11.

8 FIRE PROTECTION (ATA 26)

Week 12
22 December 2023

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FIRE PROTECTION (ATA 26)
INTRODUCTION

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INTRODUCTION
• A complete fire protection system on modern aircraft, and on many older
aircraft, includes a fire detection system and a fire extinguishing system.
• Fire detection is accomplished in many different ways explained below.
• Fire extinguishing is accomplished with fixed and portable fire agent
dispensing systems also explained in this sub-module.

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REQUIREMENTS FOR FIRE TO OCCUR
• Three things are required for a fire:
(1) fuel - something that will, in the presence of heat combine with oxygen,
thereby releasing more heat and as a result reduces itself to other chemical
compounds;
(2) heat - accelerates the combining of oxygen with fuel, in turn releasing
more heat; and
(3) oxygen—the element which combines chemically with another substance
through the process of oxidation.
• Rapid oxidation, accompanied by a noticeable release of heat and light, is
called combustion or burning (Figure 1).
• Remove any one of these things and the fire extinguishes.
REQUIREMENTS FOR FIRE TO OCCUR

Figure 1: The fire triangle; all three elements shown are required for fire to occur.
5
CLASSES OF FIRES
• The following classes of fires that are likely to occur onboard aircraft, as
defined in the United States National Fire Protection Association (NFPA)
Standard 10, Standard for Portable Fire Extinguishers, 2007 Edition, are:
• Class A - fires involving ordinary combustible materials, such as wood,
cloth, paper, rubber, and plastics.
• Class B - fires involving flammable liquids, petroleum oils, greases, tars,
oil-based paints, lacquers, solvents, alcohols, and flammable gases.
• Class C - fires involving energized electrical equipment in which the use
of an extinguishing media that is electrically nonconductive is important.
• Class D - fires involving combustible metals, such as magnesium,
titanium, zirconium, sodium, lithium, and potassium.

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FIRE ZONES
• 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, or 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 extinguishing system
in contrast to any type of portable fire extinguishing equipment, such as
a hand-held Halon or water fire extinguisher.

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FIRE ZONES
• Typical zones on aircraft that have a fixed fire detection and / or fire
extinguisher system are:
• Engines and auxiliary power unit (APU)
• Cargo and baggage compartments
• Lavatories on transport aircraft
• Electronic bays
• Wheel wells
• Bleed air ducts
• Note that fire zones are further classified by the airflow through them.
• The amount and flow characteristics through a zone greatly effect s the
characteristics of a fire there-in and the methods used to detect and
extinguish a fire.
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FIRE ZONES
The zones are as follows:
1. Class A zone - area of heavy airflow past regular arrangements of
similarly shaped obstructions.
• The power section of a reciprocating engine is usually of this type.
2. Class B zone - area of heavy airflow past aerodynamically clean
obstructions.
• Included in this type are heat exchanger ducts, exhaust manifold shrouds,
and areas where the inside of the enclosing and adequately drained so
leaking flammables cannot puddle.
• Turbine engine compartments may be considered in this class if engine
surfaces are aerodynamically clean and all airframe structural formers are
covered by a fireproof liner to produce an aerodynamically clean enclosure
surface.
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FIRE ZONES
3. Class C zone - area of relatively low airflow.
• An engine accessory compartment separated from the power section is an
example of this type of zone.
4. Class D zone - area of very little or no airflow.
• These include wing compartments and wheel wells where little ventilation
is provided.
5. Class × zone - area of heavy airflow and of unusual construction, making
uniform distribution of the extinguishing agent very difficult.
• Areas containing deeply recessed spaces and pockets between large
structural formers are of this type.
• Tests indicate agent requirements to be double those for Class A zones.

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FIRE PREVENTION
• Leaking fuel, hydraulic, deicing, or lubricating fluids can be sources of fire
in an aircraft.
• This condition should be noted and corrective action taken when
inspecting aircraft systems.
• Minute pressure leaks of these fluids are particularly dangerous for they
quickly produce an explosive atmospheric condition.
• Carefully inspect fuel tank installations for signs of external leaks. With
integral fuel tanks, the external evidence may occur at some distance
from where the fuel is actually escaping.
• Many hydraulic fluids are flammable and should not be permitted to
accumulate in the structure.
• Sound-proofing and lagging materials may become highly flammable if
soaked with oil of any kind.
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FIRE PREVENTION
• Any leakage or spillage of flammable fluid in the vicinity of combustion
heaters is a serious fire risk, particularly if any vapor is drawn into the
heater and passes over the hot combustion chamber.
• Oxygen system equipment must be kept absolutely free from traces of oil
or grease, since these substances spontaneously ignite when in contact
with oxygen under pressure.
• Oxygen servicing cylinders should be clearly marked so they cannot be
mistaken for cylinders containing air or nitrogen, as explosions have
resulted from this error during maintenance operations.

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FIRE DETECTION AND WARNING SYSTEMS
• To detect fires or overheat conditions, detectors are placed in the various
zones to be monitored.
• The complete aircraft fire protection systems of most large turbine
engine and high performance aircraft incorporate several of these
different detection methods.
1. Rate-of-temperature-rise detectors
2. Radiation sensing detectors
3. Smoke detectors
4. Overheat detectors
5. Carbon monoxide detectors
6. Combustible mixture detectors
7. Optical detectors
8. Observation of crew or passengers
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FIRE PROTECTION (ATA 26)
FIRE DETECTION AND WARNING SYSTEMS

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FIRE DETECTION AND WARNING SYSTEMS
• The types of detectors most commonly used for fast detection of fires
are the rate-of-rise, optical sensor, pneumatic loop, and electric
resistance systems.

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REQUIREMENTS FOR OVERHEAT AND FIRE DETECTION SYSTEMS
• Fire protection systems on current-production aircraft do not rely solely
on observation by crew members as a primary method of fire detection.
• Regardless of the type, an ideal fire detector system includes as many of
the following features as possible:
1. No false warnings under any flight or ground condition.
2. Rapid indication of a fire and accurate location of the fire.
3. Accurate indication that a fire is out.
4. Indication that a fire has re-ignited.
5. Continuous indication for duration of a fire.
6. Means for electrically testing the detector system from the aircraft cockpit.
7. Resists damage from exposure to oil, water, vibration, extreme
temperatures, or handling.
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REQUIREMENTS FOR OVERHEAT AND FIRE DETECTION SYSTEMS
8. Light in weight and easily adaptable to any mounting position.
9. Circuitry that operates directly from the aircraft power system without
inverters.
10. Minimum electrical current requirements when not indicating a fire.
11. Cockpit light that illuminates, indicating the location of the fire, and with
an audible alarm system.
12. A separate detector system for each engine.

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THERMAL SWITCH SYSTEMS
• A number of detectors, or sensing devices, are available.
• Many older-model aircraft still operating have some type of thermal
switch system or thermocouple system.
• A thermal switch system has one or more lights energized by the aircraft
power system and thermal switches that control operation of the light(s).
• These thermal switches are heat-sensitive units that complete electrical
circuits at a certain temperature.
• They are connected in parallel with each other but in series with the
indicator lights (Figure 2).

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THERMAL SWITCH SYSTEMS

Figure 2: Thermal switch fire circuit.

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THERMAL SWITCH SYSTEMS
• If the temperature rises above a set value in any one section of the
circuit, the thermal switch closes, completing the light circuit to indicate
a fire or overheat condition.
• No set number of thermal switches is required; the exact number is
usually determined by the aircraft manufacturer.
• On some installations, all the thermal detectors are connected to one
light; on others, there may be one thermal switch for each indicator light.
• Some warning lights are push-to-test lights.
• The bulb is tested by pushing it in to check an auxiliary test circuit.
• The circuit shown in Figure 2 includes a test relay.
• With the relay contact in the position shown, there are two possible
paths for current flow from the switches to the light.
• This is an additional safety feature.
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THERMAL SWITCH SYSTEMS
• Energizing the test relay completes a series circuit and checks all the
wiring and the light bulb.
• In the circuit shown in Figure 2 a dimming relay is also included.
• By energizing the dimming relay, the circuit is altered to include a resistor
in series with the light.
• In some installations, several circuits are wired through the dimming
relay, and all the warning lights may be dimmed at the same time.

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THERMOCOUPLE SYSTEMS
• The thermocouple fire warning system operates on an entirely different
principle from the thermal switch system.
• A thermocouple depends on the rate of temperature rise and does not
give a warning when an engine slowly overheats or a short circuit
develops.
• The system consists of a relay box, warning lights, and thermocouples.
• The wiring system of these units may be divided into the following
circuits:
• Detector circuit
• Alarm circuit
• Test circuit
• These circuits are shown in Figure 3.

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THERMOCOUPLE SYSTEMS
• The relay box contains two relays,
the sensitive relay and the slave
relay, and the thermal test unit.
• Such a box may contain from one to
eight identical circuits, depending on
the number of potential fire zones.
• The relays control the warning lights.
• In turn, the thermocouples control
the operation of the relays.
• The circuit consists of several
thermocouples in series with each Figure 3: Thermocouple fire
other and with the sensitive relay. warning circuit.

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THERMOCOUPLE SYSTEMS
• The thermocouple is constructed of two dissimilar metals, such as
chromel and constantan.
• The point at which these metals are joined and exposed to the heat of a
fire is called a hot junction.
• There is also a reference junction enclosed in a dead air space between
two insulation blocks.
• A metal cage surrounds the thermocouple to give mechanical protection
without hindering the free movement of air to the hot junction.
• If the temperature rises rapidly, the thermocouple produces a voltage
from the temperature difference between the reference junction and the
hot junction.
• If both junctions are heated at the same rate, no voltage results.

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THERMOCOUPLE SYSTEMS
• In an engine compartment, there is a normal, gradual rise in temperature
from engine operation; because it is gradual, both junctions heat at the
same rate and no warning signal is given.
• If there is a fire, however, the hot junction heats more rapidly than the
reference junction.
• The ensuing voltage causes a current to flow within the detector circuit.
Any time the current is greater than 4 milliamperes (0.004 ampere), the
sensitive relay closes.
• This completes a circuit from the aircraft power system to the coil of the
slave relay.
• The slave relay then closes and completes the circuit to the warning light
to give a visual fire warning.

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THERMOCOUPLE SYSTEMS
• The total number of thermocouples used in individual detector circuits
depends on the size of the fire zones and the total circuit resistance,
which usually does not exceed 5 ohms.
• As shown in Figure 3, the circuit has two resistors.
• The resistor connected across the slave relay terminals absorbs the coil’s
self induced voltage to prevent arcing across points of sensitive relay.
• The contacts of the sensitive relay are so fragile that they burn, or weld,
if arcing is permitted.
• When the sensitive relay opens, the circuit to the slave relay is
interrupted and the magnetic field around its coil collapses.
• The coil then gets a voltage through self induction but, with the resistor
across the coil terminals, there is a path for any current flow as a result
of this voltage, eliminating arcing at the sensitive relay contacts.
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CONTINUOUS LOOP SYSTEMS
• Transport aircraft almost exclusively use continuous thermal sensing
elements for power-plant and wheel well protection.
• These systems offer superior detection performance and coverage, and
they have the proven ruggedness to survive in the harsh environment of
modern turbofan engines.
• A continuous loop detector or sensing system permits more complete
coverage of a fire hazard area than any of the spot type temperature
detectors.
• Two widely used types of continuous loop systems are the thermistor
type detectors, such as the Kidde and the Fenwal systems, and the
pneumatic pressure detector, such as the Lingberg system. (Lindberg
system is also known as Systron-Donner and, more recently, Meggitt
Safety Systems.)
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CONTINUOUS LOOP SYSTEMS: FENWAL SYSTEM
• The Fenwal system uses a slender Inconel tube packed with thermally
sensitive eutectic salt and a nickel wire center conductor (Figure 4).
• Lengths of these sensing elements are connected in series to a control unit.
• The elements may be of equal or varying length and of the same or
different temperature settings.
• The Fenwal system control unit, operating directly from the power source,
applies a small voltage on the sensing elements.
• When an overheat condition occurs at any point along the element length,
the resistance of the eutectic salt within the sensing element drops sharply,
causing current to flow between the outer sheath and the center
conductor.
• This current flow is sensed by the control unit, which produces a signal to
actuate the output relay and activate the alarms.
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CONTINUOUS LOOP SYSTEMS: FENWAL SYSTEM
• When the fire has been extinguished or the critical temperature lowered
below the set point, the Fenwal system automatically returns to standby
alert, ready to detect any subsequent fire or overheat condition.
• The Fenwal system may be wired to employ a loop circuit.
• In this case, should an open circuit occur, the system still signals fire or
overheat.
• If multiple open circuits occur, only that section between breaks
becomes inoperative.

Figure 4: Fenwal sensing element.

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• In the Kidde continuous loop system, two wires are imbedded in an
Inconel tube filled with a thermistor core material (Figure 5).
• The two electrical conductors go through the length of the core.
• One conductor has a ground connection to the tube, and the other
conductor connects to the fire detection control unit.
• As the temperature of the core increases, electrical resistance to the
ground decreases.
• The fire detection control unit monitors this resistance.
• If the resistance decreases to the overheat set point, an overheat
indication occurs in the flight deck.
• Typically, a 10-second time delay is incorporated for overheat indication.
• If the resistance decreases more to the fire set point, a fire warning
occurs.
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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM

Figure 5: Kidde continuous loop system.

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• When the fire or overheat condition is gone, the resistance of the core
material in a Kidde detector system increases to the reset point and the
flight deck indications disappear.
• The rate of change of resistance identifies an electrical short or a fire.
• The resistance decreases more quickly with an electrical short than with
a fire.
• In some aircraft, in addition to fire and overheat detection, the Kidde
continuous loop system supplies nacelle temperature data to the
airplane condition monitoring function of the aircraft inflight monitoring
system (AIMS).

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Sensing Element
• The resistance of a sensor varies inversely as it is heated; as sensor
temperature is increased, its resistance decreases.
• Each sensor is composed of two wires embedded in thermistor material
that is encased in a heavy wall Inconel tube for high strength at elevated
temperatures.
• The electrical connectors at each end of the sensor are ceramic
insulated.
• The Inconel tubes are shrouded in a perforated stainless steel tube and
supported by Teflon impregnated asbestos bushings at intervals.
• The shroud protects the sensor from breakage due to vibration, abrasion
against airplane structure, and damage from maintenance activity.
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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• The resistance of a sensor also varies inversely with its length, the
increments of length being resistances in parallel.
• The heating of a short length of sensor out of a given length requires that
the short length be heated above the temperature alarm point so the
total resistance of the sensor decreases to the alarm point.
• This characteristic permits integration of all temperatures throughout the
length of the installation rather than sensing only the highest local
temperature.
• The two wires encased within the thermistor material of each Inconel
tube form a variable resistance network between themselves, between
the detector wire and the Inconel tube, and between each adjacent
incremental length of sensor.
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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• These variable resistance networks are monitored by the application of
28 volts direct current (DC) to the detector wire from the detector
control unit.

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Combination Fire and Overheat Warning
• The analog signal from the thermistor-sensing element permits the
control circuits to be arranged to give a two level response from the
same sensing element loop.
• The first is an overheat warning at a temperature level below the fire
warning indicating a general engine compartment temperature rise, such
as would be caused by leakage of hot bleed air or combustion gas into
the engine compartment.
• It could also be an early warning of fire and would alert the crew to
appropriate action to reduce the engine compartment temperature.
• The second-level response is at a level above that attainable by a leaking
hot gas and is the fire warning.
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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Temperature Trend Indication
• The analog signal produced by the sensing element loop as its
temperature changes is converted to signals suitable for flight deck
display to indicate engine bay temperature increases from normal.
• A comparison of the readings from each loop system also provides a
check on the condition of the fire detection system, because the two
loops should normally read alike.

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
System Test
• The integrity of the continuous loop
fire detection system may be tested
by actuating a test switch on the
flight deck.
• This switches one end of the sensing
element loop from its control circuit
to a test circuit built into the control
unit, which simulates the sensing
element resistance change due to Figure 6: Continuously loop fire
fire (Figure 6). detection system test circuit.

38
CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• If the sensing element loop is unbroken, the resistance detected by the
control circuit is that of the simulated fire, and the alarm is activated.
• The test demonstrates, in addition to the continuity of the sensing
element loop, the integrity of the alarm indicator circuit and the proper
functioning of the control circuits.
• The thermistor properties of the sensing element remain unchanged for
the life of the element (no irreversible changes take place when
heated); the element functions properly as long as it is electrically
connected to the control unit.

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Fault Indication
• Provision is made in the control unit to output a fault signal which
activates a fault indicator whenever the short discriminator circuit
detects a short in the sensing element loop.
• This is a requirement for transport category aircraft because such a short
disables the fire detection system.

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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Dual Loop Systems
• Dual loop systems are two complete basic fire detection systems with
their output signals connected so that both must signal to result in a fire
warning.
• This arrangement, called AND logic, results in greatly increased
reliability against false fire warnings from any cause.
• Should one of the two loops be found inoperative at the preflight
integrity test, a cockpit selector switch disconnects that loop and allows
the signal from the other loop alone to activate the fire warning.
• Since the single operative loop meets all fire detector requirements, the
aircraft can be safely dispatched and maintenance deferred to a more
convenient time.
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CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• However, should one of the two loops become inoperative in flight and a
fire subsequently occur, the fire signaling loop activates a cockpit fault
signal that alerts the flight crew to select single loop operation to confirm
the possible occurrence of fire.

42
CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Automatic Self Interrogation
• Dual loop systems automatically perform the loop switching and decision
making function required of the flight crew upon appearance of the fault
indication in the cockpit, a function called automatic self interrogation.
• Automatic self interrogation eliminates the fault indication and assures the
immediate appearance of the fire indication should fire occur while at
least one loop of the dual loop system is operative.
• Should the control circuit from a single loop signal fire, the self-
interrogation circuit automatically tests the functioning of the other loop.
• If it tests operative, the circuit suppresses the fire signal because the
operative loop would have signaled if a fire existed.
• If, however, the other loop tests inoperative, circuit outputs a fire signal.
• The interrogation and decision takes place in milliseconds, so that no delay
occurs if a fire actually exists. 43
CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Support Tube Mounted Sensing Elements
• For those installations where it is desired to mount the sensing elements
on the engine, and in some cases, on the aircraft structure, the support
tube mounted element solves the problem of providing sufficient element
support points and greatly facilitates the removal and reinstallation of
the sensing elements for engine or system maintenance.
• Most modern installations use the support tube concept of mounting
sensing elements for better maintainability, as well as increased reliability.
• The sensing element is attached to a pre-bent stainless steel tube by
closely spaced clamps and bushings, where it is supported from vibration
damage and protected from pinching and excessive bending.
• The support tube mounted elements can be furnished with either single or
dual sensing elements. 44
CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
• Being pre-bent to the designed configuration assures its installation in the
aircraft precisely in its designed location, where it has the necessary
clearance to be free from the possibility of the elements chafing against
engine or aircraft structure.
• The assembly requires only a few attachment points and, should its
removal for engine maintenance be necessary, it is quickly and easily
accomplished. Should the assembly require repair or maintenance, it is
easily replaced with another assembly, leaving the repair for the shop.
• Should a sensing element be damaged, it is easily replaced in the
assembly.

45
CONTINUOUS LOOP SYSTEMS: KIDDE SYSTEM
Fire Detection Control Unit (Fire Detection Card)
• The control unit for the simplest type of system typically contains the
necessary electronic resistance monitoring and alarm output circuits
housed in a hermetically sealed aluminum case fitted with a mounting
bracket and electrical connector.
• For more sophisticated systems, control modules are employed that
contain removable control cards with circuitry for individual hazard areas
and/or unique functions.
• In the most advanced applications, the detection system circuitry
controls all aircraft fire protection functions, including fire detection and
extinguishing for engines, APUs, cargo bays, and bleed-air systems.

46
PRESSURE TYPE SENSOR RESPONDER SYSTEMS
• Some smaller turboprop aircraft are outfitted with pneumatic single point
detectors.
• The design of these detectors is based on the principles of gas laws.
• The sensing element consists of a closed, helium-filled tube connected at
one end to a responder assembly.
• As the element is heated, the gas pressure inside the tube increases until
the alarm threshold is reached.
• At this point, an internal switch closes and reports an alarm to the cockpit.
• Continuous fault monitoring is included.
• This type of sensor is designed as a single-sensor detection system and
does not require a control unit.

47
PNEUMATIC CONTINUOUS LOOP SYSTEMS
• The pneumatic continuous loop systems are also known by their
manufacturers’ names Lindberg, Systron- Donner, Meggitt Safety Systems.
• These systems are used for engine fire detection of transport type aircraft
and have the same function as the Kidde system; however, they work on a
different principle.
• Typically used in a dual loop design to increase reliability of the system.
• The pneumatic detector has two sensing functions.
• It responds to an overall average temperature threshold and to a localized
discrete temperature increase caused by impinging flame or hot gasses.
• Both the average and discrete temperature are factory set and are not
field adjustable (Figure 7).

Figure 7: Pneumatic dual fire / overheat detector assembly. 48

PNEUMATIC CONTINUOUS LOOP SYSTEMS
Averaging Function
• The fire / overheat detector serves as a fixed-volume device filled with
helium gas.
• The helium gas pressure inside the detector increases in proportion to
the absolute temperature and operates a pressure diaphragm that closes
an electrical contact, actuating the alarm circuit.
• The pressure diaphragm within the responder assembly serves as one
side of electrical alarm contact and is the only moving part in detector.
• The alarm switch is preset at an average temperature.
• Typical temperature ranges for average temperature settings are 200 ˚F
(93 ˚C) to 850 ˚F (454 ˚C).

49
PNEUMATIC CONTINUOUS LOOP SYSTEMS
Discrete Function
• The fire / overheat detector’s sensor tube also contains a hydrogen-filled
core material (Figure 8).

Figure 8: Pneumatic pressure loop detector system. 50

PNEUMATIC CONTINUOUS LOOP SYSTEMS
Discrete Function
• Large quantities of hydrogen gas are released from the detector core
whenever a small section of the tube is heated to the preset discrete
temperature or higher.
• The core outgassing increases the pressure inside the detector and
actuates the alarm switch.
• Both the averaging and discrete functions are reversible.
• When the sensor tube is cooled, the average gas pressure is lowered and
the discrete hydrogen gas returns to the core material.
• The reduction of internal pressure allows the alarm switch to return to its
normal position, opening the electrical alarm circuit.

51
PNEUMATIC CONTINUOUS LOOP SYSTEMS
• Figure 9 shows a typical aircraft fire detection system in which a control
module monitors two loops of up to four pneumatic detectors each,
connected in parallel.
• The control module responds directly to an alarm condition and
continuously monitors the wiring and integrity of each loop.

Figure 9: Aircraft detection system control module. 52

PNEUMATIC CONTINUOUS LOOP SYSTEMS
• The normally open alarm switch closes upon an overheat or fire condition,
causing a short circuit between terminals A and C.
• During normal operation, a resistance value is maintained across the
terminals by a normally closed integrity switch.
• Loss of sensor gas pressure opens the integrity switch, creating an open
circuit across the terminals of the faulted detector.
• In addition to the pressure activated alarm switch, there is a second
integrity switch in the detector that is held closed by the averaging gas
pressure at all temperatures down to -65 °F (-54 °C).
• If the detector should develop a leak, the loss of gas pressure would allow
the integrity switch to open and signal a lack of detector integrity. The
system then does not operate during test.
53
FIRE PROTECTION (ATA 26)
SMOKE, FLAME, AND CARBON MONOXIDE DETECTION
SYSTEMS

54
SMOKE DETECTORS
• A smoke detection system monitors the lavatories and cargo baggage
compartments for the presence of smoke, which is indicative of a fire
condition.
• Smoke detection instruments that collect air for sampling are mounted in
the compartments in strategic locations.
• A smoke detection system is used where the type of fire anticipated is
expected to generate a substantial amount of smoke before temperature
changes are sufficient to actuate a heat detection system.
• Two common types used are light refraction and ionization.

55
LIGHT REFRACTION TYPE
• The light refraction type of smoke detector contains a photoelectric cell
that detects light refracted by smoke particles.
• Smoke particles refract the light to the photoelectric cell and, when it
senses enough of this light, it creates an electrical current that sets off a
light.

56
IONIZATION TYPE
• Some aircraft use an ionization type smoke detector.
• The system generates an alarm signal (both horn and indicator) by
detecting a change in ion density due to smoke in the cabin.
• The system is connected to the 28 volt DC electrical power supplied from
the aircraft.
• Alarm output and sensor sensitive checks are performed simply with the
test switch on the control panel.

57
FLAME DETECTORS
• Optical sensors, often referred to as flame detectors, are designed to
alarm when they detect the presence of prominent, specific radiation
emissions from hydrocarbon flames.
• The two types of optical sensors available are infrared (IR) and
ultraviolet (UV), based on the specific emission wavelengths that they
are designed to detect.
• IR-based optical flame detectors are used primarily on light turboprop
aircraft and helicopter engines.
• These sensors have proven to be very dependable and economical for
these applications.
• When radiation emitted by the fire crosses the airspace between the fire
and the detector, it impinges on the detector front face and window.
• The window allows a broad spectrum of radiation to pass into the 58
FLAME DETECTORS
• The filter allows only radiation in a tight waveband centered on 4.3
micrometers in the IR band to pass on to the radiation-sensitive surface
of the sensing device.
• The radiation striking the sensing device minutely raises its temperature
causing small thermoelectric voltages to be generated.
• These voltages are fed to an amplifier whose output is connected to
various analytical electronic processing circuits.
• The processing electronics are tailored exactly to the time signature of all
known hydrocarbon flame sources and ignores false alarm sources, such
as incandescent lights and sunlight.
• Alarm sensitivity level is accurately controlled by a digital circuit (Figure
10).
59
FLAME DETECTORS

Figure 10: Infrared (IR) based optical flame detector.

60
CARBON MONOXIDE DETECTORS
• Carbon monoxide is a colorless, odorless gas that is a byproduct of
incomplete combustion.
• Its presence in the breathing air of human beings can be deadly.
• To ensure crew and passenger safety, carbon monoxide detectors are
used in aircraft cabins and cockpits.
• They are most often found on reciprocating engine aircraft with exhaust
shroud heaters and on aircraft equipped with a combustion heater.
• Turbine bleed air, when used for heating the cabin, is tapped off of the
engine upstream of the combustion chamber.
• Therefore, no threat of carbon monoxide presence is posed.
• Carbon monoxide gas is found in varying degrees in all smoke and fumes
of burning carbonaceous substances.
• Exceedingly small amounts of the gas are dangerous if inhaled. 61
CARBON MONOXIDE DETECTORS
• A concentration of as little as 2 parts in 10,000 may produce headache,
mental dullness, and physical lethargy within a few hours.
• Prolonged exposure or higher concentrations may cause death.
• There are several types of carbon monoxide detectors.
• Electronic detectors are common.
• Some are panel mounted and others are portable.
• Chemical color-change types are also common are mostly portable.
• Some are simple buttons, cards, or badges that have a chemical applied
to the surface.
• Normally, the color of the chemical is tan.
• In the presence of carbon monoxide, the chemical darkens to grey or
even black.
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• The transition time required to change color is inversely related to the
concentration of CO present.
• At 50 parts per million, the indication is apparent within 15 to 30
minutes.
• A concentration of 100 parts per million changes the color of the
chemical in as little as 2-5 minutes.
• As concentration increases or duration of exposure is prolonged, the
color evolves from grey to dark grey to black.

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