Fire Protection Systems:

Engine Fire Detection

Systems

5/29/21
 Introduction
The power plant, its related systems and connections are
a natural fire hazard area.
• Fuel and oil (often under pressure) are contained in
these systems in large volumes.
• The exhaust system encloses high temperature gases
and flames.
• Fluid and exhaust leaks, caused by vibration acting on
the light weight construction of engine components, can
occur.
• The high velocity air flowing through the engine
compartment can carry explosive fumes into areas of
high temperature.
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 Fire Zones of Gas Turbine
Engines
A possible fire zone in a turbine engine installation is any area in
which an ignition source in combination with combustibles,
combustible fluid line leakages or combustible mixtures may exist.
The following engine compartments are usually protected:
• engine power section, which includes the burner, the turbine
and the tailpipe
• engine compressor and accessory section, which includes the
compressor and all engine accessories
• complete power plant compartments, in which no isolation
exists between the engine power section and the accessory
section.

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 Typical Multi-Engine Fire Detection System
Note: The fire protection system described in this chapter is the one installed in the
Dornier DO 328 JET. It is a typical system found on many high performance jet aircraft

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 Engine Fire Detection System
Functional Description
Refer to Figure 1.

• The engine fire detection system detects

overheating or fire in the engine fire zones and
provides aural and visual warnings.
• An endless loop firewire sensing element is
installed in the fire zones on each engine.
• This temperature sensitive element is connected to
the control unit which monitors the change in the
electrical properties of the element.
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 Engine Fire Detection System
There are four elements connected together via the
aircraft wiring to make an endless loop on each engine.
• One element is routed around the rear firewall
• Another around the wing box (underside) and
• The remaining two on the LH/RH nacelle doors.
• The two ends of the closed loop are connected to the
control unit.

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 Engine Fire Detection System
• The fire warnings remain on for the duration of the fire, go off
when the fire is extinguished and will re-appear if the fire
occurs again.
• If a malfunction occurs in either sensing element loop or its
associated wiring, the ’LOOP FAIL’ indicators on the fire
warning and extinguishing panel comes on.
• ’TEST’ switches are provided on the fire warning and
extinguishing panel for testing the LH/RH systems. These can
be used on the ground or in flight.
• A severed element or an open circuit in the wiring to the
elements will not impair the detection capability or response
time.
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 Engine Fire Detection System
Firewire Sensing Elements
• Refer to Figure 2.
• The firewire sensing element detects temperature
increase in the engine fire zone due to fire or overheating.
• The sensing element is a coaxial cable in which the center
wire is separated from the stainless steel sheath by a
temperature sensitive glass/oxide material.
• It has a reaction time of less than five seconds.

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 Engine Fire Detection System
The firewire element has two properties which alter with a change in
temperature:
• resistance (which decreases as the temperature increases)
• charge storage capacity (which increases as the temperature
increases).

The firewire sensing element is bent by hand to follow the contours of

its respective fire zone and attached with fireproof clips and bushes.
• Each end has a hermetically sealed fireproof connector to allow the
necessary lengths to be connected to the aircraft wiring.

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 Engine Fire Detection System
Control Unit (Refer to Figure 3.)
• The control unit monitors the signals from the firewire sensing
elements and generate the fire/overheat and fault signals for
the warnings in the flight compartment.
• The units use integrated circuits and digital techniques to
interrogate the sensing elements to determine whether a
fault or fire/overheat has occurred.
• If a fire/overheat or fault signal is detected from the sensing
element, the control unit triggers the relevant aural and visual
warnings on the fire warning and extinguishing panel and on
the loudspeakers and headphones via the EICAS.

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 Engine Fire Detection System

Operation (Refer to Figure 4.)

The engine fire detection system can operate under three
conditions as follows:
• fire/overheat condition
• fault condition
• test condition

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 Engine Fire Detection System
Fire/Overheat Condition (Left Engine) - Refer to Figure 5.

The control unit (2WG) is supplied from the 28 V DC ’ESS BUS

3PP’ via the ’FIRE DET RH’ circuit breaker (1WG).
• If a fire or overheat condition occurs in the engine fire zones
the firewire sensing elements heat up, the resistance
decreases and the charge storage capacity increases.
• The control unit detects these changes in the properties of
the firewire sensing elements.
• The discriminating circuits in the control unit interrogates the
changes to determine whether a fire/overheat or a failure has
occurred.
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 Engine Fire Detection System
Fire/Overheat Condition (Left Engine) - Refer to Figure 5.

The control unit produces a fire signal which causes the following to
happen:
• an aural warning on the loudspeakers and headphones comes on
• the ’LH ENG FIRE’ field on the red warning panel (2WW) comes on
• the ’ENG LH FIRE’ switch/light (2WB) comes on.
When the fire has been extinguished the firewire sensing elements
detect the reduction in temperature, the resistance of the firewire
sensing elements increases,
• the charge storage capacity decreases and
• the control unit cancels the visual and audible warnings.
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 Engine Fire Detection System
Fire/Overheat Condition (Left Engine) - Refer to Figure 5.

Fault Condition
• If a fault (other than an open circuit) occurs in the firewire sensing
element loop, only the resistance of the loop changes.
• As the charge storage capacity of the firewire sensing element is not
affected, the discriminating circuits in the control unit detects that a fault
has occurred and produces a fail signal. The ’LOOP FAIL’ indicator (4WG)
comes on.

Note: A break in the firewire sensing element loop will not affect the
detection system but it should be rectified as soon as possible.
To detect a break in the loop, the TEST switch (10WB) must be used.

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 Engine Fire Detection System
Fire/Overheat Condition (Left Engine) - Refer to Figure 5.

Test Condition : ’FAIL AGN’ Position

• When the TEST switch is set to the ’FAIL AGN’ position, the relay 35WB
energises by 28 V DC from the 28 V DC ’ESS BUS 3PP’ via the ’FIRE DET LH’
circuit breaker.
• Via the contacts of the relay 35WB 28 V DC is supplied to the control unit.
This checks the internal circuit, which indicates a short circuit in the
particular sensing loop.
• When there is no malfunction the ’LOOP FAIL’ indicator on the fire
warning and extinguishing panel comes on.

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 Engine Fire Detection System
Fire/Overheat Condition (Left Engine) - Refer to Figure 5.

Test Condition : ’FIRE SQUIB’ Position

• When the TEST switch is set to the ’FIRE/SQUIB’ position, the relay 15WB
energises by 28 V DC from the 28 V DC ’ESS BUS 3PP’ via the ’FIRE DET LH’
circuit breaker.
• Via the contacts of the relay 15WB 28 V DC is supplied to the control unit.
This checks the continuity of the sensing loop.
• When the sensing loop is continued, the ’LH ENG FIRE’ field on the red
warning panel and the ’ENG LH FIRE’ switch/light on the fire warning and
extinguishing panel comes on.
• When the sensing loop is not continued the ’LOOP FAIL’ indicator on the
fire warning and extinguishing panel comes on.
• At the same time the ’LH ENG FIRE’ field on the red warning panel and the
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 Engine Fire Detection System
System Indications

CentralWarning System - Refer to Figure 4 again.

An engine fire is indicated by the ’LH ENG FIRE’ fields on the red warning panel.

EICAS
An engine fire is accompanied by a fire bell audible in the flight crew headphones
and over the loudspeakers produced by the warning tone generator via the data
acquisition unit (DAU).

Lighting System - Refer to Figure 5 again.

When the ’LAMP TEST’ switch is pressed, the dim box 2LF supplies 28 V DC via
the relays 3WG to the ’ENG LH FIRE’ switch/light which comes on.
The lamps of the ’LOOP FAIL’ indicator can be checked and dimmed by the
lighting system.
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Fire Protection Systems:
Engine Fire Extinguishing
Systems

5/29/21
 Engine Fire Extinguishing System
Extinguishing Agents

• Fire extinguisher systems permanently installed in most engine

fire protection systems are designed to dilute the atmosphere
with an inert agent that will not support combustion.
• Many systems use perforated tubing or discharge nozzles to
distribute the extinguishing agent.
• The newer high-rate-of-discharge (HRD) systems may use open-
end tubes to deliver a quantity of extinguishing agent in one or
two seconds.

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 Engine Fire Extinguishing System
Extinguishing Agents

Halogenated Hydrocarbons (Halon)

• The most effective extinguishing agents are the compounds
formed by replacing some of the hydrogen atoms in the simple
hydrocarbons methane and ethane by halogen atoms.
• The probable extinguishing action of these agents is a chemical
interference in the combustion process (’chemical cooling’,
’energy transfer blocking’).
• This mechanism is much more effective than dilution of oxygen
(e.g. by CO2).

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 Engine Fire Extinguishing System
Extinguishing Agents

Carbon Dioxide
• Carbon dioxide (CO2) is a colourless, odourless gas that is approx. 1.5 times as
heavy as air. It is liquefied by compressing and cooling, and stored in steel
cylinders. When it is released into the atmosphere, it expands, cools down to
a temperature of approx. -79 °C and becomes a white solid which looks like
snow.
• CO2 is the safest of agents with regard to toxicity and corrosion. It is
especially recommended for the use on class ’B’ and class ’C’ fires. For many
years it was the most widely used extinguishing agent.
• It is necessary to store CO2 in stronger containers than are required for most
other agents because its vapour pressure changes considerably with
temperature. Care is required when using CO2, as inhalation can cause
suffocation and disorientation.

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 Engine Fire Extinguishing System
Extinguishing Agents

Chlorobromomethane
Chlorobromomethane (CH2CIBR) (or ’CB’, as it is called) is a more
effective agent than CO2 or CH3Br, and it is less toxic. It is corrosive
to both ferrous and nonferrous metals. Contaminated parts need
an immediate wash---down.

Dibromodifluoromethane
Dibromodifluoromethane (CBr2F2) is an expansive non-toxic, non-
corrosive agent which is very effective on engine fires.

Trifluorobromomethane
Trifluorobromomethane (CF3Br) is an expansive non-toxic, non-
corrosive agent which is veryPrepared
effective on engine fires.
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 Engine Fire Extinguishing System
Note: The fire protection system described in this chapter is the one installed
in the Dornier DO 328 JET. It is a typical system found on many high
performance jet aircraft

The fire extinguishing system for each engine nacelle is

controlled by switches/lights in the overhead panel.

The system contains the following:

- engine fire extinguishing system
- APU fire extinguishing system

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 Engine Fire Extinguishing System
Engine Fire Extinguishing System (Left Engine)

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Engine Fire Extinguishing System

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 Engine Fire Extinguishing System
Functional Description – (Refer to Figure 1.)
• There are two fire-extinguishing agent bottles installed for each engine.
They are designed to put out a fire in less than one second as soon as the
fire extinguishing system is activated.

• A detonator (squib) in the bottle is fired electrically from the fire warning
extinguishing panel. This causes the fire bottle to discharge its content of
extinguishing agent under high pressure to put out the fire. If the fire fails
to extinguish or the same engine fire re-ignites the above procedure can be
carried out using the second bottle.

• A means of testing the integrity of the detection circuit and continuity of

the squib circuit is provided, as well as monitoring the bottles for pressure
loss or leaking agent. An external mechanical indicator is provided to show
if the bottles have discharged due to overheating.
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 Engine Fire Extinguishing System
’ENG LH FIRE’ Switch/Light
Refer to Figure 2.
The switch/light indicates which engine is on fire, it arms the fire
extinguishing system, and shuts off certain systems prior to
extinguishing the fire. This is to ensure maximum efficiency of
the extinguishing agent.

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 Engine Fire Extinguishing System
Bottle with Temperature-Compensated Pressure Switch
Refer to Figure 3.
The bottle is a hermetically sealed unit with a single outlet. It can
discharge its content in less than one second. The bottle has four
main components:
- Temperature-compensated pressure switch (TCPS)
- filler/safety relief valve
- discharge outlet
- detonator housing.

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 Engine Fire Extinguishing System
Temperature-Compensated Pressure Switch
The TCPS is mounted on the fire bottle and monitors whether the fire extinguisher
is fully charged or not. The TCPS closes a switch contact when a small amount of
pressure loss has accrued at any ambient temperature.

Filler/Safety Relief Valve

The filler/safety relief valve provides the manufacturer with a means to refill the bottle
with extinguishing agent, and serves as a primary pressure relief valve if the internal
pressure increases due to a rise in temperature.

Discharge Outlet
The discharge outlet provides a means of connecting the stainless steel distribution
pipes and nozzles which direct the extinguishing agent to the fire.

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 Engine Fire Extinguishing System
Detonator Housing and Squib Cartridge
The detonator housing houses the detonator (squib), which is a pyrotechnic device
that is fired electrically, when the ’BTL1’ or ’BTL2’ switch is pressed.
The cartridge is screwed into the housing and secured with lockwire. The detonator
is positioned adjacent to a rupture disc in the neck of the fire bottle. When it is fired
electrically, the disc bursts and the bottle discharges through the distribution pipes.

Discharge Indicator
Each fire bottle is provided with a discharge indicator. The indicator is a mechanical
device which indicates whether a bottle has discharged through the primary safety
relief valve.
The indicator is fitted flush with the aircraft skin and connected by a pipe to the
filler/safety relief valve on the fire bottle. If the fire bottles become overpressurised
due to overheating the safety relief valve will operate and the discharged pressure
will eject a green disc exposing a red indicator bowl which provides visual evidence
of discharge.
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Figure 3: Bottle with TCPS

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 Engine Fire Extinguishing System
Operation
The engine fire extinguishing system can operate under three
conditions as follows:
- fire/overheat condition
- fault condition
- test condition.

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 Engine Fire Extinguishing System
Fire/Overheat Condition - Refer to Figure 4.
Left Engine

• When the ’ENG LH FIRE’ switch/light 2WB is pressed and released, the relay 3WB
energises by 28 V DC from the DC ’HOT BUS 6PP’ via the ’BOT 1 LH’ circuit breaker
1WB.
• Via the contacts of the relay 3WB, 28 V DC is supplied to the ’BTL1’ switch/
light 4WB. The ’SQUIB’ field on the ’BTL1’ switch/light 4WB comes on green.

• The resistor 7WB reduces the current to prevent the detonator from firing.
• If the ’BTL1’ switch/light 4WB is pressed, the relay 5WB energises and 28 V DC from
’DC HOT BUS 6PP’ via the ’BOT1 LH’ circuit breaker 1WB fires the detonator in the
fire bottle 8WB.When the bottle is discharged the contacts of the TCPS close.
• The relay 11WB energises and the ’DIS’ field on the ’BTL1’ switch/light 4WB comes
on white.

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 Engine Fire Extinguishing System
Test Condition - Refer to Figure 4 again.
’FAIL AGN’ Position

• When the ’TEST’ switch 10WB is set to the ’FAIL AGN’ position, the relay 35WB
energises by 28 V DC from the 28 V DC ’ESS BUS 3PP’ via the ’FIRE BOT LH’
circuit breaker 9WB.
• If the fire bottles have not lost pressure, and/or if the extinguishing agent has not
leaked out, the relay 11WB is deenergised. So 28 V DC is supplied to the lamp of
the ’AGN’ field in the ’BTL1’ and ’BTL2’ switch/lights 4WB and 24WB. The ’AGN’ field
comes on.
• If pressure in either bottle is lost (between 30 and 100 psi), the contacts in
the relevant TCPS close and 28 V DC from the 28 V DC ’ESS BUS 3PP’ via the
’FIRE BOT LH’ circuit breaker 9WB energises the relay 11WB. The supply to the
’AGN’ field stops and the ’AGN’ field goes out. At the same time 28 V DC is supplied
to the ’DIS’ field and it comes on.

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 Engine Fire Extinguishing System
Test Condition - Refer to Figure 4 again.
’FIRE/SQUIB’ Position

• When the ’TEST’ switch 10WB is set to the ’FIRE SQUIB’ position, the relay
15WB energises by 28 V DC from the 28 V DC ’ESS BUS 3PP’ via the ’FIRE
BOT LH’ circuit breaker 9WB.
• If the circuit and the squib filaments are continued the ’SQUIB’ field on the
’BTL1’ and ’BTL2’ switch/lights 4WB and 24WB comes on.
• The resistors 7WB reduce the current in the circuit to prevent the
cartridge (squib) in the bottle 8WB from firing.

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 Engine Fire Extinguishing System
Fire Switch Operation

When the ’ENG LH FIRE’ switch/light 2WB is pressed and released:

- the DC generator switches off
- the fuel shut-off valve LH closes
- the engine bleed air shuts off
- the propeller feathers
- the auto ignition switches off.

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Engine Fire Extinguishing System

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Engine Fire Extinguishing System

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Engine Fire Extinguishing System

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 Engine Fire Extinguishing System
APU Fire Extinguishing System

Operation from the Outboard Panel (Refer to Figure 7.)

Note: The function and operation of the APU fire extinguishing system are the same as
for the engine fire extinguishing system. Only an outboard panel is installed in the rear
of the cockpit. Figure 7 shows the location and components of the panel.

• When the ’APU FIRE’ switch/light is pressed 28 V DC is supplied to the ’BTL’

switch/light. The ’SQUIB’ field on the ’BTL’ switch/light comes on green.

• When the ’BTL’ switch/light is pressed, a relay energises and 28 V DC from

the ’DC HOT BUS 1 6PP’ via the ’APU FIRE’ circuit breaker fires the
detonator in the fire bottle.

• When the fire bottle is discharged, the contact of the TCPS closes. The
relay energises and the ’DIS’ field on the ’BTL’ switch/light comes on.
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 Engine Fire Extinguishing System
APU Fire Extinguishing System

Fire Switch Operation

When the ’APU FIRE’ switch/light is pressed and released,

- the APU shuts down
- the APU fuel shut off valve closes
- the APU starter---generator switches off
- the bleed air load control valve closes.

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