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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
Give a rapid indication of condition with an audio warning for fire (bell), the audio
should have a cancellation facility and should be auto resetting.
Provide an indication that the fire is out or that the overheat condition no longer
exists.
Not automatically shut down the main power unit or operate the engine fire
extinguishers, it may however shut down the APU usually only when on the
ground.
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
The Firewire system of fire detection employs a continuous and flexible sensing
element which is fitted in the aircraft potential fire zone. The element consists of a
stainless steel capillary through the centre of which runs an electrode insulated from
the capillary by a filling material. The filling material has a negative temperature
coefficient.
When the Dielectric Resistance is High the
current flow from the Electrode to the
Capillary is Low.
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
Less heat on a large length allows
increased current flow sufficient to
operate the warning Circuit
Operation
Normal ambient conditions
Under normal ambient conditions current flow between the centre electrode and the
capillary is approximately 1mA. Therefore the current in the relay coil will be
approximately 1mA. The relay will not energise.
Fire conditions
Ina fire condition the current will increase and when it rises to the range 9-17mA the
relay will energise to operate the warning circuit.
The warning will switch off when the fire has been brought under control or when the
temperature falls.
Circuit test.
When the test switch is operated the a. c. circuit is completed through the loop of the
central electrode, not through the filling material, and the capillary tube. The relay
will energise If the sensing element is continuous.
A break in the sensing element will not render the system inoperative, however it will
be detected on test. Ingress of moisture at the breaks can cause a fire warning.
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
The sensing is identical to that used in the resistance system. The Triple F.D.(Fault
Free Fire Detection) system utilises the total impedance and the capacitive effect of
the sensing element. The element is, in effect, a capacitor with the electrode acting
as one plate and the capillary acting as the other plate.
When the dielectric strength is low the capacitance of the element will be low. The
impedance. will be high and limit the charging current to a negligible value. The
quantity of charge stored during a charge half cycle is negligible.
When the Dielectric strength is high the capacitance of the element will be high. The
impedance will be low and the element will store a greater quantity of charge. During
discharge the current will operate the warning circuit.
Intense heat on a small length allows a large charge to be stored. This will operate
the warning circuit during discharge,
Less heat on a large length allows a large charge to be stored. This will operate the
warnings during discharge.
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
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JAR 66 CATEGORY B1
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PROPULSION
SYSTEMS
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
The operating principle is the gas law i.e. pressure increases with temperature.
As the helium in the sensor tube senses an overall temperature increase, its
pressure is proportionately raised. Then a pressure switch (approx.40 psi) operates
to couple an electrical supply to the fire or overheat warning.
The sensing element is pre-pressurised with helium (approx.20 psi) and this lower
pressure is monitored by another pressure switch that will if the base pressure is lost,
indicate a failure of the sensing system.
Should a localised temperature be experienced, which was of a value considerably
above that needed to activate an overall temperature warning, a central core of
titanium hydride will release hydrogen in to the tube. This action is sufficient to raise
the pressure and initiate the fire warnings. As the temperature reduces the central
core will re-absorb the hydrogen.
Note:
The detector is a hermetically sealed unit. Any attempt at disassemble it may cause
serious damage and is likely to render the unit inoperative.
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
Page 20-10
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
All firewire is delicate and great care must be taken not to damage the sensing loop.
There is a minimum bend radius (normally 1 inch), the wire should not be crushed or
abraded by other components. They should be cleated in the correct position using
the special cleats, and the rubber insulator should be correctly fitted. Only the correct
part number sensing elements must be used and any seals must be correctly
replaced and fitted to any junctions to prevent ingress of moisture causing false
alarms.
20.2.6 SINGLE LOOP
One continuous loop clipped round the engine cowl in the most fire vulnerable areas.
20.2.7 DUAL LOOP
This is two independent systems usually running parallel round the engine cowl in the
most fire vulnerable areas.
Each fire zone has dual sensing loops. Each loop, A or B, is independent of the
other.
On some aircraft only one system is used at a time, the other being held as a spare.
Some aircraft can use both loops at the same time, only giving a warning when both
loops sense the overheat condition. (Figure 20.7.)
When the loop selector switch is selected to BOTH, loop A and loop B must detect a
fire condition before the warning system will be activated.
If only one loop detects a fire condition while the selector is at BOTH a fire warning
will not be given (some systems can give a lower grade indication of this happening).
If the selector is switched to a single loop position (A or B), full fire warnings will be
given if the selected loop senses fire conditions.
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
engineering
Dual loop fire warning systems are used to prevent spurious warnings, they consist
of two identical systems. Both loops are required to detect the fire condition in order
to initiate the fire warning, if only one loop detects the fire condition, only a loop light
will illuminate. The following example shows the indications you would see on an
electronic instrument system (Figure 20.8.)(E.I.C.A.S. engine indication crew alerting
system), or as shown E.C.A.M. (electronic centralised monitoring system). In the
example shown, the fire detection system provides the flight deck with nacelle
temperature, loop faults, over-temperature and fire indication and warnings.
Some aircraft are equipped with dual loop fire warning, but these are kept
independent of each other. This allows for a failed system, without causing delays, it
also gives a means of confirmation if a spurious warning is suspected.
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MODULE 15/17
PROPULSION
SYSTEMS
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PROPULSION
SYSTEMS
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PROPULSION
SYSTEMS
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
In this system the extinguishant bottle has only one outlet from the neck and is
connected to one engine only. If the operation of that cylinder fails to suppress the
fire, nothing can be done unless another bottle is fitted as a back up.
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
The extinguishant cylinder in a two shot system has two outlets from the neck and
each outlet supplies extinguishant to a different engine.
Each outlet is operated independently by a suitably marked firing button situated in
the cockpit.
When the first shot button is pressed, the relative extinguisher will discharge its
contents via a Directional Flow valve to the required fire zone.
BOTTLE INDICATOR
Page 20-17
Figure 20.9.
uk
engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
In this type of system, there are two separate extinguisher bottles for each engine,
each having a single outlet, to the same engine.
The system operates in the same way as the two shot system.
Figure 20.12
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
20.5 EXTINGUISHERS
Extinguishers vary in construction but are normally comprised of two main
components: the steel or copper container and the discharge or operating head.
CARTRIDGE
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
A pipe is connected between the indicator and the pressure relief outlet on the
extinguisher. When discharge occurs, the extinguishant flows along the pipe and
blows out the sealing plug and nylon disc revealing the bright red interior of the bowl.
The sealing plug prevents the ingress of moisture that could corrode the rupture disk
and cause premature leakage.(Fig 20.16.)
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
Very dependent upon the type and size of engine installation, typical system shown
in figure 20.15. Piccolo pipes and spray nozzles are used to direct the extinguishant it
the engine bay.
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
In most systems the extinguishant will discharge in a few seconds. More recently a
system has been developed which will discharge in 1 to 2 seconds. This system is
known as HRD (high rate of discharge).
20.5.5 EXTINGUISHANT
Older aircraft use Methyl Bromide as the extinguishing agent, this has been replaced
by BCF (Bromochlorodifluoromethane) Halon 1301. Both of these chemicals are
CFCs and are banned under the Montreal Protocol. A recent amendment to this
document has allowed their continued use in aircraft until a suitable alternative is
found or existing stocks run out. CO2 is sometimes used however it does form snow
when released which can cause hot metal components to explode so its use is
limited.
20.5.6 INDICATIONS OF FIRE DETECTION
When the fire detection system is exposed to an overheat condition or fire, the
detector warning lights in the cockpit illuminate and the fire warning bell sounds. The
warning light may be located in the fire-pull handle on the instrument panel, a fire
warning light on the warning panel, a red flashing alarm warning light and a light in
the HP cock or throttle for the relevant engine.
20.5.7 FIRE T HANDLE
Fire T Handle.
Figure 20.18.
Issue 3 Jan 2004
Page 20-23
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
An alarm bell control permits any one of the engine fire detection circuits to energise
the common alarm bell. After the alarm bell sounds, it can be silenced by activating
the audio cut-out switch or pressing either of the red alert flashers. The bell can still
respond to a fire signal from any of the other circuits.
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
engineering
Mechanical in operation.
Electrical in operation.
Electrical indicators are used in several types of aircraft and consist of fuse
indicators, magnetic indicators and warning lights. These are connected in the
electrical circuits of each extinguisher so that when the circuits are energised, they
provide indication that the appropriate cartridge units have been fired. In some
aircraft, pressure switches are mounted on the extinguishers and are connected to
indicator lights, which come on when the extinguisher pressure reduces to a
predetermined value. Pressure switches may also be connected in the discharge
lines to indicate actual discharge as opposed to discharge initiation at the
extinguishers. Detecting devices may also be incorporated into the firing heads to
indicate discharge.
Issue 3 Jan 2004
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engineering
JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
A fuse indicator has a pellet of coloured wax around heating element, when electrical
power is applied to the element the wax vaporises and spreads itself all over the
clear plastic indicator dome.
Continuity test. A Safety Ohmmeter is connected to the two firing pins on the
cartridge and the resistance is the measured. This ensures that the cartridge
has a circuit and that its resistance is within limits.
2.
An insulation check is also carried by shorting the two firing pins together and
checking from them to the body.
When these checks are carried out the cartridges must be removed from the aircraft
and mounted in a fixture so that the charge is shielded but unrestricted in case of
accidental firing.
These detonators are explosive devices and special precautions apply when
handling and transporting them. Prior to fit a No Volts Test must be carried out to
the fire system wiring to ensure that it will not go off when connected. When handling
the cartridges do not touch the pins as a static discharge could fire it, ensure that you
are earthed and are not wearing clothing that is generating large amounts of static.
They should be transported and stored in steel boxes and in a secure manner.
On some aircraft a squib test is provided, when pressed provides a circuit through
the cartridge with a current flow low enough to prevent firing the squib, but sufficient
to illuminate a green light if the squib is serviceable.
The service life of fire extinguisher discharge cartridges is calculated from the
manufacturers 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 hours
below a predetermined temperature limit. Cartridges are available with a service life
of approximately 5,000 hours.
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JAR 66 CATEGORY B1
MODULE 15/17
PROPULSION
SYSTEMS
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MODULE 15/17
PROPULSION
SYSTEMS
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