PTC B1.1 Notes - Sub Module 15.20 (Fire Protection Systems)

PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE
Category – A/B1 Sub Module 15.20 – Fire Protection Systems
MODULE 15
Sub Module 15.20
FIRE PROTECTION SYSTEM
ISO 9001 - 2008 Certified For Training Purpose Only

PTC/CM/B1.1 Basic/M15/03 Rev. 01
15.20 Nov 2017
Contents
INTRODUCTION ------------------------------------------------------------------- 1
Design Features to Reduce Fire Hazard ------------------------------------- 1
Fire Containment ------------------------------------------------------------------- 1
FIRE DETECTION ----------------------------------------------------------------- 3
Requirements of a Fire Detection System ------------------------------------ 3
Types of Fire or Overheat Detectors------------------------------------------- 4
Tubular Sensing Elements ------------------------------------------------------- 9
Engine Overheat Detection ----------------------------------------------------- 13
FIRE EXTINGUISHING ---------------------------------------------------------- 14
Fire-Extinguishing Agents ------------------------------------------------------- 14
Fire-Suppression Systems ------------------------------------------------------ 15
Inspections and Testing ---------------------------------------------------------- 19
Maintenance of Fire Extinguishing Systems -------------------------------- 20

15.20 - i Nov 2017
Page Intentionally Left Blank

15.20 - ii Nov 2017
INTRODUCTION
All gas turbine engines and their associated installation systems The powerplant cowlings are provided with an adequate
incorporate features that reduce the possibility of an engine fire. drainage system to remove inflammable fluids from the nacelle,
It is essential, however, that if a failure does take place and bay or pod, and all seal leakages from components are drained
results in a fire, there is provision for the immediate detection and overboard.
rapid extinction of the fire, and for the prevention of it spreading.
Fire Containment
Design Features to Reduce Fire Hazard An engine fire must be contained within the power plant and not
be allowed to spread to other parts of the aircraft. The cowlings
The following features ensure that the prevention of ignition is that surround the engine are usually made of light alloys, which
achieved as far as possible, and in most instances a dual failure would be unable to contain a fire when the aircraft is static.
is necessary before a fire can occur.
During flight, however, the airflow around the cowlings provides
All the potential sources of inflammable fluids are isolated from sufficient cooling to render them fireproof. Fireproof bulkheads
the 'hot end' of the engine. External fuel and oil system and any cowlings that are not affected by a cooling airflow and
components and their associated pipes are usually located sections of cowlings around certain outlets that may act a
around the compressor casings, in a 'cool' zone, and separated 'flame-holders' are manufactured from steel or titanium.
by a fireproof bulkhead from the combustion, turbine and jet pipe
area, or 'hot' zone. The zones may be ventilated, to prevent the
accumulation of inflammable vapors.
All pipes that carry fuel, oil, or hydraulic fluid, are made fire
resistant, and all electrical components and connections are
made flameproof. Sparking caused by discharges of static
electricity is prevented by bonding all aircraft and engine
components; this gives electrical continuity between all the
components and makes them incapable of igniting.

15.20 - 1 Nov 2017
Figure 15.20.01

15.20 - 2 Nov 2017
FIRE DETECTION
Requirements of a Fire Detection System
The rapid detection of fire is essential so that the necessary
extinguishing drill can be affected before the fire becomes too - Provide an immediate warning of fire or overheat by means of
large. It is also extremely important that a fire detection system a visual and an aural signal in the cockpit.
will not give a false fire warning due to short circuiting, which can
result from vibration, chafing or the ingress of moisture. Two - Provide an accurate indication that a fire has been
separate fire-detecting circuits, installed side by side within the extinguished as well as an indication if a fire re-ignites.
fire warning system, may be used to obviate a false fire-warning
signal. - Durability and resistance to damage from all the
environmental factors which may exist in the location where
A detection system may consist of a number of strategically the system is installed.
located detector units, or be of the continuous element sensing
type that can be shaped and attached to preformed support - Incorporation of an accurate and effective testing system to
tubes. ensure the integrity of the system.
- A system which is easily removed and installed.
- A system which operates from the aircraft electric system

without inverters or other special equipment and which
requires a minimum of power.

15.20 - 3 Nov 2017
Types of Fire or Overheat Detectors
High temperature caused by fires or other conditions may be

detected by a variety of devices. Among these are thermal
switches, thermocouples, and tubular detectors.
Tubular detectors are commonly employed in large aircraft for
fire and heat detection wherever fire protection must be provided.

15.20 - 4 Nov 2017
Thermal-switch fire detection system
It is simply a circuit in which one or more thermal switches are

connected in an electrical circuit with a warning light and an aural
alarm unit to warn the pilot or flight crew that an overheat
condition exists in a particular area. If more than one thermal
switch is in the circuit, the switches will be connected in parallel
so the closing of any one switch will provide a warning. A thermal
switch is shown in figure 15.20.02 and the circuit for a
thermal-switch fire and overheat warning system is shown in
figure 15.20.03.
The thermal switch, works by the expansion of the outer case of

the unit. When the detector is exposed to heat, the case
becomes longer and causes the two contacts inside the case to
be drawn together. When the contacts meet, the electrical circuit
is complete and the alarm will activate.

15.20 - 5 Nov 2017
Figure 15.20.02
Figure 15.20.03

15.20 - 6 Nov 2017
Thermocouple detection system
Thermocouple detection system, also called a "rate of rise"

detection system, utilizes one or more thermocouples connected
in series to activate an alarm system when there is a sufficiently
high rate of temperature increase at the sensor.
The thermocouple is made of two dissimilar metals, such as

Chrome and constantan, which are twisted together and located
inside an open frame as shown in figure 15.20.04. The frame
protects the sensing wires from damage white allowing a free
flow of air over the wires. The exposed wires make up the hot
junction.
A cold junction is located behind insulating material in the sensor

unit. When there is a difference in temperature between the hot
junction and the cold junction, a current is created. When
sufficient current is being generated, a sensitive relay in a relay
box closes, activating a slave relay and causing the alarm to
activate. The basic circuit for this system is shown in the rate of
temperature increase is slow enough so that the temperature of
the cold junction increases along with the hot junction, the
sensitive relay will not close and the alarm will not activate.
A test circuit is provided for the system through the use of a

heater next to a thermocouple. When the heater is energized, the
thermocouple will generate sufficient current to activate the
system.

15.20 - 7 Nov 2017
Figure 15.20.04
Figure 15.20.05

15.20 - 8 Nov 2017
Tubular Sensing Elements
There are three types of tubular sensing devices, called When the fire is extinguished or the overheat condition is
"continuous-loop" systems, commonly employed in modern corrected, the eutectic salt in the sensing element increases in
aircraft for detecting overheat or fire. resistance and the system returns to the stand-by condition.
The Fenwal sensor consists of a small lightweight, flexible The sensing element of the Kidde system consists of an Inconel
inconel tube with pure nickel wire center conductor. The space tube filled with a thermistor material. Two electrical conductors
between the nickel conductor and the tubing wall is filled with a are embedded in this material, and one of the conductors is
porous aluminum oxide, ceramic insulating material. The voids grounded to the outer shell of the connector at the end of the
and clearances between the tubing and the ceramic material are tube. Electrical connectors are provided at both ends of the tube.
saturated with a eutectic salt mixture, which has a low melting
point. In the Kidde sensing element, the resistance of the thermistor
material decreases rapidly when a high temperature is applied.
The nickel wire in the center of the tube is insulated from the tube This change in resistance is sensed by the electronics control
wall by the ceramic and eutectic salt materials. monitoring the system, and the control provides the warning
signal to illuminate the fire warning light and activate the aural
When heated sufficiently, current can flow between the center warning device. This sensor returns to a normal condition when
wire and the tube wall because the eutectic salt melts and its the fire or overheat condition is corrected.
resistance drops rapidly when the temperature reaches a given
level. The elevated temperature will cause a response at any
point along the entire length of the sensing element. The
increased current flow between the nickel center wire and the
tubing wall provides the signal, which is utilized in the electronic
control unit to produce the output signal, which actuates the
alarm system.

15.20 - 9 Nov 2017
Figure 15.20.06

15.20 - 10 Nov 2017
The sensing element produced by the Systron-Donner When a fire is extinguished and the temperature begins to drop,
Company, shown in figure 15.20.07, is pneumatic in operation. the specially processed titanium wire in the tube will re-absorb
The pressure of the gas inside the element is increased by heat, the hydrogen gas and reduce the pressure in the tube. This will
and increased pressure actuates a diaphragm switch inside the cause the pneumatic switch to open, and the system will be back
responder, which closes the circuit and provides the warning to normal and ready to provide another signal in case of
signal. reigniting.
The sensing element consists of a stainless steel tube containing The responder contains two identical diaphragm switches. One
two separate gases plus a gas absorption material in the form of of the switches is normally open and closes only when gas
a wire inside the tube. Under normal conditions, the tube is filled pressure in the sensor tube increases owing to high temperature
with helium gas under pressure. The titanium center wire, which or fire in the area where the sensor is installed. The other switch
is the gas absorption material, contains hydrogen gas. The wire is held closed by the normal helium pressure in the sensor tube. If
is wrapped in a helical fashion with an inert metal tape for the helium pressure should be lost, the switch opens the test
stabilization and protection. Gaps between the turns of the tape circuit. When the test switch is closed by a member of the crew to
allow for rapid release of the hydrogen gas from the wire when check the circuit, the alarm will not respond the loss of helium will
the temperature reaches the required level. be revealed.
The helium gas in the tube exerts a pressure proportional to the

average temperature along the entire length of the tube. This is
the averaging or overheats function of the sensor. If the average
temperature exceeds a specified level, the helium gas pressure
will be such that it closes the pneumatic switch in the responder
and signals and overheat condition. If there is a very high
temperature, as a fire would causes, anywhere along the sensing
element, the center wire in the tube will release a large quantity of
hydrogen gas. This will increase the total gas pressure in the
tube to a level, which will close the pneumatic switch. This is
called the discrete function of the sensor.

15.20 - 11 Nov 2017
Figure 15.20.07

15.20 - 12 Nov 2017
Engine Overheat Detection
Overheating of the ‘hot end' of the engine does not constitute

serious fire risk. Detection of an overheat condition, however, is
essential to enable the pilot to stop the engine before mechanical
or material damage results.
A warning system of a similar type to the fire detection system, or

thermocouples suitably positioned in the cooling airflow, may be
used to detect excessive temperature, Thermal switches
positioned in the engine overboard air vents, such as the cooling
air outlets, may also be included to give an additional warning.

15.20 - 13 Nov 2017
FIRE EXTINGUISHING Fire-Extinguishing Agents
Before a fire extinguishing system is operated, the engine must Fire-extinguishing agents are those chemicals, which are
be stopped to reduce the discharge of inflammable fluids and air injected into a compartment or area to extinguish a fire. These
into the fire area. Any valves, such as the low-pressure fuel cock, agents work by either displacing the oxygen or chemically
that control the flow of an inflammable fluid must be situated combining with the oxygen to prevent combustion. Some
outside the 'hot' zone to prevent fire damage rendering them additional extinguishing effect can occur by the low temperature
inoperative. at which the agents are discharged.
After a fire has been extinguished, no attempt must be made to Most modern aircraft extinguishing systems make use of Halon
start the engine again as this would probably re-establish the 1301 as the extinguishing agent, while some manufacturers
fluid leak and the ignition source that were the original causes of specify Freon. The use of C02 is usually limited to older
the fire furthermore, the extinguishing system may be exhausted. reciprocating-engine-powered transports.
Pressurized containers are provided for the extinguishant and
these are located outside the fire risk zone. When the relevant
electrical circuit is manually operated, the extinguishant is
discharged from the containers through a series of perforated
spray pipes or nozzles into the fire.

15.20 - 14 Nov 2017
Fire-Suppression Systems
Fire-suppression or extinguishing systems usually consist of a Other aircraft have a discharge line running from the bottle to the
fire-extinguishing agent stored in pressurized containers, tubing outside of the aircraft or to an open area such as a wheel well.
to carry the extinguishing agent to areas which require The discharge line opening is covered with a red disk. If the bottle
protection, control valves, indicators, control circuitry and has discharge, the disk will be blown out of the discharge fitting.
associated components. The absence of the red disk indicates a thermal discharge.
Extinguishing-agent containers for modern aircraft are usually A similar system is used to indicate if the system has been
spherical or cylindrical in shape. Typical containers are shown in
discharged by actuation of the extinguishing system. In this case
figure 15.20.09.
a small line from the system distribution line leads to a disk
A discharge head containing an explosive cartridge is installed actuator line. This line is covered with a yellow disk. When the
on one or both of the container necks to discharge the container extinguishing system is activated, the yellow disk is pushed out
by rupturing the disk when the cartridge is activated. A screen in by plunger.
the discharge head prevents particles of the disk from entering
the deployment lines.
A thermal pressure relief fitting is located on each bottle.
Two methods are used to allow the pilot or mechanic to

determine if the bottle has discharged thermally: the use of a
pressure gauge or the use of a "blow-out" disk. Some aircraft
have a gauge for the fire bottles visible from the outside of the
aircraft or through access panels. If the gauge does not indicate a
charge, then the bottle has been discharged.

15.20 - 15 Nov 2017
Figure 15.20.08
Figure 15.20.09

15.20 - 16 Nov 2017
There are two classifications of fire-extinguishing systems. The pilot or other crew member will have selected the
appropriate area by operating a switch on the fire control panel.
These are called the conventional system and the This will direct the agent through the correct deployment line.
high-rate-of-discharge system (HRD system).
The HRD system uses Freon or Halon 1301 and the spherical
bottles actuated by explosive cartridges. The discharge tubes are
configured to allow a rapid release of agent into the fire area and
flood the compartment to eliminate the fire quickly. The
advantage of this system over the conventional system lies in the
ability to flood a compartment much more quickly.
A schematic diagram of a typical fire-suppression system for an

airliner is shown in figure 15.20.10. The system consists of two
steel containers charged with Freon and nitrogen gas to a
pressure of 600psi (4136 kPa), connecting deployment lines to
the control valves, and control circuitry. The system is activated
when a member of the crew closes the fire switch to direct
extinguishing agent to the area where a fire is indicated.
When the fire-extinguishing switch is closed, an explosive charge

at the neck of the selected agent container is detonated and a
cutter is driven through the ceiling disk in the neck of the
container. This releases the extinguishing agent from the
container instantly and permits it to flow to the area selected.

15.20 - 17 Nov 2017
Figure 15.20.10

15.20 - 18 Nov 2017
Inspections and Testing
Instructions for the inspection and testing of fire and overheat  The testing of sensing elements will vary according to the
warning systems are provided by the manufacturers. Because of design and principle of operation.
the different types and models of systems, the technician must
be sure to consult the appropriate manuals and use the correct  Elements which produce warning signals through resistance
specifications in making tests. changes (Fenwal and Kidde) are tested by means of a
megger and ohmmeter as specified by the manufacturer. The
Typical inspection instructions are as follows: sensing element is disconnected at the ends and the
resistance of the conductors is checked. Insulation resistance
 Remove or open engine cowling as required to gain access to between the conductors and outer tube is checked with a
sensing elements. megger.
 Check end fittings and sensor connectors for tightness and

proper safetying.
 Check bulkhead fittings and supports for security.
 Examine all clamps and grommets (bushings) and check to

see that the sensing element is held securely in place.
 Examine the entire length of the sensors for wear, sharp

bends, kinks, dents, crushed sections, cuts, cracks, proximity
to structure, and security of mounting. Discard elements
which do not meet manufacturer's specifications.
 Check the routing of sensors against manufacturer's

instructions.
 Check the security of electronic control circuit units.

15.20 - 19 Nov 2017
Maintenance of Fire Extinguishing Systems
- The maintenance of fire extinguishing systems is described in - During removal and installation, the terminals of the
manufacturers' manuals for specific systems. There are, discharge cartridge should be grounded or shorted to prevent
however, typical practices which apply to many systems. accidental firing. Before connecting the cartridge terminals to
Periodic checks and tests are generally specified to ensure the electric system, the system should be checked with a
that a system and components are in operable condition. voltmeter to see that no voltage exists at the terminals.
- The condition of lines, hoses, fittings, and components is - Because of the differences in fire extinguishing systems,
checked visually and by feel to determine condition and instructions for inspection and maintenance will vary. For this
security of mounting. reason it is essential that the technician follow the procedures
set forth in manufacturers' manuals.
- Agent containers having pressure gages are checked by
observing the pressure gages to see that the pressure is
within the prescribed range for pressure vs. temperature.
Containers without pressure gages are checked by weighing
to determine that the quantity of agent in the container is
adequate.
- Discharge cartridges are examined to see that the service life

of the unit has not been exceeded. Service life is specified in
the number of hours that a cartridge will be effective as long
as it has not been exposed to temperatures above a specified
limit.
- When a discharge cartridge has been removed for any

reason it must be reinstalled in the same container from
which it was removed.

15.20 - 20 Nov 2017

PTC B1.1 Notes - Sub Module 15.20 (Fire Protection Systems)

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PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE

Category – A/B1 Sub Module 15.20 – Fire Protection Systems

FIRE PROTECTION SYSTEM

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

Page Intentionally Left Blank

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

- A system which is easily removed and installed.

- A system which operates from the aircraft electric system

ISO 9001 - 2008 Certified For Training Purpose Only

Types of Fire or Overheat Detectors

High temperature caused by fires or other conditions may be

ISO 9001 - 2008 Certified For Training Purpose Only

Thermal-switch fire detection system

It is simply a circuit in which one or more thermal switches are

The thermal switch, works by the expansion of the outer case of

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

Thermocouple detection system

Thermocouple detection system, also called a "rate of rise"

The thermocouple is made of two dissimilar metals, such as

A cold junction is located behind insulating material in the sensor

A test circuit is provided for the system through the use of a

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

Tubular Sensing Elements

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

The helium gas in the tube exerts a pressure proportional to the

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

Engine Overheat Detection

Overheating of the ‘hot end' of the engine does not constitute

A warning system of a similar type to the fire detection system, or

ISO 9001 - 2008 Certified For Training Purpose Only

FIRE EXTINGUISHING Fire-Extinguishing Agents

ISO 9001 - 2008 Certified For Training Purpose Only

A thermal pressure relief fitting is located on each bottle.

Two methods are used to allow the pilot or mechanic to

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

A schematic diagram of a typical fire-suppression system for an

When the fire-extinguishing switch is closed, an explosive charge

ISO 9001 - 2008 Certified For Training Purpose Only

ISO 9001 - 2008 Certified For Training Purpose Only

Inspections and Testing

 Check end fittings and sensor connectors for tightness and

 Check bulkhead fittings and supports for security.

 Examine all clamps and grommets (bushings) and check to

 Examine the entire length of the sensors for wear, sharp

 Check the routing of sensors against manufacturer's

 Check the security of electronic control circuit units.

ISO 9001 - 2008 Certified For Training Purpose Only

Maintenance of Fire Extinguishing Systems

- Discharge cartridges are examined to see that the service life

- When a discharge cartridge has been removed for any

ISO 9001 - 2008 Certified For Training Purpose Only

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