AIRCRAFT LANDING GEAR FIRES

OBJECTIVE Learning Outcome 8 Assessment Criteria 8 Perform Fire Fighting for Aircraft Landing Gears on Fire. 8.1 8.2 8.3 8.4 8.5 REFERENCES a. IFSTA 206 Aircraft Fire Protection and Rescue Procedure. b. Airport service Manual Doc 9137 Part 1. c. NFPA 402M Aircraft Rescue and Fire Fighting Operations. . Comply the main components of landing gear. Identify the causes of landing gear problems. Understand the hazards posed by landing gear fires. Identify the three stages of a landing gear accident. Approach to landing gear fire situations.

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AIRCRAFT LANDING GEAR FIRES

INTRODUCTION The aircraft landing gear plays a critical role during take-off and landings. Fire involving tyres. Wheels and brakes are more commonly encountered in on-airport operation rather than off-airport operations. These fires are generally associated with aircraft operation during or shortly after landing. With the added weight and landing speeds of modern aircraft touchdown speed and extreme braking required on shorter runways, overheated brakes and wheels are becoming common occurrence. LANDING GEAR COMPONENTS AND ITS ACCESSORIES. The main components of a landing gear comprises of the following. a. Aircraft wheels are usually made of ignition alloy which; while difficult to ignite in last castings, will burn fiercely ignited. b. The tyres are made synthetic or natural rubber with nylon cords. Normally inflated to 180 200 psi with air or nitrogen. c. Fusible Plug. Most jet aircraft have several fusible plugs fitted into each of the tyres. These plugs melt at extreme heat and deflate the tyre when a temperature of 350 or 177C is reached. Once the fusible plugs melted and pressure released, the risk of tyre explosion is reduced but the wheels is still subject to spot cooling. d. Hydraulic Circuit. Large aircraft have multiple circuits. Hydraulic fluids in these circuits are driven by a pump which is powered by the aircraft engine. Hydraulic fluid in the brake pipe may pressurize up to 3000 psi. e. Nose Wheel. There is no brake assembly in the nose wheel. Problems with nose wheels overheating do not usually occur. But defective tyres and steering rams may involve the aircraft in more serious situations. In light aircraft and helicopters. Hydraulic and tyre pressures are on a lower scale and construction less robust. DISK BRAKE are normally used in light aircraft whilst large model helicopter may have PARKING BRAKES. Contaminants will readily assist combustion in a fire situation. These contaminants may be present at the wheel a dub area in the form of: a. b. c. d. e. Cleaning Fluids Oils Greases Brake Dust Rubber Debris

accumulate from maintenance work

accumulative effect with use

CAUSES OF LANDING GEAR PROBLEM. Most landing gear problem is attributed to the following: a. Prolonged taxing may lead to a build up of heat with the wheel unit from 100C to 400C.

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b. Excessive Braking also rises temperatures, as will continued use of undercarriage in a short space of time, e.g. aircraft on training fights and staying within the airfield circuit. c. Rejected Take-Off (Aborted). Temperatures up to 1000C can be expected when an aircraft stops in the shortest possible distance. d. Tyre Deflation. Puts an increased load and stress on the complete under carriage system, if this occurs during landing or take off runs, the tyre could be shed at speed and the resulting debris being thrown outwards, damaging hydraulic lines, or in extreme cases the aircraft control surface, e.g. flaps. e. Brake Seizure (Jammed). Will because a rapid build up of heat within the affected assembly, and if prolonged, the tyre fail causing the aircraft to travel on the wheel rim, which will rapidly wear down. This may fragment again possibly affecting other components. f. Heavy Landing. Although the system is designed to absorb shock hydraulically, there is a limit and if this is exceeded, components such as tyre hydraulic lines and seals can be expected to fail. The Oleo leg itself may be driven up through the mainplane, with the resulting rupture of main fuel tanks. HAZARDS. The heating of aircraft wheels and tyres presents a potential explosion hazard which is greatly increased when fire is present. In order not to endanger the crew needlessly, it is important not to mistake hot brakes for brake fires. Hot brakes will normally cool by themselves without the use of an extinguishing agent. The overheating of brake and wheel assemblies usually follows excessive braking. This can happen on landing when the aircraft is over-running or more often on aborted takeoffs. Quite often tyres will burst or, as the aircraft comes to a standstill, ignite by transference of heat from the brakes. To avoid metal failure, fire fighters attending overheated brake and wheel assemblies should refrain from applying water and allow natural cooling. APPROACH TO LANDING GEAR FIRE SITUATIONS. The general standard safety precaution in dealing with a landing gear fire: a. Positioning. When responding to a wheel fire, approach with extreme caution in a fore of aft direction, never from the side in the line with the axle. b. c. d. Personnel. Wear full protective clothing, helmet with visor down. Equipment. Laid out as for major incident. Locking Pins. Oleo leg locked with Locking Pins as possible.

e. Evacuation. Arrange for passengers and crew to be evacuated, using exits ON LOWER SIDE of the aircraft.

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f. Hub Disintegration Area. Clear an area in the general line of the axle, and for about 180 meters from distant there from, of all persons and do not permit persons to pass through this area. g. Fuel Spillage. To be completely covered with foam blanket.

h. Hydraulic Fluid Leak. From damaged seals of fracture lines. Attempt to stop flow if possible by CRIMPING pipe, etc. Fire in Hydraulic Systems Situation. As the aircrafts hydraulic system contains petroleum ba sed fluids, a fire can stand around the hydraulic fitting near the wheel. Such a fire should be controlled immediately with dry chemical powder. When the hydraulic system contains a special compound liquid such as skydroll, a flame will not ordinarily start, but when high (fire) temperature is reached, the skydroll will decomposed and the vaporized product of this decomposition will cause severe irritation to the eyes and respiratory tract of fire fighters. In this situation, self contained breathing apparatus should be worn. Overheated Assembly Fire situation. The following action to be taken when dealing with an overheated assembly fire situation. a. b. c. Allow to cool naturally. Do not apply media unless there is fire visible. Compressed air if available can be used to assist this natural process.

Running Fuel or Hydraulic Oil Fire Situation. The following action to be taken when dealing with a running fuel or hydraulic oil fire situation: a. b. Use dry powder or BCF. When CO2 is used, do not apply directly but bounce from about 2 meters.

Burning Tyres Fire Situation. The following action to be taken when dealing with burning tyres situation: a. b. BCF, CO2, dry powder or fire water spray may be used. On a deep seated tyre fire, there is a constant danger of re-ignition.

CO2 and water spray will cool down a tyre fire but the danger of spot cooling should be borne in mind. The 3 Stages Of A Landing Gear Accident. Landing gear fires range from HOT BRAKES TO FULLY INVOLVED incidents. For convenience it can also said there are 3 stages of landing gear fires and fire fighting actions will be dictated by the stages encountered.

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a.

STAGES 1 SMOKING OR HOT BRAKE Possible causes : wheel maintenance (new brake lining or residual all smoking), excess braking or brake binding. : (1) Tactical position of vehicle. (2) STANDBY with dry chemical and CHARGED water hose line. (3) WAIT for the wheel to cool. If ignition occurs, attack with dry chemical and treat as Stage 2.

Action required

b.

STAGES 2 INCIPIENT FIRE. (In early stages with limited flame and heat) Possible cause Action required : As for stages 1 and blown tyre or damage wheel. : (1) Tactical position vehicle. (2) Attack with dry chemical. (3) Cool with WATER SPRAY slowly, and cool under-wing or exposure risk area. (4) Confer with pilot/evacuate the aircraft. (5) Clear areas in line with wheel axle.

c.

STAGES 3 FULLY INVOLVED FIRE. (Large flame and heat area with extension risk critically). Possible cause Action required : As for stage 1 and 2, and may involve hydraulic fluids. : (1) Tactical position vehicles. (2) Attack with monitor foam. (3) Evacuate the aircraft (essential). (4) Combined attack with dry powder and water spray. (5) Clear areas in line with wheel axle. (6) Prepare to attack possible fire extension.

CONCLUSION On completion of this lesson the students shall be able to Perform Fire Fighting for Aircraft Landing Gears on Fire.

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