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AIR ENGINEERING TRAINING INSTITUTE

AIRCRAFT ENGINEERING SCHOOL

MODULE 17
ENGINE FIRE PROTECTION SYSTEM

TABLE OF CONTENTS

CHAPTER TITLE PAGE NO.

1. FIRE PROTECTION SYSTEM 1-1 to 1-11

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CHAPTER 1
FIRE PROTECION SYSTEM

1. INTRODUCTION

All gas turbine engines and their associated installation systems incorporate
features that minimise the possibility of an engine fire. It is essential, however, that if a
failure does take place and results in a fire, there is provision for the immediate detection
and rapid extinction of the fire, and for the prevention of it spreading. The detection and
extinguishing system must add as little weight to the installation as possible.

2. PREVENTION OF ENGINE FIRE IGNITION

An engine/powerplant is designed to ensure that the prevention of the engine fire

ignition is achieved as far as possible. In most instances a dual failure is necessary before
a fire can occur.

Most of the potential sources of flammable fluid are isolated from the “hot end” of
the engine. External fuel and oil system components and their associated pipelines are
usually located around the compressor casing or the “cool” zone, and are separated by a
fireproof bulkhead from the combustion, turbine and jet pipe area or the “hot zone”. The
zones may be ventilated to prevent the accumulation of flammable vapours.

All pipelines that carry fuel, oil or hydraulic fluid are made fire resistant / proof and
all electrical components and connections are made explosive-proof. Sparking caused by
discharge of static electricity is prevented by bonding all aircraft and engine components.
This gives electrical continuity between all the components and makes them incapable of
igniting flammable vapour.

On some engines, tubes carrying flammable fluids in “hot areas” are constructed
with double skin. Should a fracture of the main fluid carrying tube occur, the outer skin
will contain the leakage, so preventing any possible fire ignition.

The powerplant cowlings are provided with adequate draining sytem to remove
flammable fluids from the nacelle, bay or pod and all seal leakages from components are

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drained overboard.

3. EXTERNAL COOLING AND VENTILATION

The engine bay or pod is usually cooled and ventilated by atmospheric air being
passed around the engine and then vented overboard. Another important function of the
airflow is the purge any flammable vapours that can be present in the engine
compartment.

Fig.1.1 A Typical Cooling and Ventilation System

4. FIRE/OVERHEAT DETECTION SYSTEMS

The turbine engine, or cowling adjacent to the engine, contain fire detection
devices which illuminate a warning light in the cockpit if a fire or serious overheat condition
occurs. Quite often the engine hot and cold sections are divided into two distinct fire
zones. The detection devices are set according to the operating temperature of that zone.
Where the cold section might alarm at 200-300°F, the hot section might alarm as high as
500-600°F.

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Several varieties of fire surveillance systems are available for fire detection
purposes. The more common types are the single-wire thermal switch, the two-wire
thermal switch, the continuous loop and the pneumatic loop.

4.1 Single-Wire Thermal Switch

This system is configured with several heat sensitive thermal switches which
contain a pair of contacts that are normally open and which close at a present heat value.
In Figure 1.2, as the switch heats up, the heat sensitive arms to which the contacts are
attached expand in the direction opposite the electrical terminal. This completes an
electrical circuit to a warning indicator in the cockpit. This system automatically resets
itself when cool.

In figure1.3, 28V DC is applied to both paths of the thermal switch loop. If an

overheat to alarm temperature or a fire occurs which closes any of the switches, a path
to ground is completed through the closed switch. With this loop arrangement, one open
circuit can occur and the system will still provide protection to all of the fire surveillance
points. The test switch tests the entire loop and will show the operator hether an open
circuit is present in the power input lead of the loop. A short circuit in the loop will cause
a false fire warning indication. The dimming relay shown provides low voltage to the light
for night operation.

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Fig.1.2 Single-wire, Thermal Switch Fire (Overheat) Detector Circuit

4.2 Two- Wire Thermal Switch

The two-wire thermal switch is designed so that the circuit can withstand
either an open or a short and still remain functional. In the circuit, in figure 1.4, the
following sequence of events occurs during operation and testing:

Fig.1.3 Bimetallic Thermal Switch

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Fig. 1.4 Two-wire, Thermal Switch Fire (Overheat) Detector Circuit

a. Normal Operation
With the trip-over relay in the normal position as shown, 28V DC is supplied to
Loop-A from both ends. If an overheat/fire occurs or the test button is pressed,
current will flow through Loop-B and illuminate the warning light. The trip-over relay
will remain in this position due to the low current draw present in the normal mode
of operation.

b. Operation with A Short In Loop-A

A high current draw with a short I this loop will be sufficient to cause the trip-
over to actuate. A reset button on the relay casing will pop out and will remain out
until reset by hand. Loop-B will now receive the 28V DC power to protect the engine
and Loop-A will provide the ground circuit. If a serious overheat or a fire occurs or if
the test button is pressed, the warning light will illuminate. A short in Loop-A is only
detectable bu observing the popped reset button.

c. Operation with A Short In Loop-B

If an overheat/fire occurs or if the test button is pressed, a high current draw
sufficient to cause trip-over will be present. After trip-over, the alarm light will
illuminate and remain on, giving an indication that Loop-B is shorted.

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d. Operation with An Open In Loop-A

This loop is powered from both ends and provides protection similar to the
single wire system. If an open is present in the loop, power is still available to each
thermal switch. Pressing the test button will reveal this condition because for current
to flow and the light to illuminate, the entire loop has to be secured. With an open
circuit in this loop the light will not show.

e. Operation with An Open In Loop-B

This system will still provide fire protection with an open circuit in this loop.
Pressing the test button will reveal this fault. The alarm light will not illuminate. As in
the single-wire system, after cooling this system automatically resets itself and is
ready for reuse.

4.3 Continuous Loop System

There are two types of electrical continuous loop fire/overheat detection system in
common use today, the single-wire system and the two-wire system. Both are designed
for use on larger engines.

In the single-wire system, the Incone1 outer case provides the ground potential.
In the two-wire system, the second wire performs this function. In each case, the hot lead
is insulated from the ground. One uses ceramic beads coated with a substance called
eutectic salt. The other uses a thermistor type material. Each has the property of losing
its electrical resistance as melting occurs when heated.

In the circuit diagram shown in Figure 1.5, 28V C is supplied to the hot lead
through an alarm relay coil. When cool, the insulation material does not allow current to
flow between ground and the hot lead. However, when a fire occurs, the insulator material
heats and losses resistance sufficiently to complete a path to ground. The relay coil is
energised by this current flow and the alarm light is illuminated in the cockpit. This system,
like the thermal switch system will automatically reset itslf when cooled.

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Fig. 1.5 Continuous-loop Detector Fire Detector Systems

The continuous loop installation drawing shown in Figure 1.6, shows two seperate
loop being utilised, one for the cold section and the other for the hot section.

Fig. 1.6 Typical pod and Pylon Continuous-loop Fire (Overheat) Detector Systems

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4.4 Pneumatic System

The pneumatic fire protection system is another type of fire or overheat

surveillance system. It is produced in various sensor tube lengths with a choice of alarm
temperatures.

The tube contains a gas, which expands greatly when heated. When trigger
temperature is reached, the gas pressure is sufficient to overcome the check valve and
gas flows to the right side of the diaphragm. This in turn forces the diaphragm contacts to
the left onto the alarm contacts and energises the alarm circuit.

The check valve arrangement is such that, after the heat source is removed, the
gas return to a low pressure and the diaphragm forces the gas back into the tube ready
for another operation.

The cold section would be set to trigger at a lower value than the hot section. If an
overheat to perhaps 300°F occurs, it could trigger the cold section alarm. However, in the
hot section the combustor could radiate heat normally at the 300°F level , so the alarm
temperature would be set to a value of perhaps 500°F. The set temperatures are made
factory and generally cannot be changed in the field.

Fig. 1.7 Pneumatic Fire (Overheat) System

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4.5 Other Fire Detection Systems

A system which gives fire protection without being an overheat detector is the flame
detector system. It utilises infrared detectors to receive direct or reflected rays from a
flame source. The detectors are located in the engine nacelle and send a signal to an
amplifier, which powers an alarm circuit in the cockpit.

Another similar circuit is the smoke detector. It also uses photoelectric cells with a
light directed towards them. If smoke is present in sufficient quantity, the reference beam
refracts light to the photoelectric cells and the alarm is powered.

Both of these circuits are self-resetting to the standby state as are the overheat
detectors. The photoelectric sensor is not widely used for turbine engine application,
because it cannot detect hot air leaks. Such leak are a common malfunction of the gas
turbine engine that can cause a fire if the hot air is directed toward an oil or fuel line.

5. FIRE EXTINGUISHING SYSTEM

An engine can be protected with one bottle only or a cross-feed system with two
or more bottles. The system can be one that enables two seperate discharges to be made
as shown in Figure 1.8.

The bottle/s is pressurised to the range of 500 to 500 psi. Gauges are provided to
indicate the correct charge. The relief valve is a fusible disk, whih will rupture if the bottle
were to overheat to relieve the overpressure condition. To discharged the bottle from the
cockpit, an electric current is applied to the contactor which denotates an explosive
cartridge. This shatters the disk located in the bottle outlet, from there the extinguishing
agent flows to the engine and discharge through the multi-way discharge nozzle.

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Fig. 1.8 A Typical Fire Extinguishing System

6. COMMON EXTINGUISHING AGENTS

6.1 Carbon Dioxide

The oldest type of agent used in aviation. It is noncorrosive to metal parts but can
cause shock to hot running parts of the engine if used in large quantity.

6.2 Methyl Bromide

Lighter in weight than carbon dioxide but more toxic and highly corrosive to non-
ferrous alloys, immediate wash don of contaminated areas is required.

6.3 Chlorobromomethane

It is more effective than carbon dioxide and methyl bromide and it is less toxic.It is
corrosive to both ferrous and non-ferrous metals and contaminated parts need an
immediate wash down.

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6.4 Dibromodifloromethane

An expensive non-toxic, noncorrosive agent which is very effective on engine fires.

6.5 Bromotrifloromethane

An expensive non-toxic, non corrosive agent which is very effective on engine fires.
Also considere one of the safest agents from the stand point of toxicity and corrosion.

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