** ON A/C ALL

Section 26-00 : FIRE PROTECTION - GENERAL

---------------------------------------------------------------------------! GLOSSARY OF ABBREVIATIONS ! ---------------------------------------------------------------------------! ABBREVIATION ! SIGNIFICATION ! ---------------------------------------------------------------------------! BAT ! Battery ! ! BITE ! Built in Test Equipment ! ! CAP ! Crew Alerting Panel ! ! CLA ! Condition Lever Angle ! ! DISCH ! Discharge ! ! ENG ! Engine ! ! FUEL SOV ! Fuel Shut Off Valve ! ! LP ! Low Pressure ! ! PLA ! Power Lever Angle ! ----------------------------------------------------------------------------

1. General A. Definition
The fire protection system is designed to reduce the consequences of an eventual fire on board the aircraft, by detecting the fire or smokes at the very beginning and by locating and neutralizing them as soon as possible.

B. Functions

The purpose of the various protection systems is to : - detect and extinguish the fire in each engine nacelle (only area in which an engine fire may break out) - detect smoke from a fire in cargo compartments - extinguish the fire in the areas which are occupied or may be visited in flight. - Detect and extinguish automatically the fire in lavatory dust bin. (Ref. Fig. 001 ) (Ref. Fig. 002 ) ** ON A/C 001-002 (Ref. Fig. 003 ) ** ON A/C 003-003 (Ref. Fig. 004 ) ** ON A/C ALL

C. Description
The main means of protection against the fire are : - the detection systems (Ref. Chapter 26-10) - the extinguishing systems (Ref. Chapter 26-20).

(1) Engine fire detection

The fire detection is achieved by thermosensing loops which trigger the warning by means of an electronic control unit in case of temperature rise in the monitored area.

NOTE : The engine fire detection system is comprised of two independent loops connected in parallel according to an AND logic, so as to avoid untimely FIRE warnings.

(2) Smoke detection into cargo compartment and lavatories

The smoke detection is achieved by smoke detectors which trigger the warning for a certain amount of smoke, via their integral electronic systems.

(3) Extinguishing
Extinguishing methods are different according to the area in which the fire breaks out. For each method, one or two fixed fire extinguisher bottles or portable fire extinguishers are used and operated manually.

(a) Fixed fire extinguisher bottles

They are designed to extinguish any fire breaking out in the engine nacelle and lavatory dust bin. The extinguishing system is supplied : - For each engine nacelle by two fire extinguisher bottles, the percussion of which is controlled from the flight compartment. - for the dust bin, a fire extinguisher bottle, the percussion of which is automatic. This bottle is located above the dust bin.

(b) Portable fire extinguishers

The flight compartment and cabin extinguishers are of small capacity, manually controlled and enable crew intervention in the area in which there has been a fire break out.

D. Testing Devices
The detection and extinguishing systems may be checked using the corres ponding test switches located on the overhead panel.

2. Control and Indicating A. Engine Fire Control Panel

(Ref. Fig. 005 ) (Ref. Fig. 006 )

B. Smoke Detection Indicating Panel and Test Control

(Ref. Fig. 007 ) (Ref. Fig. 008 )

3. Electrical Power Supply

Circuit breaker panel (Ref. Chapter 24). Engine Fire Sensing Elements and Associated Panels - Location Smoke Detection Location ** ON A/C 001-002

Smoke Detection and Fire Extinguishing - Location ** ON A/C 003-003

Smoke Detection and Fire Extinguishing - Location

** ON A/C ALL

ENG Fire Handle - Panel - Sheet 1/2 ENG Fire Handle - Panel - Sheet 2/2 Smoke Detection Indicating Panel and Test Control Indicating Panel of Rear Smoke Detection (70VU)

** ON A/C ALL

Section 26-10 : DETECTION

1. General A. Engine Fire Detection (1) Location of fire sensing elements and associated panels. (Ref. 26-00). (2) Operating principle of the engine fire detection.

The engine fire detection is achieved by thermosensing loops installed in engine nacelles. When the sensing element warning threshold is reached, the corresponding electronic control unit activates the associated warning lights.

(3) Engine fire detection electrical power supply.

The whole engine fire detection system is supplied from DC Emergency busbar. Each detection may be tested individually using the corresponding test switch. NOTE : The system is identical for each engine. (Ref. Fig. 001 ) . ** ON A/C 001-002

B. Smoke Detection in Forward, Aft Cargo Compartments Electronics Rack

and Toilets

(1) Location of the smoke detectors and associated panels (Ref. 26-00). (2) Operating principle :
The cargo compartment smoke detection is achieved by smoke detectors installed on ceiling panels and by smoke detectors installed on electronics rack and toilets air extraction ducts. When the warning threshold is reached, the electronic assembly integral to each smoke detector activates the appropriate warning light. Each detection loop may be tested individually using a rotative selector. - In forward cargo compartment a pneumatic system provided with two fans installed in line, serves to direct the ambiant air towards the detector (151WA). - In the aft cargo compartment, a similar system is installed serving to simultaneously monitor the cargo compartment and the lavatories.

- Air extraction system (aft and fwd cargo compartments) is controlled and monitored by an electronic unit installed in the electronics rack (90VU).

C. Smoke Detection in Lavatories

The ambient lavatory air is sucked through a smoke detector (184WA) by fans (170 and 172WA) mounted in series. The detector is the photoelectric type : The air extracted from the lavatories is evacuated from the cargo compart ment by "VENTURI" effect to the non-pressurized zone of the tail cone, the "VENTURI" inlet is located in the ceiling panel.

D. Smoke Detection in Aft Cargo Compartment

The ambient cargo compartment airis sucked through a smoke detector (150WA) by fans (170 and 172WA) mounted in series. The detector is of the photoelectric type : The air extracted from the cargo compartment is evacuated by "VENTURI" effect to a non-pressurized zone of the tail cone, the "VENTURI" inlet is located in the ceiling panel. ** ON A/C 003-003

B. Smoke Detection in Forward, Aft Cargo Compartments, Electronics Rack

and Toilets

(1) Location of the smoke detectors and associated panels (Ref. 26-00). (2) Operating principle :
The cargo compartment smoke detection is achieved by ambient smoke detectors installed on ceiling panels and by smoke detectors installed on electronics rack and toilets air extraction ducts. When the warning threshold is reached, the electronic assembly integral to each smoke detector activates the appropriate warning lights. Each detection loop may be tested individually using a rotative selector. - In forward cargo compartment a pneumatic system provided with two fans installed in line, serves to direct the ambiant air towards the detector. - In the aft cargo compartment, a similar system is installed serving to simultaneously monitor the cargo compartment and the lavatories. - Air extraction system (aft and fwd cargo compartments) is controlled and monitored by an electronic unit installed in the electronics rack (90VU).

C. Smoke Detection in Lavatories and Aft Cargo Compartment

The ambient lavatory air is conducted towards smoke detector (184WA) by fans (170 and 172WA) mounted in series. The detector is of the photoelectric type : The air extracted from the lavatories is evacuated into the cargo compart ment where it is sucked by "VENTURI" effect through aft cargo compartment smoke detector (150WA), which is an photoelectric type detector, to the non-pressurized zone of the tail cone. ** ON A/C ALL (Ref. Fig. 002 ) . (Ref. Fig. 003 ) . ** ON A/C 001-002

(Ref. Fig. 004 ) . ** ON A/C 003-003 (Ref. Fig. 005 ) . ** ON A/C ALL

Operating Principle of the Engine Fire Detection Operating Principle of the Cargo Compartment Smoke Detection Operating Principle of the Electronics Rack Smoke Detection ** ON A/C 001-002

Operating Principle of the Smoke Detection in Cargo Compartment and Electronics Rack ** ON A/C 003-003

Operating Principle of the Smoke Detection in Cargo Compartment and Electronics Rack

** ON A/C ALL

Section 26-12 : ENGINE FIRE DETECTION

1. General
The engine fire detection system is comprised of two continuous loops installed in parallel and connected to an electronic control unit according to an AND logic. A self-monitoring device for the loops enables a loop malfunction to be indicated to the crew members. The detection system is the GRAVINER TRIPLE FD (Fault Free Fire Detection) electrical system with resistance-capacitance variation. For one engine, each loop is comprised of : - 3 sensing elements connected in series and installed in the engine nacelle - a fire detection control unit installed in the electronics rack 90VU, shelves 93VU (ENG1) and 94VU (ENG2) - a control and indicating assembly located in the flight compartment overhead panel (25VU). (Ref. Fig. 001 ) (Ref. Fig. 002 ) (Ref. Fig. 003 )

2. Description

A. Sensing Element
The fire sensing element is a flexible coaxial cable the electrical characteristics of which vary with temperature. The cable consists in an outer stainless steel sheath of 1.8 mm (4.6 in.) OD containing a glass base material, sensitive to temperature, and a center wire. At each end of the sensing element a sealed connector brazed on the element enables connection to the electrical harness for aircraft circuit junction. Grooved foolproofing devices at electrical harness-to-element junctions prevent any cross connection between the loops. (Ref. Fig. 004 )

B. Fire Detection Control Unit

The fire detection control unit processes the warning signals proceeding from the sensing element according to an AND logic and triggers the corresponding indications in the flight compartment (FIRE circuit). Besides, one FAULT circuit per loop, independent of the FIRE circuit, indicates to the crew members any sensing element faulty operation (short circuit, contamination of an electrical connector). The face comprises : - two push-to-test lights : LOOP A and LOOP B - a switch with 3 positions, 1, 2 and 3 with automatic return to neutral (position 2).

C. Control and Indicating Assembly

The control and indicating assembly is located on the overhead panel and comprises for each engine : - two LOOP A and LOOP B mechanically latched pushbutton switches with amber FAULT legends and white OFF legends - a selector switch for loop testing - a fire handle with integral ENG1(2) FIRE PULL red warning light. On the CAP : - two ENG1(2) FIRE red warning lights - one LOOP amber warning light (Ref. Fig. 005 )

3. Operation A. Sensing Element

Operation of the sensing element is based on the variation in resistance and capacitance of the element. (see Description, paragraph 2). When the sensing element temperature increases, the resistance reduces whereas the capacitance increases. This capacitance variation is a property of the sensing element inner material; it controls the validity of the signal transmitted to the control unit, since the system operating point is basically determined by the variation in resistance according to the temperature. As a result, any variation in resistance of the sensing element not accompanied by a variation in capacitance will activate a FAULT signal indicating a faulty operation of the corresponding loop. The simultaneous variation of both variation/capacitance characteristics is used for spurious warning rejection. Each loop end is connected to the aircraft network by means of a fireproof wire electrical harness.

B. Fire Detection Control Unit

The control unit is housed in a rectangular aluminum container with removable lid. Designed to operate with 28VDC, the electrical assembly consists of three anti-vibration mounted printed circuit boards interconnected by flexible printed wiring (Flexi) with external connections made via a fixed connector on top of the case.

Two similar circuits are employed for the two separate loops of sensing elements which are designated loop A and loop B. The stabilizer, inverter, thick film circuit and its associated discrete components (with the exception of the regulating transistor which is housed in the removable lid) for loop A are housed on one board. A similar board is used for loop B. The third board houses the relays and their associated discrete components for both loops. The lid houses the regulating transistors (to ensure good heat dissipation), BITE switch and BITE lamps. For the various functions of the control unit : - Indices A and B correspond to loops A and B respectively. Block 1 : suppression of transients and RF interference to protect semi conductor devices. Block 2 : voltage regulation : the input voltage fed to both the logic circuits and the static inverter are regulated at 12VDC. Block 3 : static inverter : generation of a 45VAC/400Hz voltage feeding part of the logic circuits. Block 4 : Fire sensing circuits. The function of the fire sensing circuit is to monitor the condition of the elements and signal a fire condition. The element has the ability to store energy when hot. The ener gy stored being proportional to the element. Fault sensing circuits. Under fault conditions the element is unable to store charge. To monitor for fault conditions the voltage across the element is measured directly and is proportional to the resistance of the fault. Block 5 : If a fire condition occurs, followed by a fault condition, the fire condition will continue to be indicated. If a fault con dition occurs followed by a fire condition then the fire condi tion will override the fault condition. Block 6 : When a failure is detected the amplifier/comparator output is supplied to the fire warning logic circuits. Block 7 : When the logic circuit output changes to high level, transistors are activated, which causes the aircraft failure warning circuit to be grounded. Block 8 : A fire warning output causes the BITE lamps to come on and the aircraft failure warning circuit to be triggered. Block 9 : Master fire logic The relay contacts of two cards are series connected to give a master fire warning only when loop A and loop B both signal a fire warning (Ref. Fig. 006 )

4. Operation of the System and Use of the Controls and Indications A. FAULT Signal on One Loop

This warning is due to a short circuit or a rapid drop in resistance of one sensing element without increase in capacitance. In case of breaking in one point of the sensing element, fire detection is still possible; there is no FAULT signal following one single break. However the break will be indicated to the crew at the first pre-flight test following the fault. In case of double break of one sensing element, each end of the element connected to the aircraft electrical harness is still capable of fire detection. In that case too, the fault will be indicated during the pre flight test. With the two LOOP A and LOOP B pushbutton switches pressed in flight

compartment overhead panel, a FAULT signal results in : - illumination of FAULT legend on LOOP A or B pushbutton switch according to the faulty loop - illumination of amber LOOP light on the CAP, and master CAUTION light on Captain main instrument panel. In that case disconnect the faulty loop by selecting OFF on the LOOP pushbutton switch concerned. In this configuration, the LOOP caution light on the CAP remains on , alerting the flight crew that one loop is deactivated. Fire detection is provided by the remaining loop.

B. Fire Warning
- Each loop of the control unit continuously monitors the appropriate elements for fault condition by directly sampling the average value of the rectified voltage across them and comparing with a reference voltage. If this value decreases below the reference voltage the fault warning is given. - Fault inhibit circuit. When a fire warning occurs on either loop the fault indication for that loop is inhibited. If a fault condition occurs on the loop prior to the system resetting, the fire indication will remain, even if the element temperature falls below the system reset level.

C. Loop Test
With the two LOOP A and LOOP B pushbutton switches pressed in, and :

(1) TEST switch in FAULT position :

triggering of LOOP A and B FAULT signals. Consequences : - FAULT amber legends on LOOP A and LOOP B pushbutton switches come on - LOOP caution light on CAP comes on together with master CAUTION light on Captain main instrument panel - the single chime sounds

(2) TEST switch in FIRE position :

triggering of LOOP A and B FIRE signals. Consequences : - ENG1(2) FIRE PULL light on fire handle comes on - ENG1(2) FIRE warning light on CAP comes on together with master WARNING light on Captain main instrument panel - the repetitive chime sounds - FUEL SOV warning light on condition lever comes on.

D. Maintenance Test (Bite System)

NOTE : Built-in test equipment indications are not relevant unless the flight compartment test confirms a fault condition exists. To assist in the rapid isolation of faults, the control unit incorporates a 3 position BITE switch and 2 BITE lamps for use during ground checking. This switch is biased to position 2. When a loop is diagnosed as faulty the BITE switch allows rapid identification of the fault to either the control unit or sensing element assemblies. When a fault is reported, the BITE lamp should be observed. If it is not on it should be checked for serviceability by using the "press to test" facility incorporated in the lamp holder. Provided the lamp is serviceable, not on and the loop reported unserviceable, the BITE switch should be placed in position 3. If the BITE lamp remains off a faulty control unit is indicated. If the BITE lamp comes on, an open circuit in the sensing element assemblies is indicated. If the BITE lamp is on and the loop reported unserviceable, the BITE switch

should be placed in position 1. If the BITE lamp remains on a faulty control unit is indicated. If the BITE lamp is off a short circuit in the sensing element assemblies is indicated. When the BITE switch is in position 1 the sensing element assemblies are disconnected from the monitoring circuits. In position 3 the sensing element assemblies are disconnected from the monitoring circuits and effectively replaced by a capacitor and resistor in series for each

Text continues: see text below

** ON A/C ALL loop of the control unit to monitor. Engine Fire Sensing Elements - Location Engine Fire Sensing Elements - Connecting Principle Fire Detection Control Units - Location Typical Rail Mounted Element Assembly Control and Indicating Circuit - Schematic Fire Detection Control Unit - Block Diagram

** ON A/C ALL

Section 26-15 : SMOKE DETECTION

** ON A/C 001-002

1. General

The smoke detection system is comprised of four smoke detectors : - one detector on toilets air extraction duct (1), - one detector in aft compartment (2), - one detector in the forward compartment, - one detector in electronics rack air extraction system. Smoke detectors in forward, in aft compartments and in toilets are of the photoelectric cell type. Smoke detector on electrics rack air extraction ducts is of the ionization type. The air extraction through the smoke detectors in aft cargo and toilets, is

performed by means two fans. ** ON A/C 003-003

1. General

The smoke detection system is comprised of four smoke detectors : - one detector in toilets and aft passenger compartment air extraction system (1), - one detector in aft cargo compartment (2), - one detector in forward cargo compartment and forward passenger compartment air extraction system (3) - one detector in electronics rack air extraction system. Smoke detector in forward, smoke detector in aft cargo compartments and in toilets are of the photoelectric cell type. Smoke detector on electronics rack air extraction duct is of the ionization type. Forward cargo compartment smoke detector and toilets smoke detector are each equipped with two air extraction fans. The smoke detector in aft cargo compartment is connected to a venturi plug located on pressure bulkhead. A smoke detector restrictor has been installed at lavatory partition feed-thru in order to balance the flow between the lavatory system and the cargo compartment system.

A. "Containers carrier" configuration : the aft and forward shutoff manual

valves (4) and (5) must be in "OPEN" position. and (5) must be in "CLOSED" position. ** ON A/C 001-002 (Ref. Fig. 001 ) ** ON A/C 003-003 (Ref. Fig. 002 ) ** ON A/C ALL

B. "Passengers" configuration : the aft and forward shutoff manual valves (4)

2. Description of Smoke Detectors A. Photoelectric cell smoke detectors

The smoke detector casing comprises : - 1 photoelectric cell, - 1 projecteur lamp (light source), - 1 testing lamp, - 1 port, - 1 sens - 1 amplifier. (Ref. Fig. 003 )

B. Ionization Smoke Detector

The - 1 air - 1

smoke detector casing comprises : measuring chamber with a perforated housing enabling passage of the inside the cell, High Impedance Resistor,

- 1 electronic circuit, - 1 automatic temperature compensation circuit associated with a thermo metric sensor enabling test to be performed. (Ref. Fig. 004 )

3. Operating Principle of Smoke Detection System

- Smoke Detection in Cargo Compartments and Electronics Rack. Each detector is supplied separately with 28VDC. Ambient air flows through the detectors. If smoke is detected, an output signal is transmitted to the CCAS which triggers the following warnings : . aural warning (repetitive chime), . warning corresponding to detection on crew alerting panel . warning lights on panel 3VU and 5VU . warning corresponding to detection on panel 70VU. The CCAS selector switch 137WW (101VU) in smoke position serves to test the detection circuitry through relay 151WW. (Ref. Fig. 005 ) (Ref. Fig. 006 ) ** ON A/C 003-003 - Air extraction from forward cargo compartment towards smoke detector ** ON A/C ALL

1. ERREUR!! MANQUE TITRE

** ON A/C 003-003

(1) Description

Forward cargo compartment ambient air goes through smoke detector 151WA via two fans operating alternatively and installed on detection duct.

(2) Operation of fans in "CARGO" configuration :

The "SMK DET" switch 201WA located on panel 101VU, is in "CARGO CONFIG" position. The fans are operating. Air from the forward cargo compartment circulates in the smoke detector sealed casing. The fan control unit, supplied by circuit breakers 156WA and 158WA, controls alternate operation of the air extraction fans 155WA and 157WA. This alternate operation is controlled by a "flip-flop" relay which operates the fan not in service previously, after each system energization. This function is automatic when there is intensity variation. If the fan in service fails, FAULT light 162WA comes on on panel 34VU as also the following warnings : - CAUTION - AIR The single chime sounds. By pressing and releasing concerned pushbutton switch (34VU), the crew forces operation of the other fan (ALTN light on).

(3) Fans operating in "PASSENGERS" configuration : The fans of forward cargo

compartment are inhibited when the "SMK DET" switch 201WA is placed

in the "PAX CONFIG" located on panel 101VU. The detection is carried out by convection. When the fans of forward cargo compartment are inhibited, no warning is triggered. ** ON A/C ALL - Circulation of toilets and AFT cargo compartment air ambient towards smoke detectors

(1) Description
. toilets air ambient circulates through smoke detector 184WA. . AFT cargo compartment air ambient circulates through smoke detector 150WA. To operate this circulation, two fans (170WA and 172WA) installed in series on extraction duct, operate in alternation. Air ambient is drawn by venturi effect towards the AFT non pressurized compartment.

(2) Operation of fans

Air from the lavatory circulates in the smoke detector sealed casing 184WA. Air from the aft cargo compartment circulates in the smoke detector sealed casing 150WA. The fan control unit supplied by circuit breakers 154WA and 166WA controls alternate operation of the air extraction fans 170WA and 172WA. This alternate operation is controlled by a "flip-flop" relay which operates the fan not in service previously, after each system energization. This function is automatic when there is intensity variation. If the fan in service fails, FAULT light 164WA comes on on panel 34VU as also the following warnings : - CAUTION - AIR The single chime sounds. By pressing and releasing concerned pushbutton switch (34VU), the crew forces operation of the other fan (ALTN light on). ** ON A/C 001-002 (Ref. Fig. 007 ) ** ON A/C 003-003 (Ref. Fig. 008 ) ** ON A/C ALL

4. Operating Principle of Detectors A. Operating Principle of Photoelectric Cell Smoke Detector

A projector consisting of a lamp and a lens sends a cylindrical light beam through a sensing chamber. A photoresistive cell is fitted on the chamber along an axis perpendicular to the light beam. When the air is free of smoke, no light reaches the photoresistive cell. As soon as smoke penetrates into the sensing chamber, it influences the light beam which deflects and diffuses it. Thus a conical refraction is

produced and photoresistive cell is reached by light. As long as there is smoke in the sensing chamber, smoke diffracts the light and photoresistive cell kept the warning light on. (Ref. Fig. 003 )

B. Operating Principle of the Ionization Smoke Detector

In the measuring chamber, an electrical field is created between electrodes E1 et E2 by means of a power supply. The air between the electrodes is ionized by means of a radio-active source. The ions (negatively or positively charged gas molecules) move toward the corresponding electrode with a speed relative to molecule width and electrical field intensity. When particles in suspension, resulting of fire, penetrate in the measuring chamber, the ions which associate with the particles become heavy (to 1000 times heavier). Their displacement speed is reduced which decrease the ionization current and then increase the electrical resistor of the measuring chamber. The voltage between the measuring chamber terminals becomes upper to the voltage of high impedance resistor. The electronic circuit measures this unbalance by means threshold circuit. When the preset threshold is reached, the circuit generates a warning signal. (Ref. Fig. 004 ) ** ON A/C 001-002

Aft Cargo Compartment and Toilets Smoke Detection Installation Diagram ** ON A/C 003-003

Aft Cargo Compartment and Toilets Smoke Detection Installation Diagram ** ON A/C ALL

Photoelectric Cell Smoke Detector. Operating Principle of the Detection Cell. Forward and Aft Cargo Compartment Smoke Detection Power Supply - Schematic Electronics Rack Smoke Detection Power Supply - Schematic. ** ON A/C 001-002

Air Extraction Fan Power Supply - Schematic ** ON A/C 003-003

Air Extraction Fan Power Supply - Schematic

** ON A/C ALL

Section 26-15 : SMOKE DETECTION

** ON A/C 001-002

1. General
The smoke detection system is comprised of four smoke detectors : - one detector on toilets air extraction duct (1), - one detector in aft compartment (2), - one detector in the forward compartment, - one detector in electronics rack air extraction system. Smoke detectors in forward, in aft compartments and in toilets are of the photoelectric cell type. Smoke detector on electrics rack air extraction ducts is of the ionization type. The air extraction through the smoke detectors in aft cargo and toilets, is performed by means two fans. ** ON A/C 003-003

1. General

The smoke detection system is comprised of four smoke detectors : - one detector in toilets and aft passenger compartment air extraction system (1), - one detector in aft cargo compartment (2), - one detector in forward cargo compartment and forward passenger compartment air extraction system (3) - one detector in electronics rack air extraction system. Smoke detector in forward, smoke detector in aft cargo compartments and in toilets are of the photoelectric cell type. Smoke detector on electronics rack air extraction duct is of the ionization type. Forward cargo compartment smoke detector and toilets smoke detector are each equipped with two air extraction fans. The smoke detector in aft cargo compartment is connected to a venturi plug located on pressure bulkhead. A smoke detector restrictor has been installed at lavatory partition feed-thru in order to balance the flow between the lavatory system and the cargo compartment system.

A. "Containers carrier" configuration : the aft and forward shutoff manual

valves (4) and (5) must be in "OPEN" position. and (5) must be in "CLOSED" position. ** ON A/C 001-002

B. "Passengers" configuration : the aft and forward shutoff manual valves (4)

(Ref. Fig. 001 ) ** ON A/C 003-003 (Ref. Fig. 002 ) ** ON A/C ALL

2. Description of Smoke Detectors A. Photoelectric cell smoke detectors

The smoke detector casing comprises : - 1 photoelectric cell, - 1 projecteur lamp (light source), - 1 testing lamp, - 1 port, - 1 sens - 1 amplifier. (Ref. Fig. 003 )

B. Ionization Smoke Detector

The smoke detector casing comprises : - 1 measuring chamber with a perforated housing enabling passage of the air inside the cell, - 1 High Impedance Resistor, - 1 electronic circuit, - 1 automatic temperature compensation circuit associated with a thermo metric sensor enabling test to be performed. (Ref. Fig. 004 )

3. Operating Principle of Smoke Detection System

- Smoke Detection in Cargo Compartments and Electronics Rack. Each detector is supplied separately with 28VDC. Ambient air flows through the detectors. If smoke is detected, an output signal is transmitted to the CCAS which triggers the following warnings : . aural warning (repetitive chime), . warning corresponding to detection on crew alerting panel . warning lights on panel 3VU and 5VU . warning corresponding to detection on panel 70VU. The CCAS selector switch 137WW (101VU) in smoke position serves to test the detection circuitry through relay 151WW. (Ref. Fig. 005 ) (Ref. Fig. 006 ) ** ON A/C 003-003 - Air extraction from forward cargo compartment towards smoke detector ** ON A/C ALL

1. ERREUR!! MANQUE TITRE

** ON A/C 003-003

(1) Description
Forward cargo compartment ambient air goes through smoke detector

151WA via two fans operating alternatively and installed on detection duct.

(2) Operation of fans in "CARGO" configuration :

The "SMK DET" switch 201WA located on panel 101VU, is in "CARGO CONFIG" position. The fans are operating. Air from the forward cargo compartment circulates in the smoke detector sealed casing. The fan control unit, supplied by circuit breakers 156WA and 158WA, controls alternate operation of the air extraction fans 155WA and 157WA. This alternate operation is controlled by a "flip-flop" relay which operates the fan not in service previously, after each system energization. This function is automatic when there is intensity variation. If the fan in service fails, FAULT light 162WA comes on on panel 34VU as also the following warnings : - CAUTION - AIR The single chime sounds. By pressing and releasing concerned pushbutton switch (34VU), the crew forces operation of the other fan (ALTN light on).

(3) Fans operating in "PASSENGERS" configuration : The fans of forward cargo

compartment are inhibited when the "SMK DET" switch 201WA is placed in the "PAX CONFIG" located on panel 101VU. The detection is carried out by convection. When the fans of forward cargo compartment are inhibited, no warning is triggered. ** ON A/C ALL - Circulation of toilets and AFT cargo compartment air ambient towards smoke detectors

(1) Description

. toilets air ambient circulates through smoke detector 184WA. . AFT cargo compartment air ambient circulates through smoke detector 150WA. To operate this circulation, two fans (170WA and 172WA) installed in series on extraction duct, operate in alternation. Air ambient is drawn by venturi effect towards the AFT non pressurized compartment.

(2) Operation of fans

Air from the lavatory circulates in the smoke detector sealed casing 184WA. Air from the aft cargo compartment circulates in the smoke detector sealed casing 150WA. The fan control unit supplied by circuit breakers 154WA and 166WA controls alternate operation of the air extraction fans 170WA and 172WA. This alternate operation is controlled by a "flip-flop" relay which operates the fan not in service previously, after each system energization. This function is automatic when there is intensity variation. If the fan in service fails, FAULT light 164WA comes on on panel 34VU as also the following warnings : - CAUTION

- AIR The single chime sounds. By pressing and releasing concerned pushbutton switch (34VU), the crew forces operation of the other fan (ALTN light on). ** ON A/C 001-002 (Ref. Fig. 007 ) ** ON A/C 003-003 (Ref. Fig. 008 ) ** ON A/C ALL

4. Operating Principle of Detectors A. Operating Principle of Photoelectric Cell Smoke Detector

A projector consisting of a lamp and a lens sends a cylindrical light beam through a sensing chamber. A photoresistive cell is fitted on the chamber along an axis perpendicular to the light beam. When the air is free of smoke, no light reaches the photoresistive cell. As soon as smoke penetrates into the sensing chamber, it influences the light beam which deflects and diffuses it. Thus a conical refraction is produced and photoresistive cell is reached by light. As long as there is smoke in the sensing chamber, smoke diffracts the light and photoresistive cell kept the warning light on. (Ref. Fig. 003 )

B. Operating Principle of the Ionization Smoke Detector

In the measuring chamber, an electrical field is created between electrodes E1 et E2 by means of a power supply. The air between the electrodes is ionized by means of a radio-active source. The ions (negatively or positively charged gas molecules) move toward the corresponding electrode with a speed relative to molecule width and electrical field intensity. When particles in suspension, resulting of fire, penetrate in the measuring chamber, the ions which associate with the particles become heavy (to 1000 times heavier). Their displacement speed is reduced which decrease the ionization current and then increase the electrical resistor of the measuring chamber. The voltage between the measuring chamber terminals becomes upper to the voltage of high impedance resistor. The electronic circuit measures this unbalance by means threshold circuit. When the preset threshold is reached, the circuit generates a warning signal. (Ref. Fig. 004 ) ** ON A/C 001-002

Aft Cargo Compartment and Toilets Smoke Detection Installation Diagram ** ON A/C 003-003

Aft Cargo Compartment and Toilets Smoke Detection Installation Diagram ** ON A/C ALL

Photoelectric Cell Smoke Detector. Operating Principle of the Detection Cell. Forward and Aft Cargo Compartment Smoke Detection Power Supply - Schematic Electronics Rack Smoke Detection Power Supply - Schematic. ** ON A/C 001-002

Air Extraction Fan Power Supply - Schematic ** ON A/C 003-003

Air Extraction Fan Power Supply - Schematic

** ON A/C ALL

Section 26-16 : NACELLE OVERHEAT DETECTION

1. General
Nacelle overheat is detected by a sensor overheat which sent an information to the Engine Overheat Detection Control Unit. This sensor is located in right nacelle below exhaust nozzle and before the exhaust duct lips.

2. Operating

When the right nacelle temperature reaches 170 5, NAC OVHT light located on Crew Alerting Panel (CAP) comes on. (Ref. Fig. 001 ) Operating Principle of Nacelle Overheat Detection

** ON A/C ALL

Section 26-20 : EXTINGUISHING

1. General A. Engine Fire Extinguishing

Two fixed fire extinguisher bottles are installed in the wing-to-fuselage junction fillet, on either side of the fuselage, and are used to extinguish fires in the engine zones. Two percussion panels located on the overhead panel enable control of the fire extinguishing agent discharge on the engine concerned. (Ref. Fig. 001 )

B. Portable Fire Extinguishers

One portable fire extinguisher located in the flight compartment and others located in passenger compartment are used to extinguish any fire breaking out in the occupied zones.

C. Extinguishing System Electrical Power Supply

The engine fire extinguisher bottle percussion system is supplied with 28VDC from hot main bat busbar and emergency busbar. Engine Fire Extinguishing Bottles and Associated Panels - Location

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Section 26-21 : ENGINE FIRE EXTINGUISHING

1. General
A fire extinguishing system is installed on each engine. The extinguishing agent CF3 Br, is stored into two sealed bottles. The extinguishing procedure is initiated manually from the flight compartment overhead panel as soon as ENG1 (ENG2) FIRE warning is triggered. The engine fire extinguisher bottles are Walter Kidde bottles. Each bottle has two discharge heads. Two two-way check valves enable the extinguishing agent to be directed toward the engine concerned. (Ref. Fig. 001 )

2. Description A. Fire Extinguisher Bottle and Associated Components

The two bottles are spherical and of the quick-discharge type. Each bottle has a volume of 3670 cm3 (223,7 inch3) and can contain 2.95 kg (6.5 lbs) of monobromotrifluoromethane (CF3 Br) pressurized by nitrogen at 41 bars (600 psi) at a temperature of 21C. Each bottle has two discharge heads enabling the fire extinguishing agent to be routed toward one or the other engine. Each discharge head is blanked by a beryllium bronze diaphragm. Sealing is provided by a gasket. The diaphragm is broken by the percussion of a pyrotechnic cartridge electrically fired by two resistances (0.04 to 0.2 ohms) (in case of failure of one resistance, the percussion can still be obtained with the remaining operational resistance). A pressure relief valve is located at the lower point of the bottle, between the two discharge heads. The valve is comprised of a diaphragm which breaks when the pressure inside the bottle reaches between 95.6 bars (1400 psig) and 123 bars (1800 psig), thus enabling a complete discharge of

the extinguishant into the compartment. The valve can also be used for bottle filling. A pressure switch is installed on each bottle to enable checking of the bottle inner pressure. It causes illumination of DISCH warning lights (one per bottle each time the pressure inside the bottle drops below 15 bars (225 psig). A pressure gage displays the pressure inside the bottle. (Ref. Fig. 002 ) (Ref. Fig. 003 )

B. Fire Extinguishing Lines and Associated Components (1) Fire extinguishing line

The fire extinguishing lines are rigid light alloy diameter lines routed along the aft wing spar, from the fillets to the engine. In the nacelle (fire zone and area adjacent to the fire zone) these lines are in stainless steel and distribute the fire extinguishing agent directly into the fire zone. Two cross-feed lines routed inside the wing-to-fuselage junction fillet, above the fuselage, enable the extinguishant to be directed toward the engine concerned by means of two two-way valves. On the lower points of the lines are installed four water drains : - two water drains at the two-way valves - two water drains directly on the lines. The left water drain support is slightly shifted. This is a mechanical foolproofing preventing any fire extinguishing line inversion. (Ref. Fig. 004 )

(2) Two-way check valves

The purpose of the two-way check valves is to direct the extinguishant toward the engine concerned and to prevent the extinguishant released by the second percussion from filling the bottle emptied by the first percussion. The two-way check valve has a light alloy valve which is operated and opens according to the pressure the extinguishant exerts on it. A water drain is located at the two-way check valve lower point. The water drain has an aluminium valve which in absence of pressure is spring loaded open. With the pressure due to the extinguishing agent, the valve closes the water drain.

(3) Water drain

Two water drains are installed at the lower points of the cross-feed lines. Their operation is the same as that of the two-way check valve water drains. (Ref. Fig. 005 )

C. Controls and Indications

There is a control and indicating panel corresponding to each engine. The panels are located on the overhead panel. Each panel is comprised of : - 2 pushbutton switches : AGENT 1 and AGENT 2 - each pushbutton switch has two legends : . 1 SQUIB white legend . 1 DISCH amber legend . 1 SQUIB TEST switch enabling electrical continuity of the percussion resistances to be checked. (Ref. Fig. 006 )

3. Utilization and Operation A. Fire Extinguishing Procedure

In case of engine fire detection (Ref. 26-12) the following procedure must be applied : - place the power lever in Idle position - place the condition lever in OFF position (FUEL SOV red light on condition lever goes off). - pull fire handle. This has for effect to : . close the LP fuel shut off valve . close the air bleed valve . close pressure regulating and shut off valve . close de-icing shut off valve . de-energize the AC and DC generators . enable percussion of the fire extinguisher bottles (the corresponding SQUIB legend comes on). - squib the first bottle, by pressing AGENT 1 pushbutton switch (discharge of the bottle is indicated by the illumination of amber DISCH legend). If the FIRE warning does not disappear within the 30 following seconds, the second bottle must be squibbed.

B. Test of the Percussion Cartridges

- press SQUIB TEST pushbutton switch : The two SQUIB legends of AGENT 1 and AGENT 2 pushbutton switches come on. NOTE : Although only one resistance is sufficient to squib the bottle, the test result is positive if both resistances are in correct condition. The intensity of the test current is limited to 1A because of the test transistor. The intensity of the percussion current is higher than 3A.

C. Check of the Fire Extinguisher Bottle Pressure and Weight :

- the pressure gage pointer must be in the green range, - During fire extinguisher bottle removal, check that its weight corresponds to the weight noted on the placard. (Ref. Fig. 007 ) Engine Fire Extinguishing System Engine Fire Extinguisher Bottle Percussion Cartridge and Pressure Switch Fire Extinguishing Lines and Associated Components Two-way Check Valves and Water Drains Engine Fire Extinguishing Controls and Indications Engine 1 (2) Fire Protection System - Electrical Circuit

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Section 26-24 : PORTABLE FIRE EXTINGUISHER

1. General
Portable fire extinguishers installation consists of : - 1 halon extinguisher in the cockpit, - 1 Water extinguisher and 1 Halon extinguisher in the cabin. (Ref. Fig. 001 )

2. Description
The portable fire extinguishers are installed by means of quick fasteners. The extinguishers are : - Halon type with a manometer indicating the pressure of the nitrogen cartridge. Certain Halon type extinguisher are equipped with a flexible duct. Each bottle contains Halon 1211 (CF2 CL Br) pressurized with nitrogen. - Water type without manometer. A placard on each extinguisher gives the instructions for use, manufacturing date, expiration date and weight of the bottle.

3. Utilization

The portable fire extinguisher is operated by removing the safety pin and pressing the handle, which has for effect to open the valve and spray the extinguishing agent. Spraying may be interrupted by pulling up the handle and installing the safety pin until the next use. For the Halon extinguishers, the pressure gage indicates the quantity of agent left into the bottle. If the pointer is in the red range, the bottle must be changed. NOTE : Whenever possible, inform the appropriate service when an extinguisher has been used, so that an inspection can be carried out.

4. Aft Cargo Compartment Fire Extinguishing System

This fire extinguishing system, located on the ceiling of the aft cargo compartment includes two diffusers. This system serves to diffuse the extinguishing in the entire cargo compartment when loaded to the maximum. The aft cargo compartment fire extinguishing procedure consists in connecting portable fire extinguisher discharge orifice to system orifice located above cabin attendant seat and to discharge extinguisher agent. If cargo loading permits, direct fire extinguishing may be carried out.

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Section 26-25 : LAVATORY FIRE EXTINGUISHING

1. General
In case of fire in the lavatory dustbin, a halon fire extinguisher is installed above the bin. The fire extinguisher is activated automatically when a heat source in the region of 170F (77C) is detected. The extinguishing agent is discharged into the dustbin via two tubes equipped with a valve at the end. (Ref. Fig. 001 )