Chapter 17

Fire Protection Systems

Introduction 1. Rate-of-temperature-rise detectors.
Because fire is one of the most dangerous threats to an aircraft, 2. Radiation sensing detectors.
the potential fire zones of modern multiengine aircraft are 3. Smoke detectors.
protected by a fixed fire protection system. A fire zone is an
area, or region, of an aircraft designed by the manufacturer 4. Overheat detectors.
to require fire detection and/or fire extinguishing equipment 5. Carbon monoxide detectors.
and a high degree of inherent fire resistance. The term 6. Combustible mixture detectors.
“fixed” describes a permanently installed system in contrast
to any type of portable fire extinguishing equipment, such 7. Optical detectors.
as a hand-held Halon or water fire extinguisher. A complete 8. Observation by crew or passengers.
fire protection system on modern aircraft, and on many
older aircraft, includes a fire detection system and a fire The types of detectors most commonly used for fast detection
extinguishing system. Typical zones on aircraft that have a of fires are the rate-of-rise, optical sensor, pneumatic loop,
fixed fire detection and/or fire extinguisher system are: and electric resistance systems.
1. Engines and auxiliary power unit (APU).
Classes of Fires
2. Cargo and baggage compartments.
The following classes of fires that are likely to occur onboard
3. Lavatories on transport aircraft. aircraft, as defined in the U.S. National Fire Protection
4. Electronic bays. Association (NFPA) Standard 10, Standard for Portable Fire
Extinguishers, 2007 Edition, are:
5. Wheel wells.
1. Class A—fires involving ordinary combustible
6. Bleed air ducts. materials, such as wood, cloth, paper, rubber, and
plastics.
To detect fires or overheat conditions, detectors are placed
in the various zones to be monitored. Fires are detected in 2. Class B—fires involving flammable liquids, petroleum
reciprocating engine and small turboprop aircraft using one oils, greases, tars, oil-based paints, lacquers, solvents,
or more of the following: alcohols, and flammable gases.

1. Overheat detectors. 3. Class C—fires involving energized electrical

equipment in which the use of an extinguishing media
2. Rate-of-temperature-rise detectors. that is electrically nonconductive is important.
3. Flame detectors. 4. Class D—fires involving combustible metals, such
4. Observation by crewmembers. as magnesium, titanium, zirconium, sodium, lithium,
and potassium.
In addition to these methods, other types of detectors are
used in aircraft fire protection systems but are seldom used Requirements for Overheat & Fire Protection
to detect engine fires. For example, smoke detectors are Systems
better suited to monitor areas where materials burn slowly Fire protection systems on current-production aircraft do not
or smolder, such as cargo and baggage compartments. rely on observation by crew members as a primary method
Other types of detectors in this category include carbon of fire detection. An ideal fire detector system includes as
monoxide detectors and chemical sampling equipment many of the following features as possible:
capable of detecting combustible mixtures that can lead to 1. No false warnings under any flight or ground
accumulations of explosive gases. condition.

The complete aircraft fire protection systems of most large 2. Rapid indication of a fire and accurate location of the
turbine-engine aircraft incorporate several of these different fire.
detection methods. 3. Accurate indication that a fire is out.

17-1
 4. Indication that a fire has re-ignited.
5. Continuous indication for duration of a fire. Resistor
Indicator light
6. Means for electrically testing the detector system from
the aircraft flight deck. R

7. Resists damage from exposure to oil, water, vibration,

Thermal switches
extreme temperatures, or handling.
Dimming relay
8. Light in weight and easily adaptable to any mounting
Test switch
position.
9. Circuitry that operates directly from the aircraft power
system without inverters. Test relay
10. Minimum electrical current requirements when not
indicating a fire.
11. Flight deck light that illuminates, indicating the
location of the fire, and with an audible alarm system. Figure 17-1. Thermal switch fire circuit.

12. A separate detector system for each engine.

include a resistor in series with the light. In some installations,
Fire Detection/Overheat Systems several circuits are wired through the dimming relay, and all
A fire detection system should signal the presence of a fire. the warning lights may be dimmed at the same time.
Units of the system are installed in locations where there are
Thermocouple System
greater possibilities of a fire. Three detector system types in
common use are the thermal switch, thermocouple, and the The thermocouple fire warning system operates on an
continuous loop. entirely different principle from the thermal switch system.
A thermocouple depends on the rate of temperature rise and
Thermal Switch System does not give a warning when an engine slowly overheats
A number of detectors, or sensing devices, are available. or a short circuit develops. The system consists of a relay
Many older-model aircraft still operating have some type of box, warning lights, and thermocouples. The wiring system
thermal switch system or thermocouple system. A thermal of these units may be divided into the following circuits:
switch system has one or more lights energized by the aircraft 1. Detector circuit.
power system and thermal switches that control operation of 2. Alarm circuit.
the light(s). These thermal switches are heat-sensitive units
that complete electrical circuits at a certain temperature. They 3. Test circuit.
are connected in parallel with each other but in series with
the indicator lights. [Figure 17-1] If the temperature rises These circuits are shown in Figure 17-2. The relay box
above a set value in any one section of the circuit, the thermal contains two relays, the sensitive relay and the slave relay,
switch closes, completing the light circuit to indicate a fire and the thermal test unit. Such a box may contain from one to
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 Thermocouples Sensitive relay Slave relay
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 Detector circuit
by pushing it in to check an auxiliary test circuit. The circuit Alarm circuit
shown in Figure 17-1 includes a test relay. With the relay Test switch
contact in the position shown, there are two possible paths
for current flow from the switches to the light. This is an Test circuit
additional safety feature. Energizing the test relay completes a
series circuit and checks all the wiring and the light bulb. Also
Heater
included in the circuit shown in Figure 17-1 is a dimming
relay. By energizing the dimming relay, the circuit is altered to
Figure 17-2. Thermocouple fire warning circuit.

17-2
eight identical circuits, depending on the number of potential complete coverage of a fire hazard area than any of the
fire zones. The relays control the warning lights. In turn, the spot-type temperature detectors. Two widely used types of
thermocouples control the operation of the relays. The circuit continuous-loop systems are the thermistor type detectors,
consists of several thermocouples in series with each other such as the Kidde and the Fenwal systems, and the pneumatic
and with the sensitive relay. pressure detector, such as the Lingberg system. (Lindberg
system is also known as Systron-Donner and, more recently,
The thermocouple is constructed of two dissimilar metals, Meggitt Safety Systems.)
such as chromel and constantan. The point at which these
metals are joined and exposed to the heat of a fire is called a Fenwal System
hot junction. There is also a reference junction enclosed in a The Fenwal system uses a slender Inconel tube packed with
dead air space between two insulation blocks. A metal cage thermally sensitive eutectic salt and a nickel wire center
surrounds the thermocouple to give mechanical protection conductor. [Figure 17-3] Lengths of these sensing elements
without hindering the free movement of air to the hot are connected in series to a control unit. The elements may
junction. If the temperature rises rapidly, the thermocouple be of equal or varying length and of the same or different
produces a voltage because of the temperature difference temperature settings. The control unit, operating directly from
between the reference junction and the hot junction. If both the power source, impresses a small voltage on the sensing
junctions are heated at the same rate, no voltage results. In elements. When an overheat condition occurs at any point
the engine compartment, there is a normal, gradual rise in along the element length, the resistance of the eutectic salt
temperature from engine operation; because it is gradual, within the sensing element drops sharply, causing current
both junctions heat at the same rate and no warning signal to flow between the outer sheath and the center conductor.
is given. If there is a fire, however, the hot junction heats This current flow is sensed by the control unit, which
more rapidly than the reference junction. The ensuing voltage produces a signal to actuate the output relay and activate the
causes a current to flow within the detector circuit. Any time alarms. When the fire has been extinguished or the critical
the current is greater than 4 milliamperes (0.004 ampere), temperature lowered below the set point, the Fenwal system
the sensitive relay closes. This completes a circuit from the automatically returns to standby alert, ready to detect any
aircraft power system to the coil of the slave relay. The slave subsequent fire or overheat condition. The Fenwal system
relay then closes and completes the circuit to the warning may be wired to employ a loop circuit. In this case, should an
light to give a visual fire warning. open circuit occur, the system still signals fire or overheat. If
multiple open circuits occur, only that section between breaks
The total number of thermocouples used in individual becomes inoperative.
detector circuits depends on the size of the fire zones and the
total circuit resistance, which usually does not exceed 5 ohms.
Kidde System
As shown in Figure 17-2, the circuit has two resistors. The
In the Kidde continuous-loop system, two wires are
resistor connected across the slave relay terminals absorbs
embedded in an Inconel tube filled with a thermistor core
the coil’s self-induced voltage to prevent arcing across the
material. [Figure 17-4] Two electrical conductors go
points of the sensitive relay. The contacts of the sensitive relay
through the length of the core. One conductor has a ground
are so fragile that they burn, or weld, if arcing is permitted.
connection to the tube, and the other conductor connects to
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
Inconel tube
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.

Continuous-Loop Systems
Transport aircraft almost exclusively use continuous thermal Nickel wire
sensing elements for powerplant and wheel well protection. conductor center
These systems offer superior detection performance and Eutectic salt packing
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

Figure 17-3. Fenwal sensing element.

17-3
 No. 10 screw terminal
Quick release clamp
No. 8 screw terminal
Element loop 1
Retaining nut

End bracket
Airplane wiring (ref)
Support tube

Bushing

Element loop 2

Wires

Thermistor core
Inconel tube
Thermistor
Electrical conductors
Sheath

Figure 17-4. Kidde continuous-loop system.

the fire detection control unit. As the temperature of the core The resistance of a sensor also varies inversely with its
increases, electrical resistance to the ground decreases. The length, the increments of length being resistances in parallel.
fire detection control unit monitors this resistance. If the The heating of a short length of sensor out of a given length
resistance decreases to the overheat set point, an overheat requires that the short length be heated above the temperature
indication occurs in the flight deck. Typically, a 10-second alarm point, so the total resistance of the sensor decreases to
time delay is incorporated for the overheat indication. If the the alarm point. This characteristic permits integration of all
resistance decreases more to the fire set point, a fire warning temperatures throughout the length of the installation rather
occurs. When the fire or overheat condition is gone, the than sensing only the highest local temperature. The two
resistance of the core material increases to the reset point and wires encased within the thermistic material of each Inconel
the flight deck indications disappear. The rate of change of tube form a variable resistance network between themselves,
resistance identifies an electrical short or a fire. The resistance between the detector wire and the Inconel tube, and between
decreases more quickly with an electrical short than with each adjacent incremental length of sensor. These variable
a fire. In some aircraft, in addition to fire and overheat resistance networks are monitored by the application of
detection, the Kidde continuous-loop system can supply 28 volts direct current (DC) to the detector wire from the
nacelle temperature data to the airplane condition monitoring detector control unit.
function of the aircraft in-flight monitoring system (AIMS).
Combination Fire & Overheat Warning
Sensing Element The analog signal from the thermistor-sensing element
The resistance of a sensor varies inversely as it is heated; as permits the control circuits to be arranged to give a two-
sensor temperature is increased, its resistance decreases. Each level response from the same sensing element loop. The
sensor is composed of two wires embedded in thermistor first is an overheat warning at a temperature level below
material that is encased in a heavy wall Inconel tube for high the fire warning indicating a general engine compartment
strength at elevated temperatures. The electrical connectors temperature rise, such as would be caused by leakage of hot
at each end of the sensor are ceramic insulated. The Inconel bleed air or combustion gas into the engine compartment. It
tubes are shrouded in a perforated stainless-steel tube and could also be an early warning of fire and would alert the
supported by Teflon-impregnated asbestos bushings at crew to appropriate action to reduce the engine compartment
intervals. The shroud protects the sensor from breakage due temperature. The second-level response is at a level above
to vibration, abrasion against airplane structure, and damage that attainable by a leaking hot gas and is the fire warning.
from maintenance activity.

17-4
Temperature Trend Indication against false fire warnings from any cause. Should one of
The analog signal produced by the sensing element loop the two loops be found inoperative at the preflight integrity
as its temperature changes is converted to signals suitable test, a flight deck selector switch disconnects that loop and
for flight deck display to indicate engine bay temperature allows the signal from the other loop alone to activate the
increases from normal. A comparison of the readings from fire warning. Since the single operative loop meets all fire
each loop system also provides a check on the condition detector requirements, the aircraft can be safely dispatched
of the fire detection system, because the two loops should and maintenance deferred to a more convenient time.
normally read alike. However, should one of the two loops become inoperative
in flight and a fire subsequently occur, the fire signaling
System Test loop activates a flight deck fault signal that alerts the flight
The integrity of the continuous-loop fire detection system crew to select single-loop operation to confirm the possible
may be tested by actuating a test switch in the flight deck occurrence of fire.
that switches one end of the sensing element loop from its
control circuit to a test circuit built into the control unit, Automatic Self-Interrogation
which simulates the sensing element resistance change Dual-loop systems automatically perform the loop switching
due to fire. [Figure 17-5] If the sensing element loop is and decision-making function required of the flight crew
unbroken, the resistance detected by the control circuit is upon appearance of the fault indication in the flight deck, a
that of the simulated fire, and the alarm is activated. The function called automatic self-interrogation. Automatic self-
test demonstrates, in addition to the continuity of the sensing interrogation eliminates the fault indication and assures the
element loop, the integrity of the alarm indicator circuit and immediate appearance of the fire indication should fire occur
the proper functioning of the control circuits. The thermistic while at least one loop of the dual-loop system is operative.
properties of the sensing element remain unchanged for Should the control circuit from a single-loop signal fire, the
the life of the element (no irreversible changes take place self-interrogation circuit automatically tests the functioning
when heated); the element functions properly as long as it is of the other loop. If it tests operative, the circuit suppresses
electrically connected to the control unit. the fire signal because the operative loop would have signaled
if a fire existed. If, however, the other loop tests inoperative,
Fault Indication the circuit outputs a fire signal. The interrogation and decision
Provision is made in the control unit to output a fault takes place in milliseconds, so that no delay occurs if a fire
signal which activates a fault indicator whenever the short actually exists.
discriminator circuit detects a short in the sensing element
loop. This is a requirement for transport category aircraft Support Tube Mounted Sensing Elements
because such a short disables the fire detection system. For those installations where it is desired to mount the
sensing elements on the engine, and in some cases, on the
Dual-Loop Systems aircraft structure, the support tube mounted element solves
Dual-loop systems are two complete basic fire detection the problem of providing sufficient element support points
systems with their output signals connected so that both and greatly facilitates the removal and reinstallation of the
must signal to result in a fire warning. This arrangement, sensing elements for engine or system maintenance.
called AND logic, results in greatly increased reliability
Most modern installations use the support tube concept of
mounting sensing elements for better maintainability, as well
Sensing element loop as increased reliability. The sensing element is attached to
a prebent 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
Test switch
or dual sensing elements.
Test circuit
Being prebent to the designed configuration assures its
Monitor circuit installation in the aircraft precisely in its designed location,
where it has the necessary clearance to be free from the
Control unit
possibility of the elements chafing against engine or aircraft
structure. The assembly requires only a few attachment
Figure 17-5. Continuous loop fire detection system test circuit. points and, should its removal for engine maintenance be

17-5
necessary, it is quickly and easily accomplished. Should the of a closed, helium-filled tube connected at one end to a
assembly require repair or maintenance, it is easily replaced responder assembly. As the element is heated, the gas pressure
with another assembly, leaving the repair for the shop. inside the tube increases until the alarm threshold is reached.
Should a sensing element be damaged, it is easily replaced At this point, an internal switch closes and reports an alarm
in the assembly. to the flight deck. Continuous fault monitoring is included.
This type of sensor is designed as a single-sensor detection
Fire Detection Control Unit (Fire Detection Card) system and does not require a control unit.
The control unit for the simplest type of system typically
contains the necessary electronic resistance monitoring Pneumatic Continuous-Loop Systems
and alarm output circuits housed in a hermetically sealed The pneumatic continuous-loop systems are also known
aluminum case fitted with a mounting bracket and electrical by their manufacturers’ names Lindberg, Systron-Donner,
connector. For more sophisticated systems, control modules and Meggitt Safety Systems. These systems are used for
are employed that contain removable control cards with engine fire detection of transport type aircraft and have the
circuitry for individual hazard areas and/or unique functions. same function as the Kidde system; however, they work on
In the most advanced applications, the detection system a different principle. They are typically used in a dual-loop
circuitry controls all aircraft fire protection functions, design to increase reliability of the system.
including fire detection and extinguishing for engines, APUs,
cargo bays, and bleed-air systems. The pneumatic detector has two sensing functions. It responds
to an overall average temperature threshold and to a localized
Pressure Type Sensor Responder Systems discrete temperature increase caused by impinging flame or
Some smaller turboprop aircraft are outfitted with pneumatic hot gasses. Both the average and discrete temperature are
single point detectors. The design of these detectors is based factory set and are not field adjustable. [Figure 17-6]
on the principles of gas laws. The sensing element consists
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 the
electrical alarm contact and is the only moving part in the
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).
Figure 17-6. Pneumatic dual fire/overheat detector assembly.

Spiral wrapping of core prevents blockage of gas in crushed or flattened tube

Stainless steel sensor tube wall

Typical responder assembly Helium gas Sensor seal
C
Common
A End cap
Alarm
Hydrogen-charged core materal

Electrical isolator

Integrity switch (held closed by Alarm switch (normally open)—closes on overheat or fire condition
sealed-in helium gas pressure)
—opens on loss of gas pressure

Figure 17-7. Pneumatic pressure loop detector system.

17-6
Discrete Function Fire Zones
The fire/overheat detector’s sensor tube also contains a Powerplant compartments are classified into zones based on
hydrogen-filled core material. [Figure 17-7] Large quantities the airflow through them.
of hydrogen gas are released from the detector core whenever 1. Class A zone—area of heavy airflow past regular
a small section of the tube is heated to the preset discrete arrangements of similarly shaped obstructions. The
temperature or higher. The core outgassing increases the power section of a reciprocating engine is usually of
pressure inside the detector and actuates the alarm switch. this type.
Both the averaging and discrete functions are reversible.
When the sensor tube is cooled, the average gas pressure is 2. Class B zone—area of heavy airflow past
lowered, and the discrete hydrogen gas returns to the core aerodynamically clean obstructions. Included in
material. The reduction of internal pressure allows the alarm this type are heat exchanger ducts, exhaust manifold
switch to return to its normal position, opening the electrical shrouds, and areas where the inside of the enclosing
alarm circuit. cowling or other closure is smooth, free of pockets,
and adequately drained so leaking flammables
Figure 17-8 shows a typical aircraft fire detection system cannot puddle. Turbine engine compartments may
in which a control module monitors two loops of up to be considered in this class if engine surfaces are
four pneumatic detectors each, connected in parallel. The aerodynamically clean and all airframe structural
control module responds directly to an alarm condition and formers are covered by a fireproof liner to produce
continuously monitors the wiring and integrity of each loop. an aerodynamically clean enclosure surface.
The normally open alarm switch closes upon an overheat or 3. Class C zone—area of relatively low airflow. An
fire condition, causing a short circuit between terminals A and engine accessory compartment separated from the
C. During normal operation, a resistance value is maintained power section is an example of this type of zone.
across the terminals by a normally closed integrity switch. 4. Class D zone—area of very little or no airflow. These
Loss of sensor gas pressure opens the integrity switch, include wing compartments and wheel wells where
creating an open circuit across the terminals of the faulted little ventilation is provided.
detector. In addition to the pressure-activated alarm switch,
there is a second integrity switch in the detector that is held 5. Class X zone—area of heavy airflow and of unusual
closed by the averaging gas pressure at all temperatures down construction, making uniform distribution of the
to –65 °F (–54 °C). If the detector should develop a leak, the extinguishing agent very difficult. Areas containing
loss of gas pressure would allow the integrity switch to open deeply recessed spaces and pockets between large
and signal a lack of detector integrity. The system then does structural formers are of this type. Tests indicate agent
not operate during test. requirements to be double those for Class A zones.

Control module Loop A detectors

+ 28 VDC Loop A power
A A
Alarm Loop A Up to four (4) detectors
Fault C
C
ARIN C-429 data bus
Maintenance
Onboard and
maintenance Identification ARINC-429
computer circuitry Loop B detectors

+ 28 VDC Loop B power A A

Alarm Loop B Up to four (4) detectors

Fault C C

Figure 17-8. Aircraft detection system control module.

17-7
Smoke, Flame, & Carbon Monoxide Detection Flame Detectors
Systems Optical sensors, often referred to as flame detectors,
Smoke Detectors are designed to alarm when they detect the presence of
A smoke detection system monitors the lavatories and cargo prominent, specific radiation emissions from hydrocarbon
baggage compartments for the presence of smoke, which is flames. The two types of optical sensors available are infrared
indicative of a fire condition. Smoke detection instruments (IR) and ultraviolet (UV), based on the specific emission
that collect air for sampling are mounted in the compartments wavelengths that they are designed to detect. IR-based optical
in strategic locations. A smoke detection system is used flame detectors are used primarily on light turboprop aircraft
where the type of fire anticipated is expected to generate a and helicopter engines. These sensors have proven to be very
substantial amount of smoke before temperature changes are dependable and economical for these applications.
sufficient to actuate a heat detection system. Two common
types used are light refraction and ionization. When radiation emitted by the fire crosses the airspace
between the fire and the detector, it impinges on the detector
Light Refraction Type front face and window. The window allows a broad spectrum
of radiation to pass into the detector where it strikes the
The light refraction type of smoke detector contains a
sensing device filter. The filter allows only radiation in a
photoelectric cell that detects light refracted by smoke
tight waveband centered on 4.3 micrometers in the IR band
particles. Smoke particles refract the light to the photoelectric
to pass on to the radiation-sensitive surface of the sensing
cell and, when it senses enough change in the amount of light,
device. The radiation striking the sensing device minutely
it creates an electrical current that sets off a warning light.
raises its temperature causing small thermoelectric voltages
This type of smoke detector is referred to as a photoelectrical
to be generated. These voltages are fed to an amplifier whose
device.
output is connected to various analytical electronic processing
circuits. The processing electronics are tailored exactly to the
Ionization Type
time signature of all known hydrocarbon flame sources and
Some aircraft use an ionization type smoke detector. The ignores false alarm sources, such as incandescent lights and
system generates an alarm signal (both horn and indicator) sunlight. Alarm sensitivity level is accurately controlled by
by detecting a change in ion density due to smoke in the a digital circuit. [Figure 17-9]
cabin. The system is connected to the 28-volt DC electrical
power supplied from the aircraft. Alarm output and sensor Carbon Monoxide Detectors
sensitive checks are performed simply with the test switch Carbon monoxide is a colorless, odorless gas that is a
on the control panel. byproduct of incomplete combustion. Its presence in the

+12V
+12V F Voltage
−
−
GND +
GND +

+12V
2.55
− Duflation
+ Dischminator
Fire
−
Threshold Counter
+
Clock
Flicker rate
Dischminator

F
4.3 Micrometer
sensor

Signal

Figure 17-9. Infrared (IR) based optical flame detector.

17-8
breathing air of human beings can be deadly. To ensure crew
and passenger safety, carbon monoxide detectors are used in Passenger capacity No. of extinguishers
aircraft cabins and flight decks. They are most often found 7 through 30 1
on reciprocating engine aircraft with exhaust shroud heaters
and on aircraft equipped with a combustion heater. Turbine 31 through 60 2
bleed air, when used for heating the cabin, is tapped off of 61 through 200 3
the engine upstream of the combustion chamber. Therefore,
no threat of carbon monoxide presence is posed. 201 through 300 4
301 through 400 5
Carbon monoxide gas is found in varying degrees in all smoke
401 through 500 6
and fumes of burning carbonaceous substances. Exceedingly
small amounts of the gas are dangerous if inhaled. A 501 through 600 7
concentration of as little as 2 parts in 10,000 may produce
601 through 700 8
headache, mental dullness, and physical lethargy within a
few hours. Prolonged exposure or higher concentrations Figure 17-10. Hand held fire extinguisher requirement for transport
may cause death. aircraft.

There are several types of carbon monoxide detectors. banned in some parts of the world, aviation has been granted
Electronic detectors are common. Some are panel mounted an exemption because of its unique operational and fire safety
and others are portable. Chemical color-change types are requirements. Halon has been the fire extinguishing agent
also common. These are mostly portable. Some are simple of choice in civil aviation because it is extremely effective
buttons, cards, or badges that have a chemical applied to on a per unit weight basis over a wide range of aircraft
the surface. Normally, the color of the chemical is tan. In environmental conditions. It is a clean agent (no residue),
the presence of carbon monoxide, the chemical darkens to electrically nonconducting, and has relatively low toxicity.
grey or even black. The transition time required to change
color is inversely related to the concentration of CO present. Two types of Halons are employed in aviation: Halon
At 50 parts per million, the indication is apparent within 1301(CBrF 3) a total flooding agent, and Halon 1211
15 to 30 minutes. A concentration of 100 parts per million (CBrClF2) a streaming agent. Class A, B, or C fires are
changes the color of the chemical in as little as 2–5 minutes. appropriately controlled with Halons. However, do not use
As concentration increases or duration of exposure is Halons on a class D fire. Halon agents may react vigorously
prolonged, the color evolves from grey to dark grey to black. with the burning metal.
If contaminated, installing a new indicating element allows a
carbon monoxide portable test unit to be returned to service. Note: While Halons are still in service and are appropriate
agents for these classes of fires, the production of these
Extinguishing Agents & Portable Fire ozone depleting agents has been restricted. Although not
Extinguishers required, consider replacing Halon extinguishers with
There must be at least one hand held, portable fire Halon replacement extinguishers when discharged. Halon
extinguisher for use in the pilot compartment that is located replacement agents found to be compliant to date include the
within easy access of the pilot while seated. There must be at halocarbons HCFC Blend B, HFC-227ea, and HFC-236fa.
least one hand held fire extinguisher located conveniently in
the passenger compartment of each airplane accommodating Inert Cold Gases
more than 6 and less than 30 passengers. Each extinguisher Carbon dioxide (CO2) is an effective extinguishing agent. It
for use in a personnel compartment must be designed to is most often used in fire extinguishers that are available on
minimize the hazard of toxic gas concentrations. The number the ramp to fight fires on the exterior of the aircraft, such as
of portable, hand held fire extinguishers for transport aircraft engine or APU fires. CO2 has been used for many years to
is shown in Figure 17-10. extinguish flammable fluid fires and fires involving electrical
equipment. It is noncombustible and does not react with most
Halogenated Hydrocarbons substances. It provides its own pressure for discharge from
For over 45 years, halogenated hydrocarbons (Halons) have the storage vessel, except in extremely cold climates where
been practically the only fire extinguishing agents used in civil a booster charge of nitrogen may be added to winterize the
transport aircraft. However, Halon is an ozone depleting and system. Normally, CO2 is a gas, but it is easily liquefied by
global warming chemical, and its production has been banned compression and cooling. After liquification, CO2 remains in
by international agreement. Although Halon usage has been a closed container as both liquid and gas. When CO2 is then

17-9
discharged to the atmosphere, most of the liquid expands to types of portable fire extinguishers are available to fight the
gas. Heat absorbed by the gas during vaporization cools the fire. The most common types are Halon 1211 and water.
remaining liquid to –110 °F, and it becomes a finely divided
white solid, dry ice snow. Extinguisher Types
Portable fire extinguishers are used to extinguish fires in
Carbon dioxide is about 1½ times as heavy as air, which the cabin or flight deck. Figure 17-11 shows a Halon fire
gives it the ability to replace air above burning surfaces extinguisher used in a general aviation aircraft. The Halon
and maintain a smothering atmosphere. CO2 is effective as extinguishers are used on electrical and flammable liquid
an extinguishing agent primarily because it dilutes the air fires. Some transport aircraft also use water fire extinguisher
and reduces the oxygen content so that combustion is no for use on non-electrical fires.
longer supported. Under certain conditions, some cooling
effect is also realized. CO2 is considered only mildly toxic, The following is a list of extinguishing agents and the type
but it can cause unconsciousness and death by suffocation (class) fires for which each is appropriate.
if the victim is allowed to breathe CO2 in fire extinguishing
1. Water—class A. Water cools the material below its
concentrations for 20 to 30 minutes. CO2 is not effective as an
ignition temperature and soaks it to prevent reignition.
extinguishing agent on fires involving chemicals containing
their own oxygen supply, such as cellulose nitrate (used in 2. Carbon dioxide—class B or C. CO 2 acts as a
some aircraft paints). Also, fires involving magnesium and blanketing agent. Note: CO2 is not recommended for
titanium cannot be extinguished by CO2. hand-held extinguishers for internal aircraft use.
3. Dry chemicals—class A, B, or C. Dry chemicals are
Dry Powders the best control agents for these types of fires.
Class A, B, or C fires can be controlled by dry chemical
4. Halons—only class A, B, or C.
extinguishing agents. The only all purpose (Class A, B, C
rating) dry chemical powder extinguishers contain mono- 5. Halocarbon clean agents—only class A, B, or C.
ammonium phosphate. All other dry chemical powders have 6. Specialized dry powder—class D. (Follow the
a Class B, C U.S – UL fire rating only. Dry powder chemical recommendations of the extinguisher’s manufacturer
extinguishers best control class A, B, and C fire but their use is because of the possible chemical reaction between the
limited due to residual residue and clean up after deployment. burning metal and the extinguishing agent.)

Water The following hand-held extinguishers are unsuitable as cabin

Class A type fires are best controlled with water by cooling or flight deck equipment.
the material below its ignition temperature and soaking the
material to prevent re-ignition. • CO2.
• Dry chemicals (due to the potential for corrosion
Flight Deck & Cabin Interiors damage to electronic equipment, the possibility of
All materials used in the flight deck and cabin must conform visual obscuration if the agent were discharged into
to strict standards to prevent fire. In case of a fire, several the flight deck area, and the cleanup problems from
their use).

Figure 17-11. Portable fire extinguisher.

17-10
 • Specialized dry powder (it is suitable for use in ground prevents container pressure from exceeding container test
operations). pressure in the event of exposure to excessive temperatures.
[Figures 17-12 and 17-13]
Installed Fire Extinguishing Systems
Transport aircraft have fixed fire extinguishing systems Discharge Valves
installed in: Discharge valves are installed on the containers. A cartridge
(squib) and frangible disc-type valve are installed in the
1. Turbine engine compartments. outlet of the discharge valve assembly. Special assemblies
2. APU compartments. having solenoid-operated or manually-operated seat-type
3. Cargo and baggage compartments. valves are also available. Two types of cartridge disc-release
techniques are used. Standard release-type uses a slug
4. Lavatories. driven by explosive energy to rupture a segmented closure
disc. For high temperature or hermetically sealed units, a
CO2 Fire Extinguishing Systems direct explosive impact-type cartridge is used that applies
Older aircraft with reciprocating engines used CO2 as an fragmentation impact to rupture a prestressed corrosion
extinguishing agent, but all newer aircraft designs with resistant steel diaphragm. Most containers use conventional
turbine engines use Halon or equivalent extinguishing agent, metallic gasket seals that facilitate refurbishment following
such as halocarbon clean agents. discharge. [Figure 17-14]

Halogenated Hydrocarbons Fire Extinguishing Pressure Indication

Systems
A wide range of diagnostics is utilized to verify the fire
The fixed fire extinguisher systems used in most engine fire extinguisher agent charge status. A simple visual indication
and cargo compartment fire protection systems are designed gauge is available, typically a helical bourdon-type indicator
to dilute the atmosphere with an inert agent that does not that is vibration resistant. [Figure 17-13] A combination
support combustion. Many systems use perforated tubing gauge switch visually indicates actual container pressure
or discharge nozzles to distribute the extinguishing agent. and also provides an electrical signal if container pressure is
High rate of discharge (HRD) systems use open-end tubes lost, precluding the need for discharge indicators. A ground
to deliver a quantity of extinguishing agent in 1 to 2 seconds. checkable diaphragm-type low-pressure switch is commonly
The most common extinguishing agent still used today is used on hermetically sealed containers. The Kidde system
Halon 1301 because of its effective firefighting capability has a temperature compensated pressure switch that tracks
and relatively low toxicity (UL classification Group 6). the container pressure variations with temperatures by using
Noncorrosive Halon 1301 does not affect the material it a hermetically sealed reference chamber.
contacts and requires no cleanup when discharged. Halon
1301 is the current extinguishing agent for commercial
aircraft, but a replacement is under development. Halon 1301
cannot be produced anymore because it depletes the ozone
layer. Halon 1301 will be used until a suitable replacement
is developed. Some military aircraft use HCL-125 and the
Federal Aviation Administration (FAA) is testing HCL-125
for use in commercial aircraft.

Containers
Fire extinguisher containers (HRD bottles) store a liquid
halogenated extinguishing agent and pressurized gas
(typically nitrogen). They are normally manufactured from
stainless steel. Depending upon design considerations,
alternate materials are available, including titanium.
Containers are also available in a wide range of capacities.
They are produced under Department of Transportation
(DOT) specifications or exemptions. Most aircraft containers
are spherical in design, which provides the lightest weight
possible. However, cylindrical shapes are available where
space limitations are a factor. Each container incorporates a Figure 17-12. Built-in non-portable fire extinguisher containers
temperature/pressure sensitive safety relief diaphragm that (HRD bottles) on an airliner.

17-11
 Second shot Second shot
To number 1 engine To flight deck to number to number To number 2 engine
fire-pull switch light 2 engine 1 engine fire-pull switch

Relief valve

Relief valve vent Pressure gauge

Pressure switch
and gauge

No. 2 Engine
No. 1 Engine Container
Container

Explosive cartridge

To number 1 engine To number 2 engine

Double check tee valve (2)

Figure 17-13. Diagram of fire extinguisher containers (HRD bottles).

Two-Way Check Valve Discharge Indicators

Two-way check valves are required in a two-shot system Discharge indicators provide immediate visual evidence
to prevent the extinguisher agent from a reserve container of container discharge on fire extinguishing systems. Two
from backing up into the previous emptied main container. kinds of indicators can be furnished: thermal and discharge.
Valves are supplied with either MS-33514 or MS-33656 Both types are designed for aircraft and skin mounting.
fitting configurations. [Figure 17-15]

Figure 17-14. Discharge valve (left) and cartridge, or squib (right).

17-12
Figure 17-15. Discharge indicators.

Thermal Discharge Indicator (Red Disc)

The thermal discharge indicator is connected to the fire
container relief fitting and ejects a red disc to show when
container contents have dumped overboard due to excessive
heat. The agent discharges through the opening left when the Figure 17-16. Engine and APU fire switches on the flight deck
disc blows out. This gives the flight and maintenance crews center overhead panel.
an indication that the fire extinguisher container needs to be
replaced before next flight. 2. The system must be capable of detecting a fire at
a temperature significantly below that at which the
Yellow Disc Discharge Indicator structural integrity of the airplane is substantially
If the flight crew activates the fire extinguisher system, a decreased.
yellow disc is ejected from the skin of the aircraft fuselage.
3. There must be means to allow the crew to check, in
This is an indication for the maintenance crew that the fire
flight, the functioning of each fire detector circuit.
extinguishing system was activated by the flight crew, and
the fire extinguishing container needs to be replaced before
Cargo Compartment Classification
next flight.
Class A
Fire Switch A Class A cargo or baggage compartment is one in which
The engine and APU fire switches are typically installed on the presence of a fire would be easily discovered by a
the center overhead panel or center console in the flight deck. crewmember while at his or her station and each part of the
[Figure 17-16] When an engine fire switch is activated, the compartment is easily accessible in flight.
following happens: the engine stops because the fuel control
shuts off, the engine is isolated from the aircraft systems, and Class B
the fire extinguishing system is activated. Some aircraft use A Class B cargo, or baggage compartment, is one in which
fire switches that need to be pulled and turned to activate the there is sufficient access in flight to enable a crewmember
system, while others use a push-type switch with a guard. to effectively reach any part of the compartment with
To prevent accidental activation of the fire switch, a lock is the contents of a hand fire extinguisher. When the access
installed that releases the fire switch only when a fire has been provisions are being used, no hazardous quantity of smoke,
detected. This lock can be manually released by the flight flames, or extinguishing agent enters any compartment
crew if the fire detection system malfunctions. [Figure 17-17] occupied by the crew or passengers. There is a separate
approved smoke detector or fire detector system to give
Cargo Fire Detection warning at the pilot or flight engineer station.
Transport aircraft need to have the following provisions for
each cargo or baggage compartment: Class C
A Class C cargo, or baggage compartment, is one not meeting
1. The detection system must provide a visual indication
the requirements for either a Class A or B compartment but
to the flight crew within 1 minute after the start of a
in which:
fire.

17-13
 Dis
ch 2

LE
Center
Engine fire override switch
1

FT
Spring return Spring return
(switch open) DISCH (switch open)
1 2
Push-pull contacts (internal) Discharge 2
Discharge 1
(switch closed) L (switch closed)
Rotary contacts (internal)
E
Engine fire warning light F
T
Electrical connector

Engine fire switch (P8) Switch positions

Engine fire
override
switch
pushed

Solenoid energized

Switch locked Switch released electrically Switch released manually Switch pulled

Figure 17-17. Engine fire switch operation.

1. There is a separate approved smoke detector or fire 4. The required crew emergency exits are accessible
detector system to give warning at the pilot or flight under any cargo loading condition.
engineer station.
2. There is an approved built-in fire extinguishing or Cargo & Baggage Compartment Fire Detection &
suppression system controllable from the flight deck. Extinguisher System
The cargo compartment smoke detection system gives
3. There are means to exclude hazardous quantities warnings in the flight deck if there is smoke in a cargo
of smoke, flames, or extinguishing agent from any compartment. [Figure 17-18] Each compartment is equipped
compartment occupied by the crew or passengers. with a smoke detector. The smoke detectors monitor air
4. There are means to control ventilation and drafts in the cargo compartments for smoke. The fans bring
within the compartment so that the extinguishing air from the cargo compartment into the smoke detector.
agent used can control any fire that may start within Before the air goes in the smoke detector, in-line water
the compartment. separators remove condensation and heaters increase the air
temperature. [Figure 17-19]
Class E
Class E cargo compartment is one on airplanes used only for Smoke Detector System
the carriage of cargo and in which: The optical smoke detector consists of source light emitting
1. There is a separate approved smoke or fire detector diodes (LEDs), intensity monitor photodiodes, and scatter
system to give warning at the pilot or flight engineer detector photodiodes. Inside the smoke detection chamber,
station. air flows between a source LED and a scatter detector
photodiode. Usually, only a small amount of light from the
2. The controls for shutting off the ventilating airflow
LED gets to the scatter detector. If the air has smoke in it,
to, or within, the compartment are accessible to the
the smoke particles reflect more light on the scatter detector.
flight crew in the crew compartment.
This causes an alarm signal. The intensity monitor photodiode
3. There are means to exclude hazardous quantities of makes sure that the source LED is on and keeps the output
smoke, flames, or noxious gases from the flight crew of the source LED constant. This configuration also finds
compartment.

17-14
 Cargo fire/engine control panel Speaker (2)
• Fire/overheat test switch
• FWD cargo fire warning light
• AFT cargo fire warning light
Glareshield panel
• 2 Master warning lights

Figure 17-18. Cargo fire detection warning.

Cargo Compartment Extinguishing System

Air sampling port (typical) The cargo compartment extinguishing system is activated
by the flight crew if the smoke detectors detect smoke in
the cargo compartment. Some aircraft are outfitted with two
types of fire extinguisher containers. The first system is the
dump system that releases the extinguishing agent directly
when the cargo fire discharge switch is activated. This action
Air inlet tube (3) extinguishes the fire.

Lower cargo Exhaust ducts The second system is the metered system. After a time delay,
smoke detector
the metered bottles discharge slowly and at a controlled rate
through the filter regulator. Halon from the metered bottles
Smoke detector fans replaces the extinguishing agent leakage. This keeps the
FWD correct concentration of extinguishing agent in the cargo
compartment to keep the fire extinguished for 180 minutes.
Figure 17-19. Smoke detector installation.

The fire extinguishing bottles contain Halon 1301 or

contamination of the LED and photodiodes. A defective
equivalent fire extinguishing agent pressurized with nitrogen.
diode, or contamination, causes the detector to change to
Tubing connects the bottles to discharge nozzles in the cargo
the other set of diodes. The detector sends a fault message.
compartment ceilings.
The smoke detector has multiple sampling ports. The fans
The extinguishing bottles are outfitted with squibs. The squib
draw air from the sampling ports through a water separator
is an electrically operated explosive device. It is adjacent to
and a heater unit to the smoke detector. [Figure 17-20]

Zone 1 sampling ports Zone 2 sampling ports Zone 3 sampling ports

Suction lines

Water separator (3) Smoke detector

Heater (3) Manifold

Figure 17-20. Smoke detector system.

17-15
a bottle diaphragm that can break. The diaphragm normally The master warning lights and fire warning aural are
seals the pressurized bottle. When the cargo discharge switch prevented from operating during part of the takeoff operation.
is activated, the squib fires and the explosion breaks the
diaphragm. Nitrogen pressure inside the bottle pushes the Lavatory Smoke Detectors
Halon through the discharge port into the cargo compartment. Airplanes that have a passenger capacity of 20 or more are
When the bottle discharges, a pressure switch is activated equipped with a smoke detector system that monitors the
that sends an indication to the flight deck that a bottle has lavatories for smoke. Smoke indications provide a warning
been discharged. Flow control valves are incorporated if the light in the flight deck or provide a warning light or audible
bottles can be discharged in multiple compartments. The flow warning at the lavatory and at flight attendant stations
control valves direct the extinguishing agent to the selected that would be readily detected by a flight attendant. Each
cargo compartment. [Figure 17-21] lavatory must have a built-in fire extinguisher that discharges
automatically. The smoke detector is located in the ceiling
The following indications occur in the flight deck if there is of the lavatory. [Figure 17-22]
smoke in a cargo compartment:
• Master warning lights come on. Lavatory Smoke Detector System
• Fire warning aural operates. Refer to Figure 17-23. The lavatory smoke detector is
powered by the 28-volt DC left/right main DC bus. If there
• A cargo fire warning message shows. is smoke in the sensing chamber of the smoke detector, the
• Cargo fire warning light comes on. alarm LED (red) comes on. The timing circuit makes an
intermittent ground. The warning horn and lavatory call

CARGO FIRE

FWD ARM AFT

ARMED ARMED
FWD AFT AFT in-line pressure switch

DISCH
Flow valves

DISCH

FWD in-line pressure switch Discharge nozzle (8)

AFT and bulk cargo compartments (ref)

Metered bottle (3)

Dump bottle (2)

Filter/regulator

FWD cargo compartment (ref)

Safety relief and fill port

Identification plate
Lower forward cargo compartment Handle (2)
Warning plate
Mounting bracket (3)

Pressure switch

Dump bottle

Discharge assembly

Squib

Discharge port
Metered bottle

Figure 17-21. Cargo and baggage compartment extinguishing system.

17-16
 smoke in the lavatory, the alarm LED (red) stays on. All smoke
Lavatory smoke detector
indications go away automatically when the smoke is gone.
Alarm indicator
Lavatory Fire Extinguisher System
Alarm horn The lavatory compartment is outfitted with a fire extinguisher
bottle to extinguish fires in the waste compartment. The fire
extinguisher is a bottle with two nozzles. The bottle contains
pressurized Halon 1301 or equivalent fire extinguishing agent.
When the temperature in the waste compartment reaches
approximately 170 °F, the solder that seals the nozzles melt
and the Halon is discharged. Weighing the bottle is often
the only way to determine if the bottle is empty or full.
Sensor [Figure 17-24]
Power indicator
Fire Detection System Maintenance
Interrupt switch Fire detector sensing elements are located in many high-
activity areas around aircraft engines. Their location, together
Self-test switch
with their small size, increases the chance of damage to the
sensing elements during maintenance. General maintenance
Figure 17-22. Lavatory smoke detector diagram. of a fire detection system typically includes the inspection and
servicing of damaged sections, containment of loose material
light operate intermittently. The smoke detection circuit that could short detector terminals, correcting connection
makes a ground for the relay. The energized relay makes a joints and shielding, and replacement of damaged sensing
ground signal for the overhead electronics unit (OEU) in the elements. An inspection and maintenance program for all
central monitoring systems (CMS). This interface gives these types of continuous-loop systems should include the following
indications: lavatory master call light flashes, cabin system visual checks.
control panel (CSCP) and cabin area control panel (CACP)
pop-up window shows, and the lavatory call chime operates. Note: These procedures are examples and should not be used to
Push the lavatory call reset switch or the smoke detector replace the applicable manufacturer’s instructions.
interrupt switch to cancel the smoke indications. If there is still

Power on (green)
28V DC
Left/right 28V
Pulsed ground if A AC
main DC smoke detected
Horn Call light
LAV smoke Alarm (red) Timing circuit
detect L/R
P110/210
PWR MGMT panel Smoke

Sensing chamber
Test Test
Smoke
Indications
• Chime Test Interrupt alarm
• CACP/CSCP Interrupt Reset
• Pop-up window
Smoke detect circuit

Smoke
Lavatory smoke detector LAV call light/
CMS reset switch
Master call
light (amber) Lavatory

Figure 17-23. Lavatory smoke detector diagram.

17-17
 Sharp bend
Crushed
section

Fire extinguisher bottle

Long unsupported loop Kink

Temperature Indicator Strip

Temperat
ure Indicator
Strip

180° 200°
230° 250°

Figure 17-25. Sensing element defects.

180° 200° 230° 250°
into a protective covering surrounding the inner
insulated wire. Continuous bending of the cable or
rough treatment can break these fine wires, especially
those near the connectors.
8. Sensing element routing and clamping should be
Figure 17-24. Lavatory fire extinguishing bottle.
inspected carefully. [Figure 17-27] Long, unsupported
sections may permit excessive vibration that can cause
Sensing elements of a continuous-loop system should be
breakage. The distance between clamps on straight
inspected for the following:
runs, usually about 8 to 10 inches, is specified by each
1. Cracked or broken sections caused by crushing or manufacturer. At end connectors, the first support
squeezing between inspection plates, cowl panels, or clamp usually is located about 4 to 6 inches from the
engine components. end connector fittings. In most cases, a straight run
2. Abrasion caused by rubbing of the element on cowling, of one inch is maintained from all connectors before
accessories, or structural members. a bend is started, and an optimum bend radius of 3
inches is normally adhered to.
3. Pieces of safety wire, or other metal particles, that
may short the spot-detector terminals. 9. Interference between a cowl brace and a sensing
element can cause rubbing. This interference may
4. Condition of rubber grommets in mounting clamps
cause wear and short the sensing element.
that may be softened from exposure to oils or hardened
from excessive heat. 10. Grommets should be installed on the sensing element
so that both ends are centered on its clamp. The split
5. Dents and kinks in sensing element sections. Limits
end of the grommet should face the outside of the
on the element diameter, acceptable dents and
nearest bend. Clamps and grommets should fit the
kinks, and degree of smoothness of tubing contour
element snugly. [Figure 17-28]
are specified by manufacturers. No attempt should
be made to straighten any acceptable dent or kink,
Fire Detection System Troubleshooting
since stresses may be set up that could cause tubing
failure. [Figure 17-25] The following troubleshooting procedures represent the
most common difficulties encountered in engine fire
6. Nuts at the end of the sensing elements should be detection systems:
inspected for tightness and safety wire. [Figure 17-26]
1. Intermittent alarms are most often caused by an
Loose nuts should be retorqued to the value specified
intermittent short in the detector system wiring. Such
by the manufacturer’s instructions. Some types of
shorts may be caused by a loose wire that occasionally
sensing element connection joints require the use of
touches a nearby terminal, a frayed wire brushing
copper crush gaskets. These should be replaced any
against a structure, or a sensing element rubbing
time a connection is separated.
against a structural member long enough to wear
7. If shielded flexible leads are used, they should be through the insulation. Intermittent faults often can
inspected for fraying of the outer braid. The braided be located by moving wires to recreate the short.
sheath is made up of many fine metal strands woven

17-18
 3. Kinks and sharp bends in the sensing element can
cause an internal wire to short intermittently to the
outer tubing. The fault can be located by checking the
sensing element with an ohm meter while tapping the
element in the suspected areas to produce the short.
4. Moisture in the detection system seldom causes a
false fire alarm. If, however, moisture does cause an
alarm, the warning persists until the contamination is
removed, or boils away, and the resistance of the loop
Heat-sensing element returns to its normal value.
5. Failure to obtain an alarm signal when the test switch
is actuated may be caused by a defective test switch or
Figure 17-26. Connector joint fitting attached to the structure. control unit, the lack of electrical power, inoperative
indicator light, or an opening in the sensing element
or connecting wiring. When the test switch fails to
Loose clamp
provide an alarm, the continuity of a two-wire sensing
loop can be determined by opening the loop and
measuring the resistance. In a single-wire, continuous-
Rub point
loop system, the center conductor should be grounded.

Fire Extinguisher System Maintenance

Regular maintenance of fire extinguisher systems typically
Loose clamp includes such items as the inspection and servicing of fire
extinguisher bottles (containers), removal and reinstallation
Figure 17-27. Rubbing interference. of cartridge and discharge valves, testing of discharge tubing
for leakage, and electrical wiring continuity tests. The
following paragraphs contain details of some of the most
Grommet typical maintenance procedures.

Container Pressure Check

Clamp screw
Fire extinguisher containers are checked periodically to
determine that the pressure is between the prescribed
Bracket minimum and maximum limits. Changes of pressure with
Clamp hinge ambient temperatures must also fall within prescribed
limits. The graph shown in Figure 17-29 is typical of the
pressure-temperature curve graphs that provide maximum
and minimum gauge readings. If the pressure does not fall
Heat-sensing element
within the graph limits, the extinguisher container is replaced.

Figure 17-28. Inspection of fire detector loop clamp. Discharge Cartridges

The service life of fire extinguisher discharge cartridges is
2. Fire alarms and warning lights can occur when no determined from the manufacturer’s date stamp, which is
engine fire or overheat condition exists. Such false usually placed on the face of the cartridge. The cartridge
alarms can be most easily located by disconnecting service life recommended by the manufacturer is usually in
the engine sensing loop connections from the control terms of years. Cartridges are available with a service life
unit. If the false alarm ceases when the engine sensing of 5 years or more. To determine the unexpired service life
loop is disconnected, the fault is in the disconnected of a discharge cartridge, it is usually necessary to remove
sensing loop, which should be examined for areas the electrical leads and discharge line from the plug body,
that have been bent into contact with hot parts of the which can then be removed from the extinguisher container.
engine. If no bent element can be found, the shorted
section can be located by isolating the connecting
elements consecutively around the entire loop.

17-19
 flammable if soaked with oil of any kind. Any leakage or
900
spillage of flammable fluid in the vicinity of combustion
heaters is a serious fire risk, particularly if any vapor is drawn
800
into the heater and passes over the hot combustion chamber.
700
Pressure (psig)

600 Max. gauge reading Oxygen system equipment must be kept absolutely free from
500 traces of oil or grease, since these substances spontaneously
400
ignite when in contact with oxygen under pressure. Oxygen
servicing cylinders should be clearly marked so they cannot be
300
mistaken for cylinders containing air or nitrogen, as explosions
200 Min. gauge reading have resulted from this error during maintenance operations.
100

0
−40 −30 −20 −10 0 10 20 30 40 50 60 70 80

Temperature (°F)
Mounting lugs (4)
Figure 17-29. Fire extinguisher container pressure-temperature
chart.

Agent Containers
Care must be taken in the replacement of cartridge and Pressure gauge
discharge valves. Most new extinguisher containers
Bottle
are supplied with their cartridge and discharge valve
disassembled. Before installation on the aircraft, the cartridge Packing ring
must be assembled properly in the discharge valve and the
valve connected to the container, usually by means of a swivel
Bottle outlet
nut that tightens against a packing ring gasket. [Figure 17-30] Cartridge

If a cartridge is removed from a discharge valve for any

reason, it should not be used in another discharge valve
assembly, since the distance the contact point protrudes may Strainer
vary with each unit. Thus, continuity might not exist if a used
plug that had been indented with a long contact point were
Contact assembly
installed in a discharge valve with a shorter contact point.
Gasket
Nut
Note: The preceding material in this chapter has been largely
of a general nature dealing with the principles involved and
general procedures to be followed. When actually performing Swivel nut
maintenance, always refer to the applicable maintenance
manuals and other related publications pertaining to a
particular aircraft.

Discharge plug (or valve) body

Fire Prevention
Leaking fuel, hydraulic, deicing, or lubricating fluids can Figure 17-30. Components of fire extinguisher container.
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

17-20