FIRE PROTECTION SYSTEM IN AIRCRAFT

FIRE PROTECTION SYSTEM

Because fire is one of the most dangerous threats to an aircraft, the potential fire zones of modern
multi-engine aircraft are protected by a fixed fire protection system. A „fire zone‟ is an area of
region of an aircraft designed by the manufacturer to require fire detection and or fire
extinguishing equipment and a high degree of inherent fire resistance. The term „fixed‟ describes
a permanently installed system in contrast to any type of portable fire extinguishing equipment,
such as hand-held Co2 fire extinguisher.

Fire suppression system includes

I. Fire detection system
II. Smoke detection system
III. Fire extinguishing system

Fire detection system should signal the presence of fire. Units of the system are installed in
locations where there are greatest possibilities of a fire. The common fire detection systems are
 Thermal Switch
 Thermocouple
 Continuous loop Systems
Fenwal
Kidde
Systron donner

Thermal Switch:

Thermal switches are heat –sensitive units that complete electrical circuits at a certain
temperature. They are connected in parallel with each other. If the temperature rises above a set
value in any one section of the circuit, the thermal switch will close the electrical circuit and
gives indication to the pilot through indication lights.

Thermo-couple systems:

A thermocouple gives the rate of temperature rise.

A Thermocouple is the junction of two dissimilar metals which generates a small electric current
that varies according to the temperature of the junction. For this reason it does not require an
external power source. The dissimilar metals can be constantan and iron, Alumel and Chromel,
or some other combination of metals or alloys which will produce the required results. The
complete thermocouple circuit consists of the „cold‟ junction, the „hot‟ junction, electric leads
(made from the same material as the thermocouple), and a galvanometer-type indicating
instrument as illustrated below.
Constantan is chosen as one of the metals because its resistance is affected very little by changes
in temperature. When the hot junction is at higher or lower temperature than the cold junction, a
current will flow through the circuit and instrument. The value of current is depending on the
difference in temperature between the two junctions.

Continuous loop systems:

A continuous loop detector or sensing system permits more complete coverage of a fire hazard
area than any type of detectors. There is no rate of heat rise sensitivity in a continuous loop
system.

Kidde System

In the kidde continuous loop system, two wires are imbedded in a special ceramic core within a
inconel tube. One of the two wires in the kidde sensing system is welded to the case at each end
and acts as an internal ground. The second wire is a hot lead (above ground potential) that
provides a current signal when ceramic core material changes its resistance with change in
temperature. If any fire is near this instrument causes the ceramic core resistance to drop and
thereby wire will conduct more current than usual, from that we can find the fire.
Fenwal System:

It uses a single wire surrounded by a continuous string of ceramic beads in an inconel tube. The
beads in the Fenwal detector are wetted with a eutectic salt which posses the characteristics of
suddenly lowering its electrical resistance as the sensing element reaches its alarm temperature.

Systron-Donner

If the volume of a gas is held constant, its pressure increases as temperature increases; thus the
helium between the two tubing walls exerts a pressure proportional to the average absolute
temperature along the entire length of the tube. One end of the tube is connected to a small
chamber containing a metal diaphragm switch. One side of the diaphragm is therefore exposed to
the sensor tube pressure and one to the ambient pressure. When system pressure exceeds some
predetermined value, diaphragm will activate the electrical contacts which in-turn activates the
alarm. When the temperature is reduced to the normal levels after action has been taken to
suppress the fire, the gas absorption material reabsorbs the gas and pressure drops, thus opening
the switch and cutting off the alarm.
 Smoke detection System

Pure air just contains 78% of nitrogen, 21% of oxygen and 1% rest of other gases. When there is
fire prevailing in the aircraft the air will get dusted because of reaction between Carbon and
oxygen thus forms CO, CO2 and other gases. In order to eliminate the fire, smoke has to be
identified first. It can be done by

a) Light detection
b) Light Refraction
c) Ionization
d) Solid state semiconductor

Light detection type:

We all know photo voltaic cell converts light energy into electrical energy. The pure light rays
will be fall on photo voltaic panel and produces some electrical energy at normal. When the area
is surrounded by smoke the intensity of light rays falling on the panel gets differ. From that we
gets alarm.

Light Refraction type smoke detector:

Here a controlled mass of air is taken for smoke detection by use of fan or whatever blowing
device. Source of light is the Electric bulb. It is made to pass it rays from a single point in order
to satisfy our requirement. The light which fall on the wall of the detection chamber gets
reflected and the reflected rays which falls on photo voltaic panel induces some current based on
the intensity of rays fallen. When smoke particles comes into picture, they itself reflect the rays
before colliding by the wall and makes different electrical energy by making different intensity,
thus alarm gets activated.
Ionization type smoke detector:

The Radioactive material (Americium) emits Alpha rays continuously. The Alpha rays makes
reaction with the clean cabin air (under normal conditions) and ionize the incoming air
ingredients to Positive and Negative charges. Those Positive charged ions are attracted by
negative charged pole, and Negative charged ions are attracted by positive charged poles. Thus it
gives some reading. When smoked air comes into picture the amount of attraction on poles varies
and thus we are getting smoke detection alarm activated.

Solid State Smoke Detector:

A solid filament coated with semi-conductor material is along the length of the fuselage to detect
the fire. An electrical current is given over the filament by the wrap around coils. At normal
conditions the filament will have some resistance and it produces some output value. When
smoke comes into picture, the semi conductor has ability to absorb carbon particles, so that
resistance of the filament varies, thus getting different output from that of we got on normal.

If suppose the atmospheric air itself getting too much carbon particles, then we may commit a
false smoke warning, so that in order to activate alarm we are just comparing the filament
exposed to atmospheric air and cabin.

Vapor cycle cooling system in Aircraft

Physical principle

Liquids can be vaporized at any temperature by changing the pressure acting on it. To clearly
understand this concept, we will take an example of water contained in a vessel. When the vessel
is at atmospheric pressure, the water will be boiling at 100°C when heating. If I am pressurizing
the vessel to more than the atmospheric pressure, then water will not boil at 100°C. If I am
creating a drop in pressure in the vessel by a vacuum pump, then water will boil at a temperature
less than 100°C.
Basic law of thermodynamics states that heat will always flow from hot body to cold body. If I
need a reverse of this, I have to add some work.
Typical System operation:

1. We are having the FREON as refrigerant in the vapor cycle cooling system. It has a boiling
point of 4°C.

2. At the receiver I am having high pressure, so that FREON will have high boiling point.

3. When the vapor cycle system is switched on, the compressor starts delivering the pressure and
thus making flow.

4. The highly pressurized FREON at the receiver is in liquid phase. When the Freon flows
through the circuit, first it expands at the Expansion valve. So pressure has been dropped (i.e.
Boiling point decreased).

5. The less pressure Freon then goes to the evaporator stage. Evaporator will be exposed to
Cabin. We blow the warm air of cabin over the evaporator coils by fan, and thus doing a forced
convection.

6. The heat transferred to the Freon makes it to change the phase which is from liquid to vapor.

7. The less pressure Freon vapor is then compressed by the Compressor and thus it delivers high
temperature high pressure Freon vapor.

8. Now this high pressure and high temperature Freon vapor enters the Condenser coils where
the cool air from atmosphere will be blown over the coils (here too making a forced convection).
Condenser will be exposed to the Atmosphere. Because of heat transfer the Freon losses heat and
returns to liquid phase.

9. Then it goes to the receiver (high pressure low temperature Freon liquid)
 10. The cycle continues as stated. Before doing any type of maintenance activities to the vapor
cycle system, we have to purge the system with inert gas in a open atmosphere.

11. Freon is colorless, odorless, and non toxic; however, being heavier than air, it will displace
oxygen and cause suffocation. When heated over an open flame, it converts to phosgene which is
deadly!

12. To know the Freon level in the circuit a sight glass arrangement will be employed between
Receiver to Expansion valve. If the unit requires additional refrigerant, bubbles will be present in
the sight glass otherwise steady.

AIR CYCLE SYSTEM IN AIRCRAFT

1. Left engine
2. Right engine
3. Flow limiter
4. Primary heat exchanger
5. Primary heat exchanger bypass valve
6. Shut off valve
7. Compressor
8. Secondary heat exchanger
9. Water separator
10. Secondary heat exchanger bypass valve
11. Refrigeration unit

1. Air from the compressor sections of the two engines is taken for air conditioning and
pressurization. We are making a cross connection so that it can supply uniform flow of air.

2. Air is going to the flow limiter. Flow limiter limits the amount of compressed air to entry into
the system. Suppose if there is any pipeline ruptured in air cycle system, then flow limiter won‟t
allow the compressed air to enter into the air cycle system.

3. Partial amount of air from the flow limiter goes to the primary heat exchanger. Primary heat
exchanger utilizes ram air for cooling purpose. The compressed air taken from the engine
compressor may be at temp range of 200 deg to 400 deg Celsius. We are cooling the air without
reducing much pressure by using heat exchanger, and heat exchanger works on Convective type.

4. Another amount of compressed air from flow limiter goes to mingle with the heat exchanger
outlet air to make a constant temperature air of 300 °F. This constant temperature can be attained
only by proper operation of Primary heat exchanger (PHE) bypass valve. For example if heat
exchanger outlet air is at 200°F, but I need an output of 300°F at outlet portion of Primary heat
exchanger bypass valve, so we are opening the bypass valve for some designated time and
mixing the hot(directed from flow limiter) and cold (PHE outlet ) flows.

5 .This 300°F temperature air is going to split for three Purpose

a) For Anti-icing
b) To supply hot air to cabin(if required)
c) To refrigeration unit

6. This 300°F air can be directly used for anti-icing and de-icing purpose. This air will be taken
by the tubes and will be sprayed on the leading edge through suitable arrangements. And one
part of the 300°F air flow is directed to the cabin for hot air supply.

7. Remaining part of the air is directed towards refrigeration unit for further cooling. On the way
there is main control that is “Main shut off Valve”. This can be directly controlled by the pilot.

8. After main shut off valve there is Refrigeration unit, this contains
a) Compressor
b) Turbine
c) Water Separator
Both turbine and compressor are connected by the same shaft.

9. The air flows to the compressor region; there it strikes the compressor blade and makes
rotating at initial. After compressor starts it compresses the air and Pressurizes the air so some
amount of heat may be added to the air. Then Air is going to the Secondary heat exchanger
(SHE), where the heat from the air is taken by the ram air by convection. The air has been cooled
now.

10. The output of SHE goes to the Turbine. Since because of the turbine, here the cold gas is
allowed to expand, so that pressure drops, temperature again drops, it may be on some minus °F
sometimes.

11. After expansion in the turbine, air which is in a circular motion is allowed to go for the water
separator region for separation of water particles in the cold air. Since water particles are denser
than air they get attached to the walls of the water separator due to centrifugal force. In some
specified place there are some holes made on the water separator to drain the water particles
attached.

12. In the cabin we need only a temperature range of 60°F-125°F (15°C-51°C) and a pressure of
3p.s.i. which is suitable for human.

13. By opening and closing the refrigerant bypass valve, we can mingle the pure cold air and
300°F air, to make a possible living temperature for human beings.

14. After maintaining to proper temperature and pressure the air is allowed to go to the cabin by
suitable pipelines.

15. If there is any problem on the total system means, we can directly mix the hot air supply with
ram air (which is taken near SHE) and maintain the proper temperature by proper mixing. But
this method is only for emergency purpose. Please note when using this ram air method of
cooling pressurization should be done separately by cabin superchargers or whatever the device
builds up pressure.

FIRE EXTINGUISHING SYSTEM

After finding out the fired place or region we have to use suitable extinguishing agent in order to
maintain safety. Types of fire and the suitable extinguishing agent filled extinguisher are figure
below.

For Aircraft fire extinguishing operation, we are having extinguishing agent stored at an
arrangement called Fire Bottle. It will be routed to the region in need of extinguishing by suitable
hoses and Sprayed through Nozzles. The Common shapes of fire bottle are Cylindrical and
Spherical.
If the aircraft gets fire in the ground, we may use ordinary Fire extinguishers. But make sure that
the fire extinguisher type which you use should be specified as per the figure shown at first. For
example if you use water filled extinguisher for a fire caused by electrical sources, then it is
useless. After selection of specified extinguisher spray the extinguishing agent in the base of the
fire by opening the Safety pin and by pressing the trigger.
 AUXILIARY SYSTEM
Introduction
At atmospheric condition we have sufficient pressure (3 p.s.i.) to breath freely. As the altitude
increases pressure drops. Till 8,000 ft altitude the pressure variation won‟t affect us but beyond
that we will get affect (hypoxia), so in order to have same pressure to breath freely in the cabin
of aircraft, we need to go for maintaining the pressure artificially.

It may be done by

 I. Cabin Superchargers

 II. Engine –Driven Compressors

 III. Compressed air from engine

As like pressure temperature also drops as the altitude increases, but up to certain layer of
atmosphere which is stratosphere. Most of the aircraft are operating within Stratosphere. So we
need to have a constant temperature in our cabin, so that passengers feel the comfort of their
travel.
It can be done by

 i. Air cycle cooling system


 ii. Vapor cycle cooling system

Most of the aircraft have mingled the pressurization and air conditioning system in order to
simplify the system.