FIRE PROTECTION

8 FIRE PROTECTION

Fire is the most dangerous threat to the safety of an aircraft and is associated with external
areas near the main engines and the APU.

Other external hot spots are landing gear bays, where heat from brake units could affect the
surrounding equipment and wiring, when the gears are retracted. Overheating of the structure,
equipment and wiring from very hot air, leaking engine compressor bleed air pipes, must also
be catered for.

Fire from internal areas such as the passenger, flight deck and toilet compartments as well as
cargo, air-conditioning and electrical/electronic equipment bays require protection too.

Indeed any source on an aircraft that the manufacturer or operator considers a likely hazard
will be protected.

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

§ Rapid warning of fire/overheat and its accurate location

§ Must not cause false warnings
§ Continuous warning for duration of fire/overheat
§ Confirmation that the fire has been extinguishing
§ Indication that the fire has re-ignited
§ A means of testing the system from the flight deck
§ Detectors that are proof against oil, water, vibration and high temperatures
§ Detectors that are easily accessible throughout the aircraft
§ Detectors and extinguishers hot-wired electrically or powered from emergency
electrical buses
§ Adequate visual and aural indication on the flight deck and vital areas on the aircraft
§ Separate warnings for each engine and specific areas as determined by the aircraft
manufacturers

Therefore, the Fire (and Overheat) Protection system will normally be split into two main
subsystems:

§ Fire/Overheat Detection and Warning

§ Fire Extinguishing

8.1 FIRE/OVERHEAT DETECTION AND WARNING

Fire/Overheat detectors can be divided into two main groups:

§ Unit or Spot Type

§ Continuous Loop (Firewire) Type
 JAR 66 CATEGORY B1
)
8.1.1 Unit (Spot) Type
MODULE 11.08
FIRE PROTECTION
This type is fitted at various strategic points within the fire/overheat zone and takes the form
of a thermally activated switch.

They are electrically

8.1.1 connected in parallel with each other and in series with the audio/visual
Unit (Spot) Type
warning system. This arrangement allows any switch to operate the warning, even if other
switches haveisfailed
This type fittedinatthevarious
remainder of the points
strategic system.within the fire/overheat zone and
takes the form of a thermally activated switch.
They
Some aredetectors
Unit electrically
mayconnected
have a pairinofparallel with each
BI-metallic otherthat
contacts, and in series
close when with theand
heated
open when they are cooled down, to make or break the electrical warning circuit. the
audio/visual warning system. This arrangement allows any switch to operate
warning, even if other switches have failed in the remainder of the system.
Some Unit
However, detectors
the majority hasmay have
a thin a pair
casing thatof BI-metallic
surrounds twocontacts, thatelectrical
conventional close whencontacts
heated and open when they are cooled down, to make or break the electrical
that are normally set apart from each other. When subjected to heat, the casing expands and
warning circuit.
pulls the two the
However, contacts together,
majority has a completing
thin casing the
thatwarning circuit
surrounds two in a similar manner
conventional to the BI-
electrical
metallic type.
contacts that are normally set apart from each other. When subjected to heat, the
casing expands and pulls the two contacts together, completing the warning
Thecircuit
maininadvantage
a similar of this so-called
manner „High Speed
to the BI-metallic Resetting Switch‟ (HSRS), is its
type.
sensitivity and fast reaction time,
The main advantage of this so- to initiate the warning and cancel it once the heat is
removed.
its sensitivity and fast reaction time, to initiate the warning and cancel it once the
heat is removed.
Spot
Spot Detectors
Detectors are used
are used mainlymainly to detect
to detect high temperature
high temperature leaksbleed
leaks from fromair
bleed
ductsairand are
ducts and are normally positioned at pipe
normally positioned at pipe to pipe connections. to pipe connections.

Thermoswitch Type Fire Detection System

Figure 1

Page 8-2 B1 Mod 11.08 Issue No *

 MODULE 11.08
FIRE PROTECTION

Thermoswitch Spot Detector

Figure 2

8.1.2 Continuous Loop (Fire Wire) Detectors

8.1.2 Continuous Loop (Fire Wire) Detectors
This method permits more complete coverage of a fire hazard area than any type
of spot-type of temperature detectors. The continuous loop uses the principle of
This method permits more complete coverage of a fire hazard area than any type of spot-type
capacitance and resistance to indicate a rise in temperature at any point along
of temperature detectors. The continuous loop uses the principle of capacitance and resistance
the length of the detector loop. The commonest type has a stainless steel or
to indicate a rise in temperature at any point along the length of the detector loop. The
Inconel outer tube, an inner pure nickel wire surrounded by ceramic beads wetted
commonest type has a stainless steel or Inconel outer tube, an inner pure nickel wire
by eutectic salt. The effect of this design is that a rise in temperature causes a
surrounded by ceramic beads wetted by eutectic salt. The effect of this design is that a rise in
sharp fall in electrical resistance, as well as a rise in capacitance.
temperature causes a sharp fall in electrical resistance, as well as a rise in capacitance.
Once the detection unit senses this effect, anywhere along the wire, it will cause
Once the detection unit senses this effect, anywhere along the wire, it will cause an overheat
an overheat warning to be generated. This continuous loop system is often
warning to be generated. This continuous loop system is often referred to as a 'firewire'
referred to as a 'firewire' system. The advantage of a firewire system is that a
system. The advantage of a firewire system is that a loop can cover the complete powerplant,
loop can cover the complete powerplant, (Figure 3) within its cowling so that an
(Figure 3) within its cowling so that an overheat or fire will be detected quickly no matter
overheat or fire will be detected quickly no matter where it starts. The firewire will
where it starts. The firewire will also re-set the control box to remove the warning when the
also re-set the control box to remove the warning when the temperature falls
temperature falls below the limit temperature.
below the limit temperature.

B1 Mod 11.08 Issue No * Page 8-3

 JAR 66 CATEGORY B1
)
)
MODULE 11.08
MODULE 11.08
FIRE PROTECTION
FIRE PROTECTION

Fire Wire
Fire Layout
Wire Layout
Figure 3
Figure 3
Firewire elements
Firewire elements are
are attached
attached to to
thethe
airframe
airframestructure with quick release clips
Firewire elements are attached to the airframe structure withstructure with
quick release quick
clips release clips
approximately 6” apart and 4” from the end fittings. The element is supported in clips with a
clips with aa rubber grommet to to
prevent rubbing and to to
help damp outout
vibrations.
rubberclips with
grommet to rubber
prevent grommet
rubbing and toprevent
help damprubbing and
out vibrations. help damp
(Figure 4). Care vibrations.
is taken
(Figure 4).
(Figure Care
4). Care is taken to eliminate strain on the element as excessive bending
to eliminate strain on theiselement
taken to eliminate bending
as excessive strain on the result
could element as excessive
in work hardening ofbending
the
could result
could in in
result work
work hardening
hardening of of
thethe
capillary.
capillary.
capillary.

Fire Wire
Fire Clips
Wire and
Clips Connections
and Connections
Figure 44
Figure
8.1.3
8.1.3Dual
DualLoop System
Loop System
Most
Most aircraft
aircraft use
use thethe
dual loop
dual loopsystem
system of of
indication. Each
indication. Eachsensing
sensing circuit has
circuit hasdual
dual
8.1.3 Dual Loop System
sensing loops. Each Loop A and Loop B is independent of
sensing loops. Each Loop A and Loop B is independent of each other. When the each other. When the
loop
loopselector
selector switch is is set to to
BOTH, both loops must detect a firefire
condition before
Most aircraft use the switch
dual loop setsystemBOTH, both
of indication. loops must detect
Each sensing circuita has condition
dual sensingbefore
the warning system is activated. If only one loop detects a fire, the associated
loops.the
Eachwarning
Loop A system
and LoopisBactivated. If only
is independent one other.
of each loop When
detectsthealoop
fire,selector
the associated
switch
loop fault
loop faultlight willwill
light illuminate.
is set to BOTH, both loopsilluminate.
must detect a fire condition before the warning system is
activated. If only one loop detects a fire, the associated loop fault light will illuminate.

Page 8-4 B1 Mod 11.08 Issue No *

Page 8-4 B1 Mod 11.08 Issue No *
If the selector is switched to a single loop (A or B) full fire warnings will activate if the
selected loop senses a fire condition.

Pressing the loop test button simulates a fire condition on the respective loop. This is done by
earthing the inner electrode of the loop that functionally checks the system and checks the
continuity of the loop.

8.1.4 Pressure-Type Sensor

The pressure type detection system uses a continuous loop for the detection element. This
loop is made from sealed stainless steel tube that contains an element that absorbs gas when it
is cold but releases the gas when it is heated. This tube is connected to a pressure switch that
will close when the pressure reaches a pre-determined level.

The commonest make of this type of system is the Systron-Donner system which uses a
centre titanium centre wire and the expansion of both helium and hydrogen gas to give the
two-stage warnings.

Whilst the firewire system actuates when any part of the loop reaches the limit temperature,
the pressure type system will actuate in two different ways. If a localised fire occurs, the
hydrogen gas is released and its pressure closes the pressure switch which will set off the
warning system, however, if the temperature over a larger area rises to a lower level than a
fire warning the helium expands and closes the pressure switch to activate the system
warning.

8.2 FIRE ZONES

On light aircraft, the only protection against fire is a stainless steel or titanium bulkhead
(firewall), dividing the engine bay from the cabin and the rest of the aircraft. Larger aircraft
have the complete engine cowlings isolated from the airframe/wing assemblies and, in
addition, aircraft cowlings can be divided into a number of 'fire zones', each one usually
having its own warning and extinguishing system.

The types of zone dictate what type of protection that they receive, for example, light aircraft
have piston engines and hence, due to the high flow of air through the bay, have no fire
protection and depend on isolating the engine of fuel to put out any fire. The example has
four zones around the engine that only two have firewires and extinguishing.

8.2.1 Hot And Cool Zones

Engines are usually split into hot and cool zones (Figure 5). The hot zone comprises the
combustion chamber turbines and exhaust areas, the cool zone comprises the intake,
compressors and accessory drives.
 )

MODULE 11.08
FIRE PROTECTION

Engine Fire Zones

Figure 5

8.2.2Fireproof
8.2.2 FireproofBulkheads
Bulkheads

Theseprevent
These prevent firefire
fromfrom spreading
spreading to other
to other areas. Auxiliary
areas. Auxiliary power
power units and units and tail
tail mounted
mounted
engines areengines
normally are normally
contained contained
within within
such bulkhead such bulkhead
compartments compartments
separating them from the
separating them from the rest of the airframe. The engine pylons also
rest of the airframe. The engine pylons also contain a firewall to separate the engine contain
fromathe
firewall
wing. to separate
These are made fromthe engine
titaniumfrom the wing.
or stainless steelThese
and allare made
joints from with
are sealed titanium or
fireproof
stainless
sealants steel and all joints are sealed with fireproof sealants

8.2.3Engine
8.2.3 Engine Fire
Fire Prevention
Prevention

Thereare
There area number
a number of techniques
of techniques used toused
help to help aprevent
prevent a fire around
fire occurring occurring around
engines. These
engines. These are, the use of flameproof or flame resistant materials, use
are, the use of flameproof or flame resistant materials, use of bonding strips to prevent arcing, of
bonding of
drainage strips
spilt to prevent
fuel/oil andarcing,
efficientdrainage
cooling. of spilt fuel/oil and efficient cooling.

All pipes
All pipeswhich
whichcarry
carry fuel,
fuel, oilhydraulic
oil or or hydraulic
fluidsfluids are fire
are made made fire resistant
resistant and all
and all electrical
electrical components and connections are
components and connections are made flame proof. made flame proof.

It is
is essential
essential that
that a fire
a fire staring
staring inzone
in any any iszone is contained
contained within
within that zonethat zone
and is and is to
not allowed
not allowed
spread to any to spread
other to the
part of anyaircraft.
other part of the aircraft.
The engine cowlingsTheformengine cowlings
a natural containerform a
but they
natural
are container
usually made frombutlight
theyalloy
are usually
and wouldmade from light
not contain alloy and
a ground would
fire for long.not contain
In flight
however cooling airflow’s through the cowlings, provide sufficient cooling to render the
provide sufficient
cowlings fireproof. cooling to render
The fireproof the cowlings
bulkheads fireproof.
and any cowling The
that hasfireproof
no coolingbulkheads
airflow are
and any cowling that has no cooling
usually made from titanium or stainless steel. airflow are usually made from titanium or
stainless steel.

Page 8-6 B1 Mod 11.08 Issue No *

8.2.4 Cockpit and Cabin Interiors.

All wool, cotton and synthetic fabrics used in interior trim are treated to render them flame
resistant. Tests conducted have shown that whilst the foam used in seat cushions is
flammable, if covered with a flame-resistant fabric, there is little danger of fire from
accidental contact with a cigarette, for example.

Fire protection for the aircraft interior is usually provided by hand-held extinguishers.
Various types are available including, Water, CO 2 and Dry Powder. Each type is best used
on one kind of fire but may be used on other kinds. It is best to be sure which is safe to use on
which type of fire.

8.3 SMOKE DETECTION

A smoke detection system monitors certain areas of the aircraft for the presence of smoke,
which is could be indicative of a fire condition. These may include cargo and baggage
compartments and the toilets 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 a heat/fire
detection system.

8.3.1 Carbon Monoxide Detectors

The presence of Carbon Monoxide (CO), or Nitrous Oxides (N2 O), is dangerous to flight
crew and passengers alike and may indicate a fire condition as it is a by-product of
combustion. Detection of the presence of either or both of these gases could be the earliest
warning of a possible dangerous situation.

Carbon Monoxide is very dangerous, firstly due to the minute amount required to cause loss
of attention and headaches; (this is approximately 2 parts in 10,000). It is colourless,
odourless, tasteless and a non-irritant. Carbon Monoxide detectors are usually used in cabin
and cockpit areas.

The detector is usually a small card with a transparent pocket containing silica gel crystals
that have been treated with a chemical, which changes colour to green or black when they are
exposed to carbon monoxide.

8.3.2 Photoelectric Smoke Detectors.

Air from the monitored compartment is drawn through the detector chamber and a light beam
is shone on it. A photoelectric cell installed in the chamber senses the light that is refracted by
the smoke particles. The photocell is installed in a bridge circuit that measures any changes,
in the amount of current that it conducts. Figure 6 shows a typical photoelectric smoke
detector.
 MODULE 11.08
FIRE PROTECTION

Air inlet
Light beam

Light source

Photoelectric cell
Light reflected from
smoke into photocell
Air outlet

Photo Electric Smoke Detector

Figure 6

When there is no smoke in the chamber air, no light is refracted and the photocell
produces a reference current. When smoke is in the chamber air, some of the
When there is no smoke in the chamber air, no light is refracted and the photocell produces a
light is refracted
reference current. and
Whensensed byinthe
smoke is thephotocell. Itssome
chamber air, conductivity changes,
of the light changing
is refracted and sensed
the amount of current. These changes in current are amplified and used to initiate
by the photocell. Its conductivity changes, changing the amount of current. These changes in
acurrent
smoke arewarning
amplifiedsignal.
and used to initiate a smoke warning signal.
8.3.3 IonisationType
8.3.3 Ionisation TypeSmoke
Smoke Detector.
Detector.
AA small amountofof
small amount radioactive
radioactive material
material is mounted
is mounted on the
on the side side
of the of the
detector detector
chamber. This
chamber. This material bombards the oxygen and nitrogen molecules in the air
material bombards the oxygen and nitrogen molecules in the air flowing through the chamber
flowing through
and ionises theextent
it to the chamber
that a and ionises
reference it to can
current theflow
extent thatthe
across a chamber
reference current
through the
can flow across the chamber through the ionised gas to an external circuit.
ionised gas to an external circuit.

Page 8-8 B1 Mod 11.08 Issue No *

 MODULE 11.08
FIRE PROTECTION

_
Ionzing beam
Radioactive material

Air inlet Air outlet

+
Target

Ionisation Type Smoke Detector

Figure 7

Smoke flowing through the chamber changes the level of ionisation and
Smoke flowing through the chamber changes the level of ionisation and decreases the
decreases the current. When the current reduces to a specific level the external
current. When the current reduces to a specific level the external circuit initiates a smoke
circuit initiates a smoke warning signal. Figure 7 shows a typical ionisation smoke
warning signal. Figure 7 shows a typical ionisation smoke detector.
detector.
• Flame Detectors
Flame Detectors
This system uses a photoelectric cell to detect a sharp rise in light, such as that from a flame
This system uses a photoelectric cell to detect a sharp rise in light, such as that
in a closed bay.
from a flame in a closed bay.
8.4 FIRE EXTINGUISHING
8.4 FIRE EXTINGUISHING
There are a variety of aircraft and ramp extinguishing agents. Their use depends upon several
There are a variety of aircraft and ramp extinguishing agents. Their use depends
variables such as location, proximity to personnel, environment, possible sources of fire, etc.
upon several variables such as location, proximity to personnel, environment,
There are integral extinguishing systems on board the aircraft as well as hand held
possible sources of fire, etc. There are integral extinguishing systems on board
extinguishers.
the aircraft as well as hand held extinguishers

B1 Mod 11.08 Issue No * Page 8-9

 FIRE PROTECTION

8.4.1 Extinguishing System

8.4.1that
Aircraft Extinguishing Systemfire extinguisher system have a system similar to the
have an integral
arrangement shown in Figure 8. There are a number of pressurised bottles with
Aircraft thatinside
extinguishant have an integral
and eachfire extinguisher
bottle system have
has two explosive a system similar
cartridges, to the
(squibs), which
canarrangement
be fired fromshown
the in Figure
flight 8. There
deck. Each are a number
bottle of pressurised
can feed either thebottles
port orwith extinguishant
starboard
inside and
engines each bottle
through has two explosive
a crossfeed. cartridges, (squibs),
The extinguishant is fedwhich can bea fired
through fromofthe
series
flight deck. Each bottle can feed either the
pipelines and valves to the outlet nozzles and tubes. port or starboard engines through a cross feed. The
extinguishant is fed through a series of pipelines and valves to the outlet nozzles and tubes.
In some aircraft, fixed systems may also be provided for the protection of landing
gear In some
wheel aircraft,
baysfixedandsystems may also
baggage be provided for These
compartments. the protection
systemsof landing
may gearbe wheel
independent of each other. They may be fully automatic or require the aircrew They
bays and baggage compartments. These systems may be independent of each other. to
maythem
initiate be fully automatic
when a fire isor indicated.
require the aircrew to initiate them when a fire is indicated.

Basic Aircraft Extinguishing System

Figure 8

On multi-engine aircraft there may be one extinguisher bottle provided for each
engine or one bottle
On multi-engine maythere
aircraft feedmay
2 engines (Figure 9).bottle
be one extinguisher There is always
provided usually
for each a or one
engine
facility
bottleformay
cross feeding
feed to another
2 engines engine
(Figure 9). Thereshould theusually
is always need arise.
a facility for cross feeding to
another engine should the need arise.

Page 8-10 B1 Mod 11.08 Issue No *

 MODULE 11.08
MODULE
FIRE 11.08
PROTECTION
FIRE PROTECTION

Dual Container System

Dual Container
Figure 9System
Figure 9
Two bottles giving either two 'shots', to a single engine or, one 'shot' each to
Two
either
Two bottles
engine
bottles giving
giving (Figure
either either
10).
two twoThe
'shots','shots',
to bottleto condition
a single a single
engine or, engine
is 'shot'or,each
oneindicated one to 'shot'
either each toa
through
either engine
either
pressure
(Figure engine
gauge
10). The (Figure
bottle 10).
oncondition The
each bottle, bottle condition
or a either
is indicated red/green
throughis indicated
sectioned
a pressuregauge either
gauge on through
showing a
red
each bottle,
orpressure
when the gauge
a red/green bottle
sectionedonempty
is each or
gauge bottle, or
redawhen
its pressure
showing red/green
is the assectioned
lowbottle well as a or
is empty gauge
discharge showing
its pressure red
indication
is low as
when
onas
well the the bottle
associated
a discharge is empty or
fire control
indication its
on the pressure
panel is low
I the cockpit.
associated as well as a discharge
fire control panel I the cockpit. indication
on the associated fire control panel I the cockpit.

Typical 2 Shot System

TypicalFigure
2 Shot10
System
Figure 10

B1 Mod 11.08 Issue No * Page 8-11

B1 Mod 11.08 Issue No * Page 8-11
 FIRE PROTECTION

There may also be pop up indicators to indicate that the squib has been fired. A
pressure switch may also be fitted which gives an electrical indication to the
There maycontrol
cockpit also bepanel
pop upwhen
indicators to indicate
the pressure that the
drops to asquib has been fired.
pre-determined A pressure
level.
switch may also be fitted which gives an electrical indication to the cockpit control panel
when
Eachthe pressure
bottle will drops
have to a pre-determined
protection against level.
overpressure using a 'rupture disc', which
fails if the bottle pressure becomes excessive due to overheating.
Each bottle will have protection against overpressure using a 'rupture disc', which fails if the
bottle pressure becomes excessive due to overheating.
8.4.2 Directional Flow Control Valves (2 Way Valves)
8.4.2 Directional Flow Control Valves (2 Way Valves)
These valves are non-return valves designed for use in a crossfeed system to
allow the contents of one or several extinguishers to be directed into any one
These valves are non-return valves designed for use in a cross feed system to allow the
engine (or compartment). The valves prevent the reverse flow of the
contents of one or
extinguishant several
into extinguishers
the other bottle ortoengine.
be directed into any one engine (or compartment).
The valves prevent the reverse flow of the extinguishant into the other bottle or engine.
8.4.3 Fire Extinguishant Container
8.4.3 Fire Extinguishant Container
Figure 11 shows a typical extinguishant container. The cartridge is electrically
Figure 11 shows a typical extinguishant container. The cartridge is electrically ignited which
ignited which drives the cartridge cutter into the disc that on rupture releases the
drives the cartridge cutter into the disc that on rupture releases the extinguishant. The strainer
extinguishant. The strainer prevents any of the broken disc from entering the
prevents any of the broken disc from entering the distribution system.
distribution system.

Fire Extinguisher Bottle

Figure 11

Page 8-12 B1 Mod 11.08 Issue No *

The safety plug is connected by a pipeline to a red indicator disc on the outside of the
compartment. If the gas pressure increases due to an increase in the compartment temperature
that the bottle is located in, the fusible safety plug melts at a pre-determined temperature and
the bottle contents are discharged overboard. As the bottle discharges overboard, it blows out
the red indicator. The gauge shows the pressure of the extinguishant in the container.

8.4.4 Toilet Compartment Systems

Small, automatic units will often be found in the toilet waste bins, where they will discharge
themselves when a heat source is sensed in the region of 75 degrees centigrade. A fusible
type plug will melt allowing the contents to discharge.

Most aircraft with this system fitted do not generate any indications to the cockpit or
attendants panel if the system was activated. Some systems have a visible temperature strip
that can be checked before each flight, or by the cabin crew in flight.

8.4.5 Warnings And Indications

Once a fire has been detected in the engine bay (or compartment being sensed), a signal is
generated by the firewire element and this signal is sent to a control unit. The control unit
processes the signal and sends a signal to the cockpit CWP, associated power lever handle,
and the fire control panel. The CWP red Fire warning caption light illuminates for the
affected engine (or compartment) as well as the master warning lights and audio warnings.
The Affected power lever handle and fire extinguisher handle on the overhead console also
illuminate red.

To activate the extinguishant, the red fire handle is pulled to arm the system and then the
squib button is pressed to fire the bottle. If after the bottle contents have exhausted and the
fire indication remains, the second squib button is pressed to fire the contents of the other
bottle into the same affected engine (or compartment).

Some aircraft activate the extinguishers differently. The bottle may be fired by pressing the
affected fire button on the fire panel. If the fire remains a cross feed switch is activated which
opens a cross feed valve and the same fire button is repressed to fire the other bottles contents
into the same affected system.

Once discharged an amber DISCH caption on the fire control panel will indicate when the
corresponding bottle is empty. These captions are usually electrically activated

Whatever the method of operation of the extinguisher system, the same basic principle
applies. The contents of each bottle can be cross fed into the affected area that is on fire.
8.4.6 Hand Held (Portable) Fire Extinguishers

Each aircraft must carry portable fire extinguishers for use by the cabin crew in case of a fire.
These are positioned in various places within the cabin with easy access to the crew. The
amount and location depends on the type of aircraft and its size.

Halon extinguishers contain a gas that interrupts the chemical reaction that takes place when
fuels burn. These types of extinguishers are often used to protect valuable electrical
equipment since they leave no residue to clean up. Halon extinguishers have a limited range,
usually 4 to 6 feet. The initial application of Halon should be made at the base of the fire,
even after the flames have been extinguished

Carbon Dioxide fire extinguishers disperses the gas quickly, these extinguishers are only
effective from 3 to 8 feet. The carbon dioxide is stored as a compressed liquid in the
extinguisher; as it expands, it cools the surrounding air. The cooling will often cause ice to
form around the “horn” where the gas is expelled from the extinguisher. They are primarily
used to extinguish electrical fires in the cabin and cockpit. The CO 2 can be aimed at the fire
and discharged using a trigger.

A dry powder fire extinguisher use compressed nitrogen to expel a dry powder such as
sodium bicarbonate or potassium bicarbonate. They can be used on most fires but should
never be used on the flight deck, due to lack of visibility and interference with some electrical
equipment caused by the powder.

Water extinguishers are also fitted to some aircraft and should be used to put out fires in
ordinary combustibles, such as wood and paper.

The hand held extinguishers are subject to periodic maintenance. The extinguisher is checked
for its weight. This is stamped on the neck of the bottle and indicates its charged weight. If
the weight is below the set limits, it is to be replaced.

8.5 SYSTEM TESTS

All extinguishing systems have a method of testing their serviceability. This can vary from
weighing the complete cylinder off-aircraft, (which will have the correct 'full' weight marked
on it), through to the bottle having a gauge with safe and low-pressure sectors marked on it.

Figure 12 shows an engine extinguisher with a fitted gauge. Other more sophisticated systems
have internal pressure switches fitted to the bottle, which will notify the flight deck of the
loss of bottle pressure, (or discharge), via a warning light, magnetic indicator etc.
 MODULE 11.08
FIRE PROTECTION

Regardless of the system,

Regardless all bottles
of the system, alland squibs
bottles have
and a life,have
squibs after which they have
a life, after to they
which be have
removed
to beand returnedand
removed to the manufacturer
returned to the for maintenance.for maintenance.
manufacturer

Fire Bottle With Pressure Gauge

Figure 12

8.5.1 Fire System Test Switch

8.5.1AFire
testSystem
switchTest
is available
Switch for each system. When pressed all warning lights and
audio warnings are checked. If a light fails to illuminate it will normally indicate a
A testbulb filament
switch failure.
is available for each system. When pressed all warning lights and audio
warnings are checked. If a light fails to illuminate it will normally indicate a bulb filament
8.5.2 Fire Wire Loop Test
failure.

8.5.2AFire
testWire
switch onTest
Loop the cockpit fire panel is available to test each sensing element
loop. When selected the continuity of each circuit is checked. If the system is
serviceable, the Loop caption(s) will illuminate. If the caption(s) do not illuminate
A test switch on the cockpit fire panel is available to test each sensing element loop. When
there is a fault in the system.
selected the continuity of each circuit is checked. If the system is serviceable, the Loop
caption(s) will illuminate. If the caption(s) do not illuminate there is a fault in the system.
8.5.3 Squib-Test.
8.5.3 Squib-Test.
A squib test button is available to check the continuity of the discharge heads for
each of the fire extinguisher bottles. When pressed a squib warning light or
A squib test button is available to check the continuity of the discharge heads for each of the
magnetic indicator will illuminate if the system is serviceable. No illumination
fire extinguisher bottles. When pressed a squib warning light or magnetic indicator will
means that there is a fault in the system. The current used during the squib test is
illuminate if the system is serviceable. No illumination means that there is a fault in the
at a much lower value than that required to fire the squib.
system. The current used during the squib test is at a much lower value than that required to
fire the squib

B1 Mod 11.08 Issue No * Page 8-15