P08

Fire Fire
E371 Turbine Engine Systems
External Cooling & Ventilation
Gas turbine engines and
their associated installation
systems incorporate features
that minimize the possibility
of an engine fire. This
requirement is essential,
however if a fire occur, there is
provision for immediate
detection and rapid extinction
of the fire and its
prevention from spreading.
All tubing that carry fuel, oil or
hydraulic fluid are made of fire resistant/proof material to align with
fire regulations and all electrical components and connections are
made explosion proof.

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External Cooling & Ventilation
The engine bay is usually
cooled and ventilated by
passing atmospheric air
around the engine and
then vented overboard.
An important
function of the airflow
is to purge any
flammable vapors
from the engine compartment.

On some engines, a
fireproof bulkhead is also provided to separate the cool area from
the hot area surrounding the combustion, turbine and exhaust
sections of the engine.

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Fire Containment & Detection
An engine fire must be
contained within the power
plant and not be allowed
to spread to other parts of
the aircraft. The cowlings
that surround the engine
are usually made of
aluminum alloys or
composites which would
be unable to contain a fire
when the aircraft is static.
During the flight, however,
the airflow around the
cowlings provides
sufficient cooling to render
them fire proof.
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Fire Containment & Detection
Detection System Overview
A detection system may consist of a number of strategically located
detector units, or be of the continuous element (gas filled or
electrical) sensing type that can be shaped and attached to pre-
formed tubes.

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Types of Detectors
There are various types of detectors currently in use today. The
following types will be discussed:
•Single Point Detector
•Thermal Switch Type Detector
•Continuous Type Detectors
Single Point Detector
1. Thermo-couple Detectors
These units are used to
operate a sensitive relay or
electronic circuit when a
predetermined sudden
temperature increase is
reached. The thermocouples
are made of 2 dissimilar metals
that can activate an alarm
system.
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Types of Detectors
In the diagram, the reference
thermocouple is isolated from the
active thermocouples. When a fire
occurs, the difference in temperature
of the thermocouples(active &
reference) will cause a current flow in
the sensitive relay. The slave relay
then closes, directing current to the
warning light.

2. Melting Link Switches

These switches consists of a pair of contacts held apart by a
mechanism which is released when a fusible compound melts.
At a pre-determined temperature the compound melts, allowing
the contacts to come together and complete the circuit to a
warning lamp.
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Types of Detectors
Thermoswitch Type Detector
When this type of detector is subjected to heat, the outer case
extends, causing the contacts to come together completing the
circuit to earth, and triggering the warning light and bell. An adjuster
screw changes the gap between the contacts, enabling the switch
to be calibrated to trigger at a particular temperature. If the
temperature cools, the contactors break, re-setting the system.

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Types of Detectors
A single loop bi-metallic
thermoswitch detector circuit
(as seen in previous slide)has
a test circuit which energises
a relay to break the loop, and
short to earth, simulating an
overheat situation.

The double loop thermal switch

detector circuit uses detectors
with two terminals and connected
in parallel.

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Types of Detectors
Continuous Type Detectors
Detector elements are manufactured in various lengths and may be
joined together to form a continuous detector loop which is routed
round the installation as required. An element consists of Stainless
steel or Inconel tube with one or two center electrodes insulated
from the tube by temperature sensitive material.
Construction of Fire Detectors
There are 3 types of tubular sensing devices called ‘continuous-
loop’ systems that are commonly employed on aircraft. The
following 3 will be discussed:

1.Fenwal
2.Kidde
3.Systron-Donner

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Types of Detectors
Fenwal System
This consists of a single fire or overheating sensing element that varies in
length depending on the size of the fire zone. It can typically be up to 15
feet in length. Its consists of a flexible small diameter Inconel tube with a
single wire electrode. The pure nickel electrode is surrounded by ceramic
beads to prevent the electrode and conductor touching each other. The
beads in this system are wetted with a eutectic salt which has an electrical
resistance that varies with temperature.
The centre conductor is connected to
electrical power and the tube is
grounded to the airframe. When any
portion of the detector is heated enough
to melt the eutectic salt, an electrical
path is created between the centre
conductor and outer tube allowing
current to flow to trigger a fire indication. When the fire is extinguished, the
salt cools, hardens and the electrical path is broken and the fire indication
stops.
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Types of Detectors
Kidde System
The Kidde system consists of a single overheat sensing element
that varies in length. The sensing element consists of a rigid pre-
shaped Inconel tube with 2 wire conductors. The conductors are
embedded in a thermistor, or thermal resistor material to prevent
the 2 electrodes from touching each other and the exterior casing.
The thermistor material has an electrical resistance that decreases
as the temperature increases. In the illustration
shown on the right, one wire is grounded to
the outer tube while the other is terminated
at a connector attached to the control
unit. The control unit continuously
monitors the resistance of the circuit
and can detect a general overheat
condition as well as a localized
hot-spot causing an alarm to be activated.
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Types of Detectors
Systron-Donner
The Systron-Donner pneumatic fire detection system uses a continuous loop
for the detection element. This loop contains two gases, hydrogen and helium,
and a centre wire made of titanium. The gases and titanium wire are enclosed
within a stainless steel tube. The titanium wire has the capacity to absorb an
amount of hydrogen gas proportional to its temperature.

(A) General Overheat Condition

The tube is filled with helium gas under pressure, and at normal temperature,
the helium produces a pressure proportional to the average temperature of the
entire tube. When the average temperature of the tube reaches the value for
which the warning system is set, the
pressure of the helium gas becomes
great enough to close a set of
normally open contacts in the
detector housing, which initiates a
fire-warning signal.
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Types of Detectors
Systron-Donner
(B) Localised Overheat Condition

When a fire increases the temperature of a localized area of the tube, the
center titanium wire will release enough hydrogen gas to increase the pressure
inside the housing and close the contacts, initiating a fire warning. When the
fire is extinguished, the temperature drops, and the center wire absorbs enough
hydrogen gas to lower the pressure in the housing, so the contacts can snap
open. The system, now restored to its original condition, can detect the fire if it
should re-ignite.

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Types of Detectors
Systron-Donner
There are two switches in the housing. One is normally open, and it
signals the presence of a fire when the pressure of either the hydrogen or
helium gas increases enough to close it.

The other, called the integrity switch, is held closed by the normal
pressure of the helium gas in the tube. If a break should occur in the tube
and the helium pressure is lost, the integrity switch will open; then when
the test switch is closed, no current will flow to initiate the fire warning
system. The failure of a warning light indicates a faulty system.
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Types of Detectors
Single Loop/Dual Loop Detection
Fire detection systems are
very often required by
authorities to be able to
discriminate between an
actual and false warning.
A single loop is defined as
just one fire sensing element
whereas a dual loop is one
that has 2 sensing elements
placed side by side monitoring
the same area.

Vendors who supply such systems to the aircraft manufacturer

design their own control boxes or cards, to utilise an ‘AND’ or ‘OR’
logic.
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Types of Detectors
‘OR’ Logic-Any loop giving
an output signal will cause
the control box or card to
trigger alarm signals.

‘AND’ Logic-Both loops must

give output signals before
the control box or card will
trigger alarm signals.

The sensing elements provide

separate sensing circuits, and
each is connected to its own
electronic control circuit card. For ease of identification, one loop is
called loop A and the other loop B.

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Extinguishing
Explosive Cartridges
A discharge head containing an explosive
cartridge is installed on one or both of the
container necks to discharge the container by
rupturing the disc when the cartridge is activated.
One type of cartridge is shown in the figure.
The squib is the explosive charge
which drives the slug
through the disc.

A screen in the discharge head prevents

particles of the disc from entering the
deployment lines.

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Extinguishing
Discharge cartridges are examined to see that the service life of the
unit has not been exceeded. Service life is specified in the number
of hours that a cartridge will be effective as long as it has not been
exposed to temperatures above the specified limit.
When the discharge cartridge has been removed for any reason, it
must be reinstalled in the same container from which it was
removed.

During removal and installation, the terminals of the discharge

cartridge should be grounded or shorted to prevent accidental
firing.
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 Extinguishing
Fire Suppression Systems(Typical 2 Engine Commercial Aircraft)
The complete fire detection systems incorporates both the fire detection and
extinguishing system. Each engine (this includes the APU) has continuous loop
fire detectors mounted on the engine and inside the engine pylon. The
extinguisher bottles are mounted in the wheel well, with a separate smaller bottle
for the APU mounted towards the rear of the aircraft.
When a fire occurs the following indications are received:
•Fire bell sounds.
•Fire warning light illuminates
•Fire control panel locking solenoid releases
•Fire handle for the appropriate engine illuminates

The pilot or first officer then pulls the illuminated

fire handle which causes the following:
•The engine fuel shut off valve closes
•Closes the engine bleed air valve
•Closes the wing or cowl anti-ice valve
•Closes the hydraulic fluid supply valve
•Trips the generator field relay 20
 Extinguishing
Requirements and operation of a typical modern jet Fire
Extinguishing System
In general, systems developed meet the following requirements:
2. Provide an accurate 1. Provide an immediate warning 3. Incorporation of an
indication that a fire has of a fire of the engine by accurate and effective
been extinguished as well means of a red light and an testing system to ensure
as an indication if a fire audible signal in the cockpit. the integrity of the system
re-ignites.

A320 Front Panel A320 Overhead Panel

4. A system which is easily removed and installed.
5. A system which operates from the aircraft electric system without inverters or other
special equipment which requires minimum power.
6. Durability and resistance to damage from all environmental factors which may exist in the
location where the system is installed.

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Discharge Indicators
In fire extinguisher systems, of the fixed type, provision is made for positive
indication of extinguisher discharge as a result of either
a) Intentional Firing
Yellow disc missing
b) Inadvertent loss of contents. Indicates normal
firing Red disc missing
Mechanical Indicators
Indicates relief due to
A safety plug on the fire bottle is connected to a overpressure
red disc on the outside of the engine
compartment. The safety plug melts when the
compartment temperature is too high to prevent
bottle overpressure. As the extinguishant
discharges to the atmosphere, it blows out the
red disc.

A blown-out yellow disc indicates that the bottle

has been discharged by normal operation of the
system.
In order to indicate that discharge
has taken place, a disposable
plastic or metal disc is blown out.
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Discharge Indicators
Electrical Indicators
These are connected to electrical circuits of each extinguisher so
that when the circuits are energised, they provide a positive
indication that the appropriate cartridge units have been fired.

In order to
indicate that the
squib has fired

In order to indicate
that discharge has
taken place

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Discharge Indicators
Inspection and Servicing of Fire Protection Systems
Inspection and servicing of fire protection systems generally follow
the following:
•Visual examination of mechanical
parts for damage, wear, security etc.
•Visual examination of electrical
control systems.
•Electrical testing of elements with
•the aid of voltmeters, ohmmeters, and other equipment.
Weight Checks
The fully charged weight of an extinguisher should be checked at
periods specified in the approved maintenance schedule. This is
to verify that no loss in extinguishant has occurred.
The date of weighing and the weight should be recorded on cards
made out for each type of extinguisher. If the weight of an
extinguisher is below the indicated value the extinguisher must be
withdrawn from service for recharging. 24
Discharge Indicators
Pressure Checks
For extinguishers fitted with pressure gauges, checks must be
made to ensure that indicated pressures are within the permissible
tolerances relevant to the temperature of the extinguisher. The
relationship between pressures and temperatures is normally
presented in the form of a graph contained within the appropriate
maintenance manual.

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Objectives
1. To understand why a fire containment and detection
system is required on the engine.
2. To know the types of fire detectors used on the
aircraft.
3. To understand the purpose of extinguishing
containers and cartridges.
4. To understand the requirements and operation of a
typical modern Fire Extinguishing System.
5. To know what are the different types of discharge
indicators.
6. To understand the maintenance aspect of fire
protection and detection systems.

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END

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