installations on commercial passenger-carrying aircraft, the
number and location of extinguishers may be mandated by
regulatory requirements, while the owners of smaller general
aviation airplanes are given the option to have portable
extinguishers installed.

The fire extinguishers must be of approved types and must be

appropriate for the kinds of fires that are likely to occur in the
areas concerned. For example, if electrical fires are most likely,
the fire extinguisher must be of the dry-chemical type, a dry gas
type (CO2), or a Halon 1301 type. Extinguishing agents
containing water must not be used because water increases
electrical conductivity and may cause more damage than good.
Oil or fuel fires should be smothered with a foam-type agent or
a dry-chemical agent. Each extinguisher for use in cabins must
be designed to minimize the hazard of toxic gas concentrations.

The three most common types of fire extinguishers used on

aircraft are the carbon dioxide, the nitrogen-pressurized dry
powder, and the Halogenated hydrocarbon extinguishers.

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PORTABLE FIRE EXTINGUISHER INSTALLATIONS the occupants if struck by the extinguisher. When
evaluating the mounting bracket installation verify that it
In most cases, these extinguishers are mounted in brackets does not obstruct or damage the aircraft structure. For
supplied by the extinguisher manufacturer and can tolerate the example make sure the mounting hardware does not
inertia forces that may be encountered during flight or due to an penetrate into electric cables, control cables or fluid
accident. When evaluating the installation of a new or previously carrying hoses
installed portable extinguisher, consideration should be given to
the following items:  Verify that all maintenance documentation detailing the
installation is complete. Required record entries include
 Portable extinguishers should be mounted as near as amended empty weight and empty weight C.G. data as
possible to the hazardous areas they are intended to well as the equipment list and permanent maintenance
protect. If no obvious hazard areas exist, the records.
extinguisher should be mounted near the passenger
entrance door or in a flight-attendant station, if one is
provided.

 When two or more extinguishers are installed, they

should be located with one at each end of the passenger
compartment and spaced uniformly throughout the
remainder of the cabin.

 The extinguisher should be positioned in a location that

makes it readily visible and accessible. When this is not
possible, a placard may be installed with letters at least
3/8-inch high indicating the location of the extinguisher.

 The extinguisher manufacturer's mounting bracket

should be used only after determining that it is capable
of sustaining the inertia force requirements Meeting
these requirements helps to ensure that the extinguisher
will not become dislodged while in flight or during a hard
landing or accident, which could cause severe injuries to

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PORTABLE EXTINGUISHER MAINTENANCE Any servicing or maintenance performed on the extinguisher

must be recorded in the aircraft's permanent maintenance
Most portable fire extinguishers are vendor supplied records and is often also indicated directly on the extinguisher
components and may not be covered in the aircraft container As shown in figure 21.
manufacturer's maintenance instructions. In these situations,
the best resource for servicing and maintenance information Additional items to check include releasing the extinguisher
may be directly from the extinguisher manufacturer. However, from its mounting bracket to determine its ease of removal and
for extinguishers installed in aircraft that are used in commercial checking that the activation-trigger safety pin is properly
operations, the maintenance requirements for portable installed.
extinguishers are often detailed in the carrier's individual
operating specifications. If there is any doubt as to the integrity of the extinguisher's
condition, it should be replaced or sent to a certified repair
In some situations, the extinguisher manufacturer may provide station that is authorized to perform full servicing and
basic servicing and maintenance information on the maintenance on portable fire extinguishers.
identification label. This information should be reviewed during
any inspection. Items that are typically checked include:

 Weighing the container to determine the quantity of

extinguishing agent, and checking a pressure gauge
to determine the propellant charge.

 The information on the label may also indicate any

time or life limits on the serviceability of the
extinguisher or the requirements for hydrostatic
testing, If required

 Nitrogen-pressurized extinguishers have pressure

gauges on them with red and green arcs on their dial.
As long as the gauge is indicating in the green arc,
the gas pressure is sufficient.

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SECTION 3: FIXED FIRE-EXTINGUISHING SYSTEMS

In an aircraft, it is important that the type of fire extinguishing

system be appropriate for the class of fire that is likely to occur.
There are two basic categories of fixed fire-extinguishing
systems:

 Conventional systems, and

 High-rate-of-discharge (HRD) systems

Both systems utilize one or more containers of extinguishing

agent and a distribution system that releases the extinguishing
agent through perforated tubing or discharge nozzles.

As a general rule, the type of system installed can be identified

by the type of extinguishing agent used. For example,
conventional systems usually employ carbon dioxide as the
extinguishing agent while HRD systems typically utilize
halogenated hydrocarbons.

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CONVENTIONAL SYSTEMS Once past the control valve, the CO2 proceeds to the fire zone
via solid tubing installed in the fuselage or wing. Inside the fire
The fire-extinguishing installations used in older aircraft are zone, the tubing is perforated so the carbon dioxide can be
referred to as conventional systems. Many of these systems are discharged. [Figure b]
still used in some aircraft and satisfactory for their intended use.
To operate a conventional fire extinguisher system used to
A conventional fire-extinguisher system consists of a cylinder protect an engine compartment, a selector valve in the cockpit
that stores carbon dioxide under pressure and a remotely must be manually set for the engine that is on fire. Once this is
controlled valve assembly that distributes extinguishing agent. done, a T-shaped control handle located next to the selector
valve is pulled upward to actuate the release lever in the CO2
Carbon dioxide cylinders come in various sizes, are made of cylinder valve. Once released, the compressed carbon dioxide
stainless steel, and are typically wrapped with steel wire to flows in one rapid burst to the outlets in the distribution line of
make them shatter proof. In addition, the normal gas storage the affected engine compartment. Contact with the air converts
pressure ranges from 700 to 1 000 psi. the liquid CO2 into a visible gas, which extinguishes the flames
by displacing oxygen.
Since the freezing point of carbon dioxide is so low, a storage
cylinder does not have to be protected against cold weather. Some CO2 systems designed to protect engine fire zones have
However, cylinders can discharge prematurely in hot climates. multiple bottles, which gives the system capability of delivering
To prevent this, manufacturers sometimes charge a cylinder extinguishing agent twice to any of engine compartments.
with about 200 psi of dry nitrogen before they fill the cylinder
with carbon dioxide. When treated in this manner, most CO2 Each bank of CO2 bottles is equipped with a red thermo-
cylinders are protected against premature discharge up to discharge indicator disk and a yellow system-discharge
160°F. The nitrogen also provides additional pressure during indicator disk. The red thermo-discharge disc is set to rupture
normal release of the agent. and discharge the carbon dioxide overboard if the cylinder
pressure becomes excessively high (about 2,650 psi). On the
Carbon dioxide cylinders are equipped internally with one of other hand, the yellow system-discharge disk ruptures
three types of siphon tubes. The cylinders used in aircraft whenever a bank of bottles has been emptied by a normal
typically utilize either a straight rigid, or a short-flexible siphon discharge.
tube. The type of siphon tube installed in the cylinder is
determined by the cylinder's mounting position. [Figure a] These disks are mounted so that they are visible on the outside
of the fuselage. This way, during a preflight inspection, the flight
The CO2 within a cylinder is distributed through tubing from the crew can identify the condition of the system.
CO2 cylinder valve to the control valve assembly in the cockpit.
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SECTION 4: HIGH-RATE DISCHARGE SYSTEMS As a safety feature, each extinguishing container is equipped
with a thermal fuse that melts and releases the extinguishing
High-rate-of-discharge (HRD) is the term applied to the fire- agent if the bottle is subjected to high temperatures. If a bottle is
extinguishing systems found in most modern turbine engine emptied in this way, the extinguishing agent will blowout a red
aircraft. A typical HRD system consists of a container to hold indicator disk as it vents to the atmosphere. On the other hand,
the extinguishing agent, at least one bonnet assembly, and a if the bottle is discharged normally, a yellow indicator disk blows
series of high-pressure feed lines. out. Like a conventional system, the indicator disks are visible
from the outside of the fuselage for easy reference. [Fig b] or
The containers used in an HRD system are typically made of alternately a gauge maybe installed which indicates bottle
steel and spherically shaped. There are four sizes commonly in pressure.
use today, ranging from 224 cubic inches to 945 cubic inches.
The smaller containers generally have two openings, one for the
bonnet assembly or operating head, and the other for a fusible
safety plug. The larger containers are usually equipped with two
bonnet assemblies.

Each container is partially filled with an extinguishing agent,

such as Halon 1301, and sealed with a frangible disk. Once
sealed, the container is pressurized with dry nitrogen. A
container pressure gauge is provided so you can quickly
reference the container pressure.

The bonnet assembly contains an electrically ignited discharge

cartridge, or squib, which fires a projectile into the frangible disk.
Once the disk brakes, the pressurized nitrogen forces the
extinguishing agent out of the sphere. A strainer is installed in
the bonnet assembly to prevent the broken disk fragments from
getting into the distribution lines. [Figure]

The advantage of this system over conventional systems is that

it is able to flood a compartment much quickly to eliminate the
fire (Rapid release of agent into the area).

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In addition to the discussed methods most modern aircraft are
When installed on a multi-engine aircraft, the fire extinguishing- protected against fire by selective use of materials. For an
agent containers are typically equipped with two firing bonnets. example all seat covers are made of fire resistant materials,
The two discharge ports allow one container to serve both cargo linings (ceiling and sidewall) are made of fire resistant
engines. [Figure 26] materials. it is important that any gaps or crevices in the flooring
and at the free edges of paneling should be sealed. All control
On large, multi-engine aircraft, two extinguishing agent cables fluid lines, which run through potentially fire hazardous
containers are generally installed, each with two firing bonnets. areas, are made of materials that can withstand high
The bonnet assembly contains an electrically ignited discharge temperatures or suitably protected such as sheathing.
cartridge, or squib, which fires a projectile into the frangible disk. Furnishing materials should also be inspected for grease or oil
This allows twin-engine aircraft to have a dedicated container stains, which may tend to propagate a fire and loose covers
for each engine. In addition, the two discharge ports on each which have been laundered or dry-cleaned should be re-proofed
bottle provide a means of discharging both containers into one as necessary. Ashtrays must be fitted.
engine compartment. [Figure 26]

Both conventional and HRD systems may be designed to allow

only one extinguishing agent to discharge into a fire area, or
they may be designed to allow several discharges into an area
in an attempt to extinguish the fire. In most aircraft only two
discharges are possible for anyone location. The exact
configuration of a system is determined by the aircraft
manufacturer.

The system is acting when a member of the crew closes the fire
switch to direct extinguishing agent to the area where a fire is
indicated. When the fire-extinguishing switch is closed, an ex
plosive charge at the neck of the selected agent container is
detonated and a cutter is driven through the ceiling disk in the
neck of the container. This releases- the extinguishing agent
from the container instantly and permits it to flow to the area
selected. The pilot or other crewmember will have selected the
appropriate area by operating a switch on the fire control panel.
This will direct the agent through the correct deployment line.

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SECTION 5: INSPECTION AND SERVICING CONTAINER PRESSURE CHECK

Regular maintenance of fire-extinguishing systems includes A pressure check of fire-extinguisher containers is made
inspecting and servicing the fire-extinguisher bottles, removing periodically to determine that the pressure is between the
and reinstalling discharge cartridges, testing the discharge minimum and maximum limits prescribed by the manufacturer.
tubing for leaks, and testing electrical wiring for continuity. Aircraft service manuals contain pressure/temperature curves or
charts that provide the permissible gauge readings corrected for
The following discussion looks at some of these common temperature. If the pressure does not fall within the appropriate
maintenance procedures to provide an understanding of the limits, the container must be removed and replaced with a
operations involved. However, as an aviation maintenance properly charged container.
technician, you must understand that fire-extinguishing-system
maintenance procedures vary substantially, depending on the Once it has been determined that a bottle is properly charged,
design and construction of the particular unit being serviced. check to make certain that the glass on the pressure gauge is
not broken. In addition, verify that the bottle is securely mounted
Therefore, the detailed procedures outlined by the airframe or to the airframe.
system manufacturer should always be followed when
performing maintenance. The only way to determine if the appropriate amount of
extinguishing agent is in a given container is to weigh the
container. Therefore, most fire-extinguishing containers require
re-weighing at frequent intervals. In addition to the weight check,
fire-extinguisher containers must be hydrostatically tested at
five-year intervals.

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DISCHARGE CARTRIDGES

The discharge cartridges used with HRD containers are life-

limited and the service life is calculated from the manufacturer's
date stamped on the cartridge. The manufacturer's service life is
usually expressed in terms of hours and is valid as long as the
cartridge has not exceeded a predetermined temperature limit.

To determine a cartridge's service life, it is necessary to remove

the electrical leads and discharge hose from the bonnet
assembly. Once this is done, the bonnet assembly can be
removed from the extinguisher container so the date stamped
on the cartridge can be seen.

Most new extinguisher containers are supplied with their

cartridge and bonnet assembly disassembled. Therefore, care
must be taken in assembling or replacing cartridges and bonnet
assemblies. Before installation on an aircraft, the cartridge must
be properly assembled into the bonnet and the entire assembly
connected to the container.

If a discharge cartridge is removed from a bonnet assembly, it

should not be used in another bonnet assembly. In addition,
since discharge cartridges are fired electrically, they should be
properly grounded or shorted to prevent accidental firing.
Wrapping a piece of safety wire between the two electrical
terminals of the discharge cartridge is sometimes done to keep
both terminals electrically neutral. Shunt plugs are also used for
this purpose.

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 63 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

SECTION 6: MAINTENANCE PRACTICES  All fire bottles have to be periodically hydrostatically

tested.
The accidental firing of the extinguisher bottle can cause
serious injury to persons who work or are in the close proximity.  Squibs, cartridges have a specific shelf and in
operation life regardless of used or not they have to
When removing the extinguisher bottle in an enclosed area be replaced when these times have lapsed.
makes sure that there is a flow of ventilating air.

The cartridge is an explosive device. To prevent explosion of

the cartridge and injury to personnel:

 Install the applicable protective device (cap or plug),

this will protect the electrical connector of the
cartridge.

 Take extreme care when you move a filled fire

extinguisher bottle as a heavy shock could cause
percussion.

 Always put blanks on disconnected lines.

 Fire bottles are inspected visually inspected for

correct pressure indicated in the gage against the
temp VS pressure graph and for condition.

 Weight is checked periodically to see that actual

weight is not less than approx 95% of the initial
charged weight.

 Replace bottle if not in the correct condition, weight

is not within limits, or if the maximum permitted life is
not longer than the time to next scheduled inspection.

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 64 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 65 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

CHAPTER 6: APU COMPARTMENT FIRE DETECTION

SYSTEM

The Fire Detection and Extinguishing system for APU is similar

to the Engine system as similar loop is used for detection and a
dedicated bottle is installed for extinguishing of APU fire.

Generally fire detection is accomplished by dual loop sensors

located at strategic points on the engines, in the APU
compartment, and in the main landing gear wheel wells. Each
loop is a continuous system with the sections of the sensors
connected to each other by aircraft wiring. The sensors are
identified as loop A and loop B. A sensor section consists of
both loops parallel to each other and attached to a support tube
by quick-release clamps. A Teflon-asbestos grommet around
the sensor is located at each clamp. The sensor support tube is
attached to the structure by a quick-release fastener as shown
in Figure b. The location of the engine fire detection sensors
and interconnect wiring is illustrated in Figure 29.

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 66 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 67 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

CHAPTER 7: GALLEY LOUNGE SMOKE DETECTOR

The detector unit consists of a test lamp, a beacon lamp. a

labyrinth, and a light sensitive resistor. The labyrinth is located
between the beacon lamp and the light sensitive resistor so that
very little light from the beacon lamp can reach the resistor
during normal conditions.

However when smoke is drawn through the labyrinth the smoke

becomes a medium by reflecting or scattering the light so that
more light can reach the resistor reducing the resistance value
of the light sensitive resistor. The light sensitive resistor is
connected to the smoke warning circuits. When the value of the
resistance is reduced sufficiently due to the increased light
intensity, the smoke warning circuits will be activated.

During a smoke detection system test, the test lamp is

connected in series with the beacon lamp. The light from the
test lamp shines directly on the light sensitive resistor.
Therefore performing a system test checks the integrity of the
smoke detector system and the continuity of the beacon lamp.

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 68 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 69 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

CHAPTER 8: LAVATORY WASTE BIN FIRE PROTECTION OPERATION

SYSTEM
In the correct operating conditions the fusible plug in the
DESCRIPTION discharge tube keeps the extinguisher agent in the container.
The pressure gage installed on the fill port shows that the
The typical lavatory fire extinguisher weighs approximately 0.35 container is full.
kg and contains approximately 0.12 kg of extinguisher agent.
Each fire extinguisher has: If there is a fire in the waste bin the fire extinguisher operates
automatically. When the temperature in the waste bin increases
 A spherical container, to approximately 75 Deg.C, the fusible plug installed in the end
of the discharge tube melts and lets the agent flow into the
 A fill port with a fill valve, waste bin. The agent extinguishes the fire and stays in the
 A mounting bracket, waste bin. The pressure in the container decreases and the
pressure gage shows that the container is empty.
 A discharge tube with a fusible plug,
 A pressure gage,
 An identification label.

The spherical container is made of brass. The mounting bracket,

the discharge tube and the fill port are attached to the container.
The fusible plug installed in the end of the discharge tube seals
the tube and keeps the extinguisher agent in the container.

The container is charged with the extinguisher agent through

the fill valve in the fill port. The extinguisher agent also
pressurizes the container. The pressure gage is installed on the
fill port after the container is charged.

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 70 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009
 Training Centre Module 11 - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category - Aerospace Sub Module 11.8 - Fire Protection

ISO 9001:2008 Certified For Training Purpose Only

11.8 - 71 CAA Approval No: HQCAA/2231/44/AW Dated: 11th Sept, 09 Rev. 00
Nov 2009