A—INTRODUCTION

Fire protection systems on aircraft usually consist of two separate operating systems.
One system is for fire or overheat detection, and the other is for fire suppression or
extinguishing.
A “fire zone” is an area or region of an aircraft designated by the manufacturer to
require fire detection and/or fire extinguishing equipment and a high degree of inherent
fire resistance
Typically, the potential fire zones of all multiengine aircraft are protected by a fixed fire
protection system.
The term “fixed” describes a permanently installed system in contrast to any type of
portable fire extinguishing equipment, such as a hand-held fire extinguisher
B—FIRE PROTECTION SYSTEM REQUIREMENTS
Fire protection systems perform two separate functions: fire detection and fire
extinguishment.
The primary purpose of a fire detection system is to activate a warning device in the
event of a fire. An ideal fire detection system should
1. Not cause a false warning.
2. Provide a rapid indication and accurate location of a fire.
3. Provide a continuous indication when a fire exists.
4. Provide an accurate indication that a fire is extinguished.
5. Provide an accurate indication that an extinguished fire has reignited.
6. Provide a means to test the system from the aircraft cockpit.
7. Have detectors that resist exposure to oil, fuel, hydraulic fluid, water, vibration,
extreme temperatures, and maintenance handling.
8. Have detectors that are lightweight and easily mounted.
9. Use detector circuitry powered by the aircraft electrical system without the use of an
inverter.
10.Require minimal electrical current when armed.
11.Activate both a cockpit light and an audible alarm.
12.Provide a separate detection system for each engine.

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B-1----TYPES OF FIRE OR OVERHEAT DETECTORS
Both 'unit' and 'continuous' type detectors are in use, the 'unit' type being situated at
the points most likely to be affected by fire, whilst the 'continuous' type are routed to
provide maximum coverage in the fire zone.
Detectors of either type may be used separately, or together in a combined fire warning
and engine overheat system.
Detectors or control units of any one type may have alternative temperature settings
and the part number marked on the case is the only positive means of identification of
the warning temperature
Unit Type Detectors~
these include the following types,
The thermal switch

A thermal switch system consists of one or more lights energized by the aircraft power
system and thermal switches that control operation of the light ( s) .
These thermal switches are heat-sensitive units that complete electrical circuits at a
certain temperature.
They are connected in parallel with each other but in series with the indicator lights (fig
above).
If the temperature rises above a set value in any one section of the circuit, the thermal
switch will close, completing the light circuit to indicate the presence of a fire or overheat
condition.

2
. Note that a test circuit is included so the system may be tested for operation.
The thermal switch, called a spot detector, works by the expansion of the outer case of
the unit. When the detector is exposed to heat, the case becomes longer and causes
the two contacts inside the case to be drawn together. When the contacts meet, the
electrical circuit is completed and the alarm activates.
B-2-----FENWAL SPOT DETECTOR
A FENWAL SPOT fire detection system is simply a circuit in which one or more
thermal switches are connected in an electrical circuit with a warning light and an aural
alarm unit to warn the pilot or flight crew that an overheat condition exists in a particular
area.
If more than one thermal switch is in the circuit, the switches will be connected in
parallel, so the closing of any one switch will provide a warning.
The switches operate on the principle of the difference in the coefficients of expansion
of dissimilar metals, and reset automatically when the ambient temperature is reduced
below the warning level
This type of unit detector is often used in engine installations and combustion heater
zones.
Note that a test circuit is included so the system may be tested for operation
FIG—A FENWAL SPOT DETECTOR

FIG—A FENWAL SPOT DETECTOR CIRCUIT

3
B-3----THERMOCOUPLE DETECCTOR
The thermocouple detection system, also called a “rateof- rise” detection system,
utilizes one or more thermocouples connected in series to activate an alarm system
when there is a sufficiently high rate of temperature increase at the sensor.
The thermocouple is made of two dissimilar metals, such as Chromel and Alumel, which
are twisted together and located inside an open frame, as shown in Fig. below.
FIG—THERMOCOUPLE PROBE

The frame protects the sensing wires from damage.

The exposed wires make up the hot junction. A cold junction is located behind insulating
material in the sensor unit.
FIG—THERMOCOUPLE PRINCIPLE

Thermoelectric temperature-measuring instruments depend for their operation on

electrical energy which is produced by the direct conversion of heat energy at the
measuring source.
Thus, unlike resistance thermometers, they are independent of any external
electrical supply.
The junction at the higher temperature is conventionally termed the hot or
measuring junction, and that at the lower temperature the cold or reference junction

4
FIG---THERMOCOUPLE FIRE WARNING CIRCUIT.

Where there is a difference in temperature between the hot junction and the cold
junction, a current is created. When sufficient current is being generated (about 4 mA),
a sensitive relay in a relay box closes, activating a slave relay and causing the alarm to
activate.
The basic circuit for this system is shown in Fig. 18-4. If the rate of temperature
increase is slow enough so that the temperature of the cold junction increases along
with the hot junction, the sensitive relay will not close and the alarm will not activate.
A test circuit is provided for the system through the use of a heater next to a
thermocouple. When the heater is energized, the thermocouple will generate sufficient
current to activate the system
FIG--THERMOCOUPLE MATERIALS AND COMBINATIONS

5
B-4----CONTINUOUS LOOP TYPE DETECTORS
There are three types of tubular sensing devices, called “continuous-loop” systems,
commonly employed in modern aircraft for detecting overheat or fire.
These are the Fenwal , the Kidde and the Systron-Donner
Cross-sectional drawings to illustrate the operating principles of the three most
commonly employed sensors are shown in Fig.below. These are the sensors
manufactured by the Fenwal Company, the Walter Kidde Company, and the Systron-
Donner (Meggit safety systems) Company
FIG---FENWAL,KIDDE AND SYSTRON DONNER CONTINUOUS LOOP FIRE
DETECTORS

FIG-The routing of a continuous-loop fire detection assembly in an engine

compartment

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B-5---FENWAL CONTINUOUS LOOP DETECTOR UNIT
The Fenwal sensor consists of a small [0.089-in OD (2.3-mm)], lightweight, flexible
Inconel tube with a pure nickel wire–center conductor.
The space between the nickel conductor and the tubing wall is filled with a porous
aluminum-oxide, ceramic insulating material.
The voids and clearances between the tubing and the ceramic material are saturated
with a eutectic salt mixture, which has a low melting point.
The nickel wire in the center of the tube is insulated from the tube wall by the ceramic
and eutectic salt materials. The tube is hermetically sealed at both ends with
insulating material, and threaded fittings are located at each end of the tube.
When heated sufficiently, current can flow between the center wire and the tube
wall because the eutectic salt melts, and its resistance drops rapidly when the
temperature reaches a given level. The elevated temperature will cause a response
at any point along the entire length of the sensing element.
The increased current flow between the nickel center wire and the tubing wall provides
the signal, which is utilized in the electronic control unit to produce the output signal
that actuates the alarm system.
When the fire is extinguished or the overheat condition is corrected, the eutectic salt
in the sensing element increases in resistance and the system returns to the standby
condition.
If the fire should reignite, the sensor would again produce a signal for an alarm
FIG FENWAL SENSING ELEMENT.

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B-6---KIDDE CONTINUOUS LOOP FIRE DETECTION SYSTEM
The sensing element of the Kidde system consists of an Inconel tube filled with a
thermistor material.
Two electrical conductors is grounded to the outer shell of the connector at the end of
the tube. Electrical connectors are provided at both ends of the tube.
In the Kidde sensing element the resistance of the thermistor material decreases rapidly
when a high temperature is applied.
This change in resistance is sensed by the electronic control circuit monitoring the
system, and the control provides the warning signal to illuminate the fire warning light
and activate the aural warning device. This sensor returns to a normal (standby)
condition when the fire or overheat condition is corrected
KIDDE CONTINUOUS LOOP FIRE DETECTION

FIG Control unit for Kidde system

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B-7----PNEUMATIC CCONTINUOUS LOOP
FIG---PNEUMATIC CONTINUOUS LOOP DETECTOR OPERATING PRINCIPLE

The pneumatic continuous-loop systems are also known by their manufacturers’ names
Lindberg, Systron-Donner, and Meggitt Safety Systems.
These systems are used for engine fire detection of transport type aircraft and have
the same function as the Kidde system; however, they work on a different
principle.
They are typically used in a dual-loop design to increase reliability of the system.
The operation of these detectors is based on the principles of gas laws.
The sensing element consists of a closed, helium-filled tube connected at one end to
a responder assembly.
As the element is heated, the gas pressure inside the tube increases until the
alarm threshold is reached. At this point, an internal switch closes and reports an
alarm to the cockpit.
Continuous fault monitoring is included.

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B-7 1 PNEUMATIC CONTINUOUS LOOP DETECTOR OPERATING PRINCIPLE
SUMMARY
The pneumatic detector has two sensing functions. It responds to an overall average
temperature threshold and to a localized discrete temperature increase caused by
impinging flame or hot gasses. Both the average and discrete temperature are factory
set and are not field adjustable.
Averaging Function
The fire/overheat detector serves as a fixed-volume device filled with helium gas. The
helium gas pressure inside the detector increases in proportion to the absolute
temperature and operates a pressure diaphragm that closes an electrical contact,
actuating the alarm circuit. The pressure diaphragm within the responder assembly
serves as one side of the electrical alarm contact and is the only moving part in the
detector. The alarm switch is preset at an average temperature.
Typical temperature ranges for average temperature settings are 200 °F (93 °C) to 850
°F (454 °C).
Discrete Function
The fire/overheat detector’s sensor tube also contains a hydrogen-filled core material.
[Fig] Large quantities of hydrogen gas are released from the detector core whenever a
small section of the tube is heated to the preset discrete temperature or higher. The
core outgassing increases the pressure inside the detector and actuates the alarm
switch.
Both the averaging and discrete functions are reversible.
When the sensor tube is cooled, the average gas pressure is lowered and the discrete
hydrogen gas returns to the core material. The reduction of internal pressure allows the
alarm switch to return to its normal position, opening the electrical alarm circuit
FIG---PNEUMATIC SENSOR LOCATIONS AROUND A JET ENGINE

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B-8---COMBINATION FIRE AND OVERHEAT WARNING-- SYSTEM TEST
The integrity of the continuous-loop fire detection system may be tested by actuating
a test switch in the flight deck
If the sensing element loop is unbroken, the resistance detected by the control circuit
is that of the simulated fire, and the alarm is activated.
The test demonstrates, in addition to the continuity of the sensing element loop, the
integrity of the alarm indicator circuit
The thermistic properties of the sensing element remain unchanged for the life of the
element (no irreversible changes take place when heated); the element functions
properly as long as it is electrically connected to the control unit.
FIG---CONTINUOUS-LOOP FIRE DETECTION SYSTEM TEST CIRCUIT

FIG---PNEUMATIC CONTINUOUS LOOP DETECTOR TEST MODULE

Figure above shows a typical aircraft fire detection system in which a control module
monitors two loops of up to four pneumatic detectors each, connected in parallel.
The control module responds directly to an alarm condition and continuously monitors
the wiring and integrity of each loop.
Loss of sensor gas pressure opens the integrity switch, creating an open circuit across
the terminals of the faulted detector
If the detector should develop a leak the system then does not operate during test.
Typical fire/ warning indications---RED WARNING LIGHT and FIRE BELL (COCK PIT)

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B-9--SMOKE, FLAME, AND CARBON MONOXIDE DETECTION SYSTEMS
Smoke Detectors
A smoke detection system monitors the lavatories and cargo baggage compartments for
the presence of smoke, which is indicative of a fire condition.
Smoke detection instruments that collect air for sampling are mounted in the
compartments in strategic locations.
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 a heat detection system.
Three common types used are light refraction and ionization.
B-9-1--LIGHT REFRACTION/LIGHT SCATTER TYPE
The light refraction type of smoke detector contains a photoelectric cell that detects light
refracted by smoke particles.
Light travels in a straight line through clear air and therefore under normal conditions,
the sensor is hidden from the light source.
When smoke enters the chamber, the light is .scattered through refraction and
reflection and this, allows some of the light to fall onto the sensor
An internal fan draws infrared (IR) and is installed at 90° to a air through the labyrinth
chamber
Any smoke reflects some of the light from the LED onto the photodiode, causing it to
give an output voltage. Any increase in the volume of smoke results in a further
increase in the output voltage.
The internal electronics give an alarm warning when the output voltage reaches a
calibrated level.
FIG--DETECTOR UTILIZING LIGHT REFRACTION WITH A PHOTOELECTRIC CELL.

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B-10----PHOTOELECTRIC ,LIGHT, ATTENUATION ,DETECTORS
In these smoke detectors, a light source is in direct line with a sensor, as fig below
illustrates. Under normal conditions, a beam of light, a known value from the light
source, shines on the sensor cell. As the sensor cell is photoelectric, the light creates an
electrical voltage that is measured and compared against a set value.
When smoke enters the detector chamber, it starts to obscure the light (attenuation).
The subsequent reduction in light falling on the sensor drops the voltage output of the
photoelectric cell. The measuring circuit senses the drop in voltage and triggers the
flight deck warning.
FIG-- PHOTOELECTRIC LIGHT ATTENUATION DETECTORS

B-11---IONIZATION TYPE SMOKE DETECTOR

In an ionization-type smoke detector, a small amount of radioactive material is used to
bombard the oxygen and nitrogen molecules in the air within the detection chamber
The ionization that takes place permits a small current to flow through the chamber and
in the external circuit. Air from the area being checked for smoke is passed through the
chamber, as shown in Fig below.. If smoke is in the air small particles of the smoke
attach themselves to the oxygen and nitrogen ions and reduce the flow of current. When
the current level is reduced by a predetermined amount, the alarm circuit will be
triggered to produce the visual and aural alarm
FIG---IONISATION TYPE SMOKE DETECTOR

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B-12---CARBON MONOXIDE DETECTORS
Carbon monoxide is a colorless, odorless gas that is a byproduct of incomplete
combustion. Its presence in the breathing air of human beings can be deadly.
To ensure crew and passenger safety, carbon monoxide detectors are used in aircraft
cabins and cockpits. They are most often found on reciprocating engine aircraft
with exhaust shroud heaters and on aircraft equipped with a combustion heater.
Turbine bleed air, when used for heating the cabin, is tapped off of the engine
upstream of the combustion chamber. Therefore, no threat of carbon monoxide
presence is posed
Exceedingly small amounts of the gas are dangerous if inhaled. A concentration of as
little as 2 parts in 10,000 may produce headache, mental dullness, and physical
lethargy within a few hours. Prolonged exposure or higher concentrations may cause
death.
FIG---HUMAN REACTIONS TO CARBON MONOXIDE POISONING

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B-13---CARBON MONOXIDE DETECTORS
There are several types of carbon monoxide detectors.
Electronic detectors are common. Some are panel mounted and others are portable.
Chemical color-change types are also common. These are mostly portable. Some are
simple buttons, cards, or badges that have a chemical applied to the surface.
Normally, the color of the chemical is tan. In the presence of carbon monoxide, the
chemical darkens to grey or even black.
NB---TAN---Yellowish-brown colour
The transition time required to change color is inversely related to the concentration of
CO present.
At 5 parts per million, the indication is apparent within 15 to 30 minutes. A concentration
of 100 parts per million changes the color of the chemical in as little as 2–5 minutes.
As concentration increases or duration of exposure is prolonged, the color evolves from
grey to dark grey to black.
B-14--FLAME DETECTORS
Optical sensors, often referred to as flame detectors, are designed to alarm when they
detect the presence of prominent, specific radiation emissions from hydrocarbon flames.
The two types of optical sensors available are infrared (IR) and ultraviolet (UV), based
on the specific emission wavelengths that they are designed to detect.
IR-based optical flame detectors are used primarily on light turboprop aircraft and
helicopter engines.
FIG---FLAME DETECTOR

15
C---GAS TURBINE ENGINE FIRE SUPPRESSION/ EXTINGUISHING SYSTEMS
C-1---INTRODUCTION
Once a fire has been detected a fire extinguishing agent is utilized to put out/extinguish
the fire- Fire suppression systems are divided into fixed fire extinguisher systems and
hand-held fire extinguishers
This section details how fire suppression is achieved in flight and the regulations in
force.
C-2----CLASSES OF FIRES
The following classes of fires that are likely to occur onboard aircraft
1. Class A—fires involving ordinary combustible materials, such as wood, cloth, paper,
rubber, and plastics.
2. Class B—fires involving flammable liquids, petroleum oils, greases, tars, oil-based
paints, lacquers, solvents, alcohols, and flammable gases.
3. Class C—fires involving energized electrical equipment in which the use of an
extinguishing media that is electrically nonconductive is important.
4. Class D—fires involving combustible metals, such as magnesium, titanium,
zirconium, sodium, lithium, and potassium.
C-3---TYPES OF EXTINGUISHANTS
HALOGENATED HYDROCARBONS
For over 45 years, halogenated hydrocarbons (Halons) have been practically the only
fire extinguishing agents used in civil transport aircraft.
However, Halon is an ozone depleting and global warming chemical, and its
production has been banned by international agreement.
Although Halon usage has been banned in some parts of the world, aviation has been
granted an exemption because of its unique operational and fire safety requirements.
Halon has been the fire extinguishing agent of choice in civil aviation because it is
extremely effective on a per unit weight basis over a wide range of aircraft
environmental conditions. It is a clean agent (no residue), electrically nonconducting,
and has relatively low toxicity.
Two types of Halons are employed in aviation: Halon 1301(CBr𝑭𝟑 ) a total flooding
agent, and Halon 1211 (CBrCl𝑭𝟐 ) a streaming agent.
Class A, B, or C fires are appropriately controlled with Halons. However, do not use
Halons on a class D fire. Halon agents may react vigorously with the burning metal

16
NOTE: While Halons are still in service and are appropriate agents for these classes of
fires, the production of these ozone depleting agents has been restricted.
Although not required, consider replacing Halon extinguishers with Halon replacement
extinguishers when discharged.
Halon replacement agents found to be compliant to date include the halocarbons
HCFC Blend B, HFC-227ea, and HFC-236fa.
Nitrogen (𝑵𝟐 ) is also an extinguishing agent but is used primarily in current systems as
as a propellant for one of the other chemicals.
NB---The use of C𝑂2 is usually limited to older, reciprocating-engine-powered
(piston-engine) transports.
C-4--FIXED FIRE SUPPRESSION SYSTEMS
Transport aircraft have fixed fire extinguishing systems installed in:
1. Turbine engine compartments
2. APU compartments
3. Cargo and baggage compartments
4. Lavatories

FIG TYPICAL FIXED TYPE FIRE SUPPRESSION SYSTEM FOR GAS TURBINE
ENGINED--AIRCRAFT

17
C-5--FIXED TYPE FIRE SUPPRESSION SYSTEM FOR GAS TURBINE--
COMPONENTS
FIG—TYPICAL EXTINGUISHING AGENT CONTAINERS

Fire extinguisher containers (HRD bottles) store a liquid halogenated extinguishing

agent and pressurized gas (typically nitrogen). They are normally manufactured from
stainless steel. Depending upon design considerations, alternate materials are
available, including titanium.
Containers are also available in a wide range of capacities.
They are produced under Department of Transportation (DOT) specifications or
exemptions.
Most aircraft containers are spherical in design, which provides the lightest weight
possible. However, cylindrical shapes are available where space limitations are a factor.
Each container incorporates a temperature/pressure sensitive safety relief diaphragm
that prevents container pressure from exceeding container test pressure in the event of
exposure to excessive temperatures

18
FIG-- COMPONENTS OF FIRE EXTINGUISHER CONTAINER

Fire extinguisher containers (HRD bottles) store a liquid halogenated extinguishing

agent and pressurized gas (typically nitrogen). They are normally manufactured from
stainless steel. Depending upon design considerations, alternate materials are
available, including titanium.
Containers are also available in a wide range of capacities.
Most aircraft containers are spherical in design, which provides the lightest weight
possible. However, cylindrical shapes are available where space limitations are a factor.
Each container incorporates a temperature/pressure sensitive safety relief diaphragm
that prevents container pressure from exceeding container test pressure in the event of
exposure to excessive temperatures. [Fig
Discharge valves are installed on the containers. A cartridge (squib) and frangible disk-
type valve are installed in the outlet of the discharge valve assembly.

19
C-6---FIRE BOTTLE SQUIB

FIG--- DISCHARGE VALVE (LEFT) AND CARTRIDGE, OR SQUIB (RIGHT).

The squib is the explosive charge that drives the slug through the disk. A screen in the
discharge head prevents particles of the disk from entering the deployment lines.
The HRD system uses Freon or Halon 1301 and the spherical bottles actuated by
explosive cartridges.
When the fire-extinguishing switch is closed, an explosive charge at the neck of the
selected agent container is detonated and a cutter is driven through the sealing disk in
the neck of the container. This instantly releases the extinguishing agent from the
container and permits it to flow to the area selected
Two types of cartridge disk-release techniques are used. Standard release-type
uses a slug driven by explosive energy to rupture a segmented closure disc.
For high temperature or hermetically sealed units, a direct explosive impact-type
cartridge is used that applies fragmentation impact to rupture a prestressed corrosion
resistant steel diaphragm.

20
C-7---FIRE-SUPPRESSION SYSTEMS
Fire-suppression or fire-extinguishing systems usually consist of a fire-extinguishing
agent stored in pressurized containers, tubing to carry the extinguishing agent to areas
that require protection, control valves, indicators, control circuitry, and associated
components.
Systems vary considerably on different aircraft; however, the basic elements are similar.
FIG----DIAGRAM OF FIRE EXTINGUISHER CONTAINERS (HRD BOTTLES).

C-8--PRE-FLIGHT TEST
The commander of an aircraft with a fire warning system must test the system’s integrity
before take-off to ensure compliance with the regulations

21
C-8-1--AURAL AND VISUAL ALERTING
For fire, the aural warning can take the form of a bell, horn, or chime. The crew can
cancel this. Once cancelled, if another fire warning is given, the aural warning sounds
again.
To visually alert the pilot to a problem, attention getters flash red, which the pilot can
cancel. As with the aural warning, if a further fire condition occurs, the attention getters
flash again.
C-8-2--FIRE WARNING — INDICATING THE SOURCE
A constant red light illuminates on the appropriate fire-warning panel, see diag
The pilot cannot cancel this and the light remains illuminated until the fire condition
ceases to exist, when the fire sensor resets itself. If another fire condition for the same
area were to exist. the warnings would start again after it has reset.
NB--For large aircraft it is standard for an engine’s fire warning to be given by
illuminating the appropriate fire handle. The function of the fire handle is covered
later
FIG—TYPICAL FIRE WARNING INDICATORS

22
C-8-3--SQUIBS AND SQUIB TEST
Each fire bottle outlet incorporates a frangibie disc type valve that is ruptured by a
small explosive charge called a squib, as mentioned earlier .
When the fire extinguisher \s operated, an electrical current fires the charge, causing it
to detonate. This explosion either ruptures the sealing disc directly or drives a slug
through it, releasing the agent.
To ensure the integrity of each firing circuit, the crew carries out a continuity test
before flight.
When the pilot depresses the squib test button, a micro voltage is passed through
the squib.
This tests the complete circuit without detonating the squib. If the system is serviceable,
a green or yellow/green light illuminates.
An unsatisfactory test precludes flight until completion of remedial action
FIG---SQUIB TEST SWITCHES

FIG—FRANGIBLE DISC AND CARTRIDGE (SQUIB) ---SINGLE SHOT/SINGLE

FIRING BONNET SYSTEM

23
C-9--ELECTRICAL ACTUATION OF A CROSS FEED SYSTEM
For large air transport aircraft, the continuous fire indication is normally given by
illuminating the appropriate engine’s fire handle.
In the event of an engine fire, to meet the requirements of isolating the engine
from flammable fluids, removing possible sources of ignition, closing the engine down,
arming and operating the fire extinguisher quickly, these functions have been
combined into two operations of the fire handle
The first action is to pull the appropriate fire handle. This action simultaneously:
Disconnects the engine’s alternator from the aircraft’s electrical system
Closes the fuel, hydraulic, and any other flammable fluid and FSOVS (fuel shut off
valves)
Isolates the engine's ignition circuit
Arms the SQUIB firing circuits
The second action is to turn the fire handle in the direction which will actuate the
appropriate squib.
Turning the handle in the opposite direction fires the other/opposite squib and
extinguisher.
FIG—ENGINE FIRE HANDLES (FOUR –ENGINE AIRCRAFT SHOWN—NUMBERED
ONE TO FOUR)

24
FIG-----A CROSS FEED FIRE FIRE EXTINGUISHING SYSTEM

FIG—FIRING BONNETS---TWO SHOT SYSTEM

25
C-10--ELECTRICAL ACTUATION OF A SINGLE SHOT SYSTEM
In the case of single fire bottles, each firing circuit consists of an arming switch and a
guarded discharge switch. These switches normally take the form of the push and lock
type buttons.
The continuous red fire warning is given by illuminating the warning legend. This takes
the form of “FWD/AFT” or “FIRE/SMOKE” in the arming button. Pushing this switch
arms the firing circuit of the squib in the discharge outlet of the fire extinguisher.
C-11---CLASSIFICATIONS OF FIRE-EXTINGUISHING SYSTEMS,
There are two classifications of fire-extinguishing systems, the CONVENTIONAL
SYSTEM and the HIGH-RATE-OF-DISCHARGE SYSTEM (HRD system).
C-11-1---CONVENTIONAL SYSTEM
The conventional system is normally found on older reciprocating-engine-powered
aircraft and is based on the design concept of the systems first used on aircraft.
Although this type of system is adequate, it is not as efficient as the HRD systems.
The conventional system usually uses C𝑂2 as the extinguishing agent and makes use of
a perforated ring and distributor-nozzle discharge arrangement.
When the system is activated, the C𝑂2 bottles are opened and the gas flows through the
lines to the selected engine.
At the engine the gas flows through the lines to the selected engine. the gas flows out of
the perforated ring and distributor nozzles to smother the fire.
C-11-2---HIGH-RATE-OF-DISCHARGE SYSTEM (HRD SYSTEM
The HRD system uses Freon or Halon 1301 and the spherical bottles actuated by
explosive cartridges.
The discharge tubes are configured to allow a rapid release of agent into the fire area
and flood the compartment so as to eliminate the fire much more quickly.
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 any one location.
The exact configuration of a system is determined by the aircraft manufacturer

26
C-12--FIRE EXTINGUISHANT DISCHARGE INDICATORS
Two methods are used to allow the pilot or technician to determine if the bottle has
discharged thermally: a pressure gauge or a “blowout” disk.
Some aircraft have a gauge for the fire bottles visible from the outside of the aircraft or
through access panels. If the gauge does not indicate a charge, then the bottle has
been discharged.
Other aircraft have a discharge line running from the bottle to the outside of the aircraft
or to an open area such as a wheel well. The discharge line opening is covered with a
red disk. If the bottle has discharged, the disk will be blown out of the discharge fitting.
The absence of the red disk indicates a thermal. discharge.
FIG—FIRE EXTINGUISHANT DISCHARGE INDICATORS

A similar system is used to indicate if the system has been discharged by actuation of
the extinguishing system. In this case a small line from the system distribution line leads
to a disk-actuator line. This line is covered with a yellow disk.
FIG---EXTINGUISHANT DISCHARGE INDICATOR

When the extinguishing system is activated, the yellow disk is pushed out by a plunger.

27
C-13---PORTABLE FIRE EXTINGUISHERS
Portable or hand-held fire extinguishers must be available as specified for the aircraft.
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
FIG-----AIRCRAFT PORTABLE FIRE EXTINGUISHERS

28
FIG---THE NUMBER OF PORTABLE EXTINGUISHERS INSTALLED ON AN
AIRCRAFT DEPENDS ON THE SEATING CAPACITY OF THE AIRCRAFT

C-14---FIRE PROTECTION SYSTEM MAINTENANCE

1. Intermittent alarms are most often caused by an intermittent short in the detector
system wiring. Such shorts may be caused by a loose wire that occasionally touches a
nearby terminal, a frayed wire brushing against a structure, or a sensing element
rubbing against a structural member long enough to wear through the insulation.
Intermittent faults often can be located by moving wires to recreate the short.
2. Kinks and sharp bends in the sensing element can cause an internal wire to short
intermittently to the outer tubing
3 Moisture in the detection system seldom causes a false fire alarm. If, however,
moisture does cause an alarm, the warning persists until the contamination is removed,
or boils away, and the resistance of the loop returns to its normal value.
4. Failure to obtain an alarm signal when the test switch is actuated may be caused by a
defective test switch or control unit, the lack of electrical power, inoperative indicator
light, or an opening in the sensing element or connecting wiring.
5 The service life of fire extinguisher discharge cartridges (SQUIBS) is calculated from
the manufacturer’s date stamp, which is usually placed on the face of the cartridge. The
cartridge service life recommended by the manufacturer is usually in terms of years.
Cartridges are available with a service life of 5 years or more

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APPENDIX A---FIRE SENSING DETECTORS TYPICAL OPERATION

Diagram ABOVE shows the fire warning logic related to the selection of three different
operational conditions .
If loops A or B only are selected, anything that triggers the sensor sends the alarm
signal to the flight deck.
By selecting Loops A + B, the signal from each loop is sent to an AND gate, where the
alarm signal is not sent until both loops detect a fire condition.
A and B work together to reduce the possibility of spurious alarms.
In the event of a loop failing during flight, the crew can cancel the failed loop and revert
to a single loop.
A typical Minimum Equipment Lists (MELs) only require a serviceable fire detection
system at dispatch. Therefore, a dual system allows an operator to continue flying an
aircraft for revenue with one failed loop.

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APPENDIX B-- FIRE WARNINGS FOR LAVATORY COMPARTMENTS
For aircraft with 20 passenger seats or more, each lavatory must be equipped with a
smoke detector system or equivalent that provides:
A warning light in the cockpit, or
A warning light or audible warning in the passenger cabin that would be readily detected
by a cabin crewmember
A typical automatic toilet fire extinguishing system is shown
FIG—LAVATORY SMOKE DETECTOR

FIG—AUTOMATIC TOILET FIRE EXTINGUISHER

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APPENDIX C----------AUXILIARY POWER UNITS FIRE PROTECTION
Modern APUs have two operating conditions:
Ground
Flight
On the ground, it is common practice for APUs to be left running when the flight deck is
unattended. To ensure that there is fire protection, the fire detection and suppression
system can be selected to automatic.
If either loop of a twin loop system detects a fire condition, it automatically shuts
down, isolates the APU, and operates the fire extinguisher.
In flight, regulations require the crew to monitor the APU, so the system is set to
manual.
Where any fire warning is given via the attention getters, horn, and dedicated
continuous red light, the crew activates the APU’s fire bottle.
Modern solid-state systems use the aircraft’s weight-on- wheels ground logic to
automatically change the fire detector from in-flight AND logic to ground OR logic,
see diag below
FIG---APU FIRE PROTECTION LOGIC

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APPENDIX D—WHEEL -BRAKE FIRE
FIG—AFTER A WHEEL BRAKE FIRE

WHEEL BAYS
Main wheel wells are monitored for fire and overheat, as there is a possibility of a
fire starting alongside the wing fuel tanks due to overheated brake units.
The corrective action in the event that an overheat warning is given, is for the pilot to
slow down to VLE and lower the gear to cool or blow out the flames.
The best medium to use to extinguish a wheel, wheel brake fire. or undercarriage fire
on the ground, is dry powder/chemical powder.
The wheels should be approached from directly in front or behind
If required, pump the dry chemical powder as a spray into the wheel unit.
Do not attempt to apply water to a brake unit fire.

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APPENDIX-E----FIRE PREVENTION BY DESIGN
Obviously, the best way to fight a fire is to prevent it from starting in the first place.
Ideally, all the materials that are used in the production of aircraft would be fireproof. In
reality, for practical purposes some of the materials used in the manufacture of aircraft
are combustible, others are fire resistant. To minimise the potential fire risk, aircraft
manufacturers have to comply with regulations laid down in the JAR 23 and 25.
Airworthiness authorities classify compartments, detail engine fire zones, and detail
design requirements to prevent the spread of fire and smoke, so that any fire does not
result in the unintentional operation of or inability to operate essential services or
equipment.
DEFINITIONS
AIRWORTHINESS authorities define the difference between fireproof, fire resistant,
flame resistant, flash resistant, and flammable. These definitions appear below.
FIREPROOF
Fireproof materials, components, and equipment, must be capable of withstanding a
flame temperature of 1100°C +80°C for a period of 15 minutes without any failure that
would create a hazard to the aircraft.
FIRE RESISTANT
Fire resistant materials, components, and equipment, must be capable of withstanding a
flame temperature of 1100°C + 80°C, for a period of 5 minutes without any failure that
would create a hazard to the aircraft.
FLAME RESISTANT
Flame resistant materials are not susceptible to combustion to the point of propagating
a flame, beyond safe limits, after the ignition source is removed.
FLASH RESISTANT
Flash resistant means not susceptible to burning violently when ignited.
FLAMMABLE
Flammable, with respect to a fluid or gas, means susceptible to igniting readily or
exploding.

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APPENDIX-F---FUSELAGE CARGO COMPARTMENT CLASSIFICATION
Cargo compartment classifications for aircraft are listed below:
Class A:is one where a crewmember at his/her duty station would easily discover the
presence of a fire, and each part of the compartment is easily accessible in flight.
Class B: is one where there is sufficient access in flight for a crewmember to effectively
reach any part of the compartment with the contents of a hand-held fire extinguisher.
A smoke or fire detector is fitted to warn the flight crew as to the presence of a fire.
Class C:
Compartments comply with the following:
a) There is a separate Smoke or Fire Detector system to give warning at the pilot or
flight engineer station.
b) There is an approved built in Fire Extinguishing System controlled from the pilot or
c) Means provided to exclude hazardous quantities of smoke, flames, or other noxious
gases from entering into any compartment occupied by the crew or passengers.
Class D
A Class D cargo compartment is designed to carry goods that do not require
temperature control during flight.
The hold is typically pressurized and temperature-controlled for the comfort of the
passengers, but it does not require special temperature control for the cargo.
The cargo area is typically located below the passenger cabin and is accessible from
the outside of the aircraft
Class E
Class E cargo compartment is one on airplanes used only for the carriage of cargo and
in which:
1. There is a separate approved smoke or fire detector system to give warning at the
pilot or flight engineer station.
2. The controls for shutting off the ventilating airflow to, or within, the compartment are
accessible to the flight crew in the crew compartment.
3. There are means to exclude hazardous quantities of smoke, flames, or noxious
gases from the flight crew compartment.
4. The required crew emergency exits are accessible under any cargo loading condition.

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APPENDIX-G---PROTECTIVE BREATHING EQUIPMENT (PBE)/ FOR FLIGHT CREW
FIG—PROTECTIVE BREATHING EQUIPMENT (PBE)

Where an aircraft is fitted with an extinguishing system, regulations require that there be
protective breathing equipment for each flight crewmember on flight deck duty, as
illustrated in diagram above.
The first action of a flight crew on receiving and confirming a fire warning is to wear
protective breathing equipment to ensure that either toxic fumes or fire extinguishing
agent do not incapacitate them.
(a) No AOC holder may operate an aeroplane with a maximum certified takeoff mass
exceeding 5700 kg. or having a maximum approved seating configuration of
more than 19 seats unless—
NB---AOC---AIR OPERATOR CERTIFICATE
(a) It has PBE to protect the eyes, nose and mouth of each flight crew member while on
flight deck duty and to provide oxygen for a period of not less than 15 minutes; and
(b) The oxygen supply for PBE may be provided by the required supplemental oxygen
system.
((c) The PBE intended for cabin crew use shall be installed adjacent to each required
cabin crew member duty station
(d) Easily accessible portable PBE shall be provided and located at or adjacent to the
required hand fire extinguishers except that, where the fire extinguisher is located inside
a cargo compartment, the PBE shall be stowed outside but adjacent to the entrance to
that compartment.
(e) The PBE while in use shall not prevent required communication

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