Section 13- G

Engine Fire Protection

Section 13 - G Engine Systems

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ENGINE FIRE SYSTEM

General

There is a separate fire protection system for each engine consisting of warning lights, aural alarm and
bottles containing an extinguishant. The warning lights appear on both the 32∝ panel and the overhead
panel. A warning light is also incorporated in the Fuel Shut-off lever. The extinguishant can be
discharged into either engine bay by pipelines with exits under the intake and combustion chamber
areas. The Fuel Shut-off lever also controls the engine ventilation flap, which closes, when the lever is
retarded on the quadrant. These levers are snap-wire locked in the open position. The detection systems
can be tested and a warning system also exists to show a breakdown of the fire detection circuit.

Fuel Shut-Off Levers

Aural
Warning

Central Warning Panel

FIRE 1 FIRE 2

FIRE D

Fire Extinguisher Monitor Panel

FIRE EXTINGUISHING
6 7
• TEST
FIRE 2 3
TEST
FIRE
•
E E
N 4 N
M M
O O
• E
R
R
E
R
R •
1 M 5 M 8
G G

• LINE LINE •
ENGINE 1 ENGINE 2

Figure 39 – Fire Control Components

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Key to Figure 39

1. No 1 Engine Fire Test Switch (2 position).

2. No 1 Engine Fire Indicator Light and Emergency Extinguisher Firing Button.
3. No 1 Engine Fire Indicator Light and Normal Extinguisher Firing Button.
4. Bottle Empty Indication Light for No 1 Normal and No 2 Emergency Extinguishers.
5. Bottle Empty Indication Light for No 2 Normal and No 1 Emergency Extinguishers.
6. No 2 Engine Fire Indicator Light and Emergency Extinguisher Firing Button.
7. No 2 Engine Fire Indicator Light and Normal Extinguisher Firing Button.
8. No 2 Engine Fire Test Switch (2 position).

Detection

Around each engine are 6 bi-metallic fire detectors connected in series. They are distributed as shown in
Figure 40. The detectors operate by means of distortion of two metal strips with the application of heat.
At the detection threshold one strip will hit a stop, the other will continue distorting and the contacts will
be opened. Opening the contacts introduces a resistor into the circuit and the warnings are operated.

Cool Section Hot Section

Detectors set at 300ºC Detectors set at 400ºC

1 2 3

4 5 6
Figure 40 – Fire Detector Locations

Fire Warning Indications

1. 32∝ panel FIRE 1 or FIRE 2

2. Overhead panel E and N

M
O
E
R
R
M
G

3. Red light in the handle of the Fuel Shut-off Lever

4. Audio warning -

Detection System Failure Indications

1. 32∝ panel FIRE D

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System Testing

The systems are tested by operating the Fire Test switches on the overhead panel. There is one test
switch per engine. Moving the switch to ‘fire test’ operates the four red warning lights and audio alarm.
Moving the switch to ‘line’ checks the continuity of the detection circuit and FIRE D illuminates.

7 8 1 3 5 2

10 9

5 3 4

Figure 41 – Extinguisher Components

Key to Figure 41

1. No 2 Extinguisher 6. Frangible Safety Disc

2. No 1 Extinguisher 7. Pressure Switch
3. Emergency Percussion Head 8. Pressure Gauge
4. Normal Percussion Head 9. Freon Distribution Line
5. Double Check Valve 10. Freon Diffuser

Section 13 - G Engine Systems

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 6 Series-Mounted
R Fire Detectors

Fire Test R R

Line Test

Extinguisher Fire Detection

Push-Buttons
L1 L2
PCB (2PP6 for
Line Detector Engine 2 System)
Cut-Off Opening

E LH Fuel 1
N
O
M Shut-Off P
E Lever
R
R K1 P
M
G 6
K3 K2

P
P
Red
1
+ FIRE 1 Alarm
PCB
Engine 2 System
Emergency Power Supply

Aux.
+ FIRE D Alarm To Engine 2 System
PCB

Figure 42 – Fire Detection Electrical Circuit

ELECTRICAL DETECTION CIRCUIT

Refer to Figure 42. It shows the detection system for Engine 1.

All Systems Functioning Normally

Relays K1 and K3 are in their working position and relay K2 is in its rest position. All the lights are off.

Opening of a Detector (Fire or Test)

The increase in the detection line resistance due to the series connection of the detector (or test) resistor,
activates circuit L2 that closes relay K2 circuit. With relay K2 in its work position, the FIRE 1 warning light
on the 32∝ panel illuminates together with the Fuel Shut-off Lever lights, the control panel NORM and
EMERG lights. The aural warning sounds at the same time.

Detection Line Failure (or ‘Line Test)

The Loss of current from the detection line activates system L1 that cuts off the excitation current to relay
K3. In its rest position, K3 illuminates the FIRE D warning light.

Loss of Normal Power Supply (1PP6) – In normal operation, the system is supplied from the primary bus
1PP6 (relay K1 is energised). If 1PP6 is lost, relay K1 trips to rest position, illuminating the FIRE D
warning light and bringing into operation the emergency power supply (battery bus PP1).

The FIRE D light can be canceled by operating the WARN attention getter.
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 Bottle Empty
Light ‘ON’

A B
Engine 2 BAR
Engine 1

)
E
N
RH Fire M
O
E
ENGINE 2 R
R
M Bottle
G

Freon Diffuser
Under Engine 2

Freon Diffuser
Under Engine 1

E
M N
LH Fire
ENGINE 1 E O
R R
Bottle M
G

A B
Engine 2 BAR
Engine 1

+
Bottle Empty
Light

Figure 43 – Fire Extinguisher Circuit

(Shown with No. 2 Engine ‘NORM’ extinguisher fired)

FIRE PROTECTION

General

Two fire extinguisher bottles are fitted on the transmission deck aft of the right hand hydraulic reservoir.
Each bottle contain 1.5 Kg. of Freon 13 B1, pressurised with nitrogen to 42 bar and is fitted with two
pyrotechnic squibs and percussion caps.

The ‘normal’ cap discharges into one engine bay and the ‘emergency’ cap into the other. A pressure
gauge, safety bursting disc and low pressure switch are fitted on each bottle. The safety disc will burst at
98 bar pressure and the low pressure switch will illuminate the bottle empty light on the Fire Detection
Panel.

Note - The fire bottle ‘empty’ lights do not illuminate with the selection of ‘Fire Test’. Test illumination of
these lights is by the ‘general’ overhead panel bulb test.

Before operating the fire extinguishing system the power should first be reduced by means of the SSL (to
check if a localised gas leak is activating the detector) and the fuel shut-off lever retarded. Closing the
fuel shut-off lever closes the low-pressure fuel supply to the engine bay and closes the engine ventilation
flap. The closing of the flap ensures that the extinguishant is not vented from the engine compartment
before it has had time to extinguish the fire.

The squibs are operated by breaking through the thin plastic covering over the NORM and EMERG
warning lights and pressing the light. The NORM light should be used first and if the fire continues then
pressing EMERG light discharges the second bottle into the same engine bay. The bottle empty lights
will illuminate when the bottle is discharged.

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Electrical Circuit

Refer to Figure 44. The percussion head resistors are supplied by bus 1PP5 for Engine 1 and 2PP5 for
Engine 2 with a back up supply for both from PP1. The ‘normal’ circuits return to the battery negative
terminal, whereas the ‘emergency’ returns to aircraft earth, thus if the battery is isolated (+ve & -ve
contactors open) the circuit from PP1 can still operate the ‘normal’ system but not the ‘emergency’
system. To enable 1PP5 or 2PP5 to supply the ‘full system’ (normal and emergency) under any
electrical conditions the junction at the battery negative point is connected, via a diode, to the aircraft
earth so that it can operate with the battery -ve contactor open.

Supplying the resistors in a squib causes it to explode, bursting a disc and allowing the Freon to escape
under pressure to the discharge outlets. See Figure 43.

Eng 1 Detector

2 EMERG

P
P ENG 1 EMERG
5

Eng 2 Detector
BAT -
NORM

RH Fire
ENG 2 NORM Bottle
2

Engine 2

P
P
1
Eng 2 Detector Engine 1 BAT -
EMERG

LH Fire
ENG 2 EMERG Bottle
1

Eng 1 Detector
NORM

1
P ENG 1 NORM
P
5

Figure 44 – Extinguisher Electrical System

General Cut-Out Handles (Crash Handles)

The Fuel Shut-off Lever controls the ventilation flap and the fuel supply valve. It also operates a micro
switch on the shut-off valve. However both Fuel Shut-off Levers need to be operated to operate this
micro switch that isolates the battery.

The Crash Handle operates both Fuel Shut-off Levers and the engine ventilation flaps. It also de-exites
both alternators and isolates the battery thus reducing the risk of a fire. Fire extinguishing remains
possible via the ‘normal’ circuit supplied from PP1.

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 INTENTIONALLY BLANK

Section 13 - G Engine Systems

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