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The document discusses fire protection systems on aircraft. It describes how fire protection systems usually consist of separate detection and suppression systems. The detection system provides warning of fire while the suppression system extinguishes fires. Various types of fire detectors are discussed, including thermal switches, thermocouples, and tubular detectors. Requirements, classes of fires, extinguishing agents, and inspection of fire protection equipment are also summarized.
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A short report on Aircraft Fire Protection Systems
The document discusses fire protection systems on aircraft. It describes how fire protection systems usually consist of separate detection and suppression systems. The detection system provides warning of fire while the suppression system extinguishes fires. Various types of fire detectors are discussed, including thermal switches, thermocouples, and tubular detectors. Requirements, classes of fires, extinguishing agents, and inspection of fire protection equipment are also summarized.
The document discusses fire protection systems on aircraft. It describes how fire protection systems usually consist of separate detection and suppression systems. The detection system provides warning of fire while the suppression system extinguishes fires. Various types of fire detectors are discussed, including thermal switches, thermocouples, and tubular detectors. Requirements, classes of fires, extinguishing agents, and inspection of fire protection equipment are also summarized.
FIRE PROTECTION SYSTEMS Because fire is one of the most dangerous threats to an aircraft, the potential fire zones of modern multiengine aircraft are protected by a fixed fire protection system. Fire protection systems on aircraft usually consist of two separate operating systems. One system is for fire or overheat detection and the other is for fire suppression or extinguishing. In some cases, the systems can be interconnected so extinguishing takes place automatically after fire is detected. REQUIREMENTS FOR FIRE PROTECTION SYSTEMS 1. The fire protection system must provide an immediate warning of fire or overheat by means of a red light and an audible signal in the cockpit or flight compartment. 2. The system must accurately indicate that a fire has been extinguished or indicate if a fire reignites. 3. The system must be durable and resistant to damage from all the environmental factors that may exist in the location where it is installed. REQUIREMENTS FOR FIRE PROTECTION SYSTEMS 4. The system must include an accurate and effective method for testing to assure the integrity of the system. 5. The system must be easily inspected, removed and installed. 6. The system and its components must be designed so the possibility of false indications in unlikely. 7. The system must require a minimum of electrical power and must operate from the aircraft electrical system without inverters or other special equipment. TYPES OF FIRE OR OVERHEAT DETECTORS High temperatures caused by fires or other conditions can be detected by a variety of devices. Among these are: 1. Thermal Switches 2. Thermocouples 3. Tubular Detectors THERMAL SWITCHES A thermal switch, also called a spot detector, works by the expansion of the outer case of the unit. When the detector is exposed to heat, the case becomes longer and causes the two contacts inside the case to be drawn together. When the contacts meet, the electrical circuit is completed and the alarm activates. THERMAL SWITCH THERMOCOUPLES A thermocouple detection system, also called a “rate-of-rise” detection system, utilizes one or more thermocouple connected in series to activate an alarm system when there is sufficiently high rate of temperature increase at the sensor. The thermocouple is made of two dissimilar metals, such as chromel and constantan, which are twisted together and located inside an open frame. The frame protects the sensing wires from damage while allowing free flow of air over the wires. THERMOCOUPLES The exposed wires make up the hot junction. The cold junction is located behind the insulating material in the sensor unit. When there is a difference in temperature between the hot junction and the cold junction, a current is created. When sufficient current is being generated, the slave relay is activated causing the alarm to activate. If the rate of temperature increase is slow enough, the sensitive relay will not close and the alarm will not activate. THERMOCOUPLE TUBULAR DETECTORS There are three types of tubular sensing devices, called “continuous-loop” systems, commonly employed in modern aircraft for detecting overheat or fire. These sensors are manufactured by: 1. Fenwal Company 2. Walter Kidde Company 3. Systron-Donner Company TUBULAR DETECTORS The Fenwall sensor consists of small, lightweight, flexible Inconel tube with a pure nickel wire-center conductor. The nickel wire in the center is insulated from the tube wall by the ceramic and eutectic salt materials. The spaces between the nickel conductor and the tubing wall is filled with porous aluminum oxide, ceramic insulating material. The voids and clearances between the tubing and the ceramic material are saturated with a eutectic salt mixture which has a low melting point INSTALLATION AND ROUTING OF SENSING UNITS The installation of overheat and fire warning sensing units must be done strictly in accordance with the instructions provided by the manufacturer. The routing of the sensors has been designed by the engineers to provide the most effective performance and the detection of overheat or fire in the most likely areas. Routing must take into consideration possible damage to the sensors. Sensors must be supported with specially designed clamps in which small tubing is held in rubber or soft plastic grommets. These prevent damage due to vibration or wear. Installation Procedure for a Tubular Sensing Unit CLASSES OF FIRES 1. Class A—fires involving ordinary combustible materials, such as wood, cloth, paper, rubber, and plastics. 2. Class B—fires involving flammable liquids, petroleum oils, greases, tars, oil-based paints, lacquers, solvents, alcohols, and flammable gases. 3. Class C—fires involving energized electrical equipment in which the use of an extinguishing media that is electrically nonconductive is important. 4. Class D—fires involving combustible metals, such as magnesium, titanium, zirconium, sodium, lithium, and potassium. FIRE-EXTINGUISHING AGENTS AND PORTABLE FIRE EXINGUISHERS Fire-extinguishing agents are those chemicals that are injected into the compartment or area to extinguish a fire. These agents work by either displacing the oxygen or chemically combining with the oxygen to prevent combustion. Some additional extinguishing effect can occur by the low temperature at which the agents are discharged. FIRE-EXTINGUISHING AGENTS AND PORTABLE FIRE EXINGUISHERS Halogenated Hydrocarbons For over 45 years, halogenated hydrocarbons (Halons) have been practically the only fire extinguishing agents used in civil transport aircraft. However, Halon is an ozone depleting and global warming chemical, and its production has been banned by international agreement. Although Halon usage has been banned in some parts of the world, aviation has been granted an exemption because of its unique operational and fire safety requirements. Halon has been the fire extinguishing agent of choice in civil aviation because it is extremely effective on a per unit weight basis over a wide range of aircraft environmental conditions. It is a clean agent (no residue), electrically nonconducting, and has relatively low toxicity. FIRE-EXTINGUISHING AGENTS AND PORTABLE FIRE EXINGUISHERS Inert Cold Gases Carbon dioxide (CO2) is an effective extinguishing agent. It is most often used in fire extinguishers that are available on the ramp to fight fires on the exterior of the aircraft, such as engine or APU fires. CO2has been used for many years to extinguish flammable fluid fires and fires involving electrical equipment. It is noncombustible and does not react with most substances. FIRE-EXTINGUISHING AGENTS AND PORTABLE FIRE EXINGUISHERS Dry Powders Class A, B, or C fires can be controlled by dry chemical extinguishing agents. The only all purpose (Class A, B, C rating) dry chemical powder extinguishers contain mono-ammonium phosphate. All other dry chemical powders have a Class B, C U.S – UL fire rating only. Dry powder chemical extinguishers best control class A, B, and C fire but their use is limited due to residual residue and clean up after deployment. FIRE-EXTINGUISHING AGENTS AND PORTABLE FIRE EXINGUISHERS Water Class A type fires are best controlled with water by cooling the material below its ignition temperature and soaking the material to prevent re-ignition. FIRE SUPRESSION SYSTEMS Fire-suppression or fire-extinguishing systems usually consist of a fire-extinguishing agent stored in pressurized containers, tubing to carry the extinguishing agent to areas that require protection, control valves, indicators, control circuitry, and associated components. Systems vary considerably on different aircraft; however, the basic elements are similar. FIRE SUPRESSION SYSTEMS INSPECTION AND SERVICING OF FIRE PROTECTION EQUIPMENT Inspections for fire warning and fire-suppression systems follow the general procedures for the inspection of other systems. Mechanical parts of the systems are examined for damage, wear, security of mounting and compliance with technical and regulatory requirements. Electrical control systems are inspected in accordance with approved practices for electrical systems. For service of particular fire warning and fire-suppression systems, the technician must follow carefully the appropriate manufacturer’s instructions. This is to assure that the correct materials are employes and proper procedures are followed.