Complete basic aircraft systems Fire

1. AIRCRAFT PROPULSION
BETEC L3 UNIT 11 LO 3 FIRE SYSTEMS 29 Apr 21

2. RANGE & WELCOME
 Instructor: Mark Wootton
 Heath & Safety: Trip wires, DSE exposure, seating posture
 Question & microphone policy
 Notes policy
 150 Min’s (Q&A dependent)
 Post lesson availability
2

3. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
3

4. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
4

5. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
5

6. Aircraft Fire Protection systems are used to warn about, and
to prevent, fires from spreading should they start
Fire requires three (3) elements to survive
• Oxygen
• Heat
• Fuel
SAFETY PRECAUTIONS
Fire Triangle
6

7. • It is important to understand the different types of
fires:
• Class A Combustible materials: wood, paper, fabric
• Class B Flammable liquids: petrol, kerosene, paint
• Class C Flammable gasses: LPG, acetylene, hydrogen
• Class D Combustible metals: potassium, sodium, aluminium
• Class E Electrical hazards: switch boards, electrical appliances
• Class F Cooking oil or fat.
SAFETY PRECAUTIONS
Know your fire!

8. • It is important to understand the different types of
fires:
• .
SAFETY PRECAUTIONS
Know your fire!

9. • It is important to understand the different types of
fires:
• .
SAFETY PRECAUTIONS
Know your fire!

10. SAFETY PRECAUTIONS
Know your fire!
• Fires that are likely to occur on-board
aircraft are:
• Class A: Materials found in the cabin and
baggage areas such as fabric and plastics
• Class B: Fuel, hydraulic oil, greases and
paint

11. Convection Cooling
ENGINE FIRE ZONES
• The engine bay or pod is usually cooled
and ventilated by atmospheric air being
passed around the engine and then vented
overboard
• Convection cooling during ground running
may be provided by using an internal
cooling outlet vent as an ejector system
• An important function of the airflow is to
purge any flammable vapours from the
engine compartment Typical Cooling and
Ventilation 12

12. Convection Cooling
ENGINE FIRE ZONES
• By keeping the airflow
minimal, the power plant drag
is minimized and, as the
required quantity of fire
extinguishant is in proportion
to the zonal airflow, any fire
outbreak would be of low
intensity
Minimal Airflow ensures low intensity fires
13

13. Hot and Cold Zones
ENGINE FIRE ZONES
• Fireproof bulkhead is also
provided to separate the ’cool’
area or zone of the engine, which
contains the fuel, oil, hydraulic
and electrical systems, from the
’hot’ area surrounding the
combustion, turbine and exhaust
sections of the engine
Fire Bulkheads separate flammables from
heat
14

14. Fire Detection Zones
ENGINE FIRE ZONES
• Zone 1 – Cold Air Inlet Section
• Zone 2 – HP Compressor Section
• Zone 3 – Hot Section
Typical Multi Fire Zoning of an
engine
• There is a complex cooling and
ventilation system used on a
turbo-fan engine
• Air is induced from the intake duct
and delivered from the fan to
provide multi-zone cooling, each
zone having its own calibrated
cooling flow
15

15. Fire Detection Zones
APU ENGINE FIRE ZONES
• Zone 1 – Air Inlet Section
• Zone 2 – HP Compressor Section
• Zone 3 – Hot Section
Typical APU
Zoning
• There is a complex cooling and
ventilation system used on a
turbo-fan engine
• Air is induced from the intake duct
and delivered from the fan to
provide multi-zone cooling, each
zone having its own calibrated
cooling flow
16
Break Back at 14.20

16. Fire Detection Zones
JET PIPE FIRE ZONES
• Aircraft Zone – Aircraft
Structure
• Jet Pipe Zone – Jet Pipe
Structure
Jet Pipes need Ventilation, Zoning and Fire Detection
• Overheating an aircraft structure
will weaken strength properties
and lead to catastrophic failure in
flight
17

17. FIRE AND OVERHEAT DETECTOR SYSTEMS
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Fire detection systems must be:
• Reliable
• Provide immediate indication of fire
• Do not provide wrong indications
Aircraft Fire Warning Panel
• While not all types of fire may occur
on an aircraft it is important to have
adequate detection and extinguisher
systems

18. • To activate the fire protection system there will be an immediate HEAT
detection system
• Thermal switch
• Thermocouple
• Continuous loop
19
FIRE AND OVERHEAT DETECTOR SYSTEMS
Switch closes at predetermined
temperature
Causes current
flow when
heated
Resistance to ground
reduces

19. • Thermal switch
20
FIRE AND OVERHEAT DETECTOR SYSTEMS: THERMAL SWITCH
Fire Detection System using Thermal Switch

20. • Thermal switch
21
FIRE AND OVERHEAT DETECTOR SYSTEMS: THERMAL SWITCH
Fire Detection System: Thermal Switch
• To detect a fire a Thermal Monitoring
Switch is placed in the desired location
and when the temperature raises to
above a set value it completes an
electrical circuit
• The temperature sensor closes its
electrical contact
• Temperature Sensors are wired in a
parallel configuration and in series with
the warning annunciation (bells and
horns) and lights
• This enables the warning lights to be
Thermal
Switches
wired in
parallel
Fire Warning

21. • Thermocouple
22
FIRE AND OVERHEAT DETECTOR SYSTEMS : THERMOCOUPLE
Fire Detection System using Thermocouple

22. 23
FIRE AND OVERHEAT DETECTOR SYSTEMS: THERMOCOUPLE
Thermocouple system provides
gradual heat sensing
• Rather than switching at predetermined
temperature like the thermal switch the
thermocouple monitors the rate of change of a
rising temperature
• If a fire is present, then the thermocouple causes
current to flow in its circuit
• With little current available the thermocouple is
connected to a very sensitive relay that in turns
operates the main warning lamp relay
• This system distinguishes between just a hot
engine and an actual fire.
• Thermocouple Fire Warning
Thermocouple
Relay Circuit

23. • Continuous Loop
24
FIRE AND OVERHEAT DETECTOR SYSTEMS : CONTINUOUS LOOP
Engine door Continuous Loop System
• Widely used on modern aircraft today and
called ‘Firewire’
• It consists of a conductor cable/s that are
placed around the area to be protected. One
conductor is connected to ground and the
other connects to the fire warning unit
• If the continuous loop ‘firewire’ heats up, the
electrical resistance between the wires
decreases and fire warning unit will alert the
pilot
• These systems are reliable, and are used in
engine / APU bays, jet pipes, wheel wells etc

24. • Firewire
25
FIRE AND OVERHEAT DETECTOR SYSTEMS : CONTINUOUS LOOP
Fire Wire is fragile
• Fragile
• Has minimum distance for
Radius
• Has minimum distances for
Support
• Has minimum distances for
contacting engine or airframe
• Has procedure for clamping

25. • Dual Loop Systems
26
FIRE AND OVERHEAT DETECTOR SYSTEMS : CONTINUOUS LOOP
Dual Loop Protection
To prevent faulty fire warnings, most aircraft have
at least two continuous (A and B) fire detector
loops in the engine bay
A positive fire indication is only given if both the
loops sense the danger
Both loops are continuously monitored and a
failure of one loop will alert the pilot to revert to
a single loop operation
Also test switches are in place for the pilot to
verify that the continuous loop control units are
operational.

26. • Test Circuits: Just like
your car when ignition
key is turned on, all
aircraft detection
systems can be tested
for serviceability
• Aircraft have a
dedicated Test Switch
to prove the system is
serviceable
27
FIRE AND OVERHEAT DETECTOR SYSTEMS : TEST CIRCUIT CHECK
Fire Detection System Test System

27. • Continuous Loop
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FIRE AND OVERHEAT DETECTOR SYSTEMS : CONTINUOUS LOOP
Firewire ‘Kidde’ System
• Widely used on modern aircraft today and called ‘Firewire’
• These systems are reliable, and are used in engine / APU bays, jet pipes, wheel
wells etc
• Two main types:
Firewire ‘Fenwal’ System

28. • Fenwal
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FIRE AND OVERHEAT DETECTOR SYSTEMS : CONTINUOUS LOOP
‘Fenwal’ System using Inconel
Tube
• It uses a single wire surrounded by
a continuous string of ceramic
beads in an ‘Inconel’ tube.
• The beads are wetted with a
eutectic salt which posses the
characteristics of suddenly lowering
its electrical resistance as the
sensing element reaches its alarm
temperature
• Changes in resistance is measured
by an electronic relay which
triggers alarm

29. • Kidde
30
FIRE AND OVERHEAT DETECTOR SYSTEMS : CONTINUOUS LOOP
‘Kidde’ System using Inconel
Tube
• It uses a double wire are inserted in a
special ceramic ‘thermistor’ core within the
same inconel tube. One of the two wires in
the Kidde sensing system is contacted to
casing at each end and acts as an internal
ground
• The second wire is a hot lead (above
ground potential) that provides a current
signal when ceramic core material
changes its resistance with change in
temperature. The ceramic core resistance
will drop and thereby, wire will conduct
more current than usual; from this the

30. • Pneumatic Sensing System:
31
FIRE AND OVERHEAT DETECTOR SYSTEMS: PNEUMATIC LENGTH
Systron-Donner Pneumatic Sensing System
Systron-Donner
• Fire Loops can work on Pressure Sensing
• It provides its detection signal by way of
an expanding internal gas in the loop
system that acts on a diaphragm sensor
causing a switch to activate
• This system is calibrated to sense both
the high gas pressure caused by heat
from a fire and a low-pressure cause by
a leaking gas loop.

31. • Pneumatic Sensing System:
32
FIRE AND OVERHEAT DETECTOR SYSTEMS: PNEUMATIC LENGTH
Systron-Donner Pneumatic Sensing System
Systron-Donner

32. • Inertia Switch: An electrical switch
that is actuated by the sudden
acceleration of an aircraft. Inertia
switches are used in emergency for
locator transmitters, which get
activated when the aircraft decelerates
rapidly during crash landings
• Crash switches: used to perform
functions like switching off the fuel su
pply, firing fire extinguishers and
inhibiting other possible energy
systems to prevent sparking
33
ACCIDENT AND CRASH DETECTOR SYSTEMS
• Other fire protection systems operate on motion
sensing
Crash Switches Isolate Engine Feed system
5 Min Break Back at 15.07

33. • Inertia Switch: An electrical switch
that is actuated by the sudden
acceleration of an aircraft. Inertia
switches are used in emergency for
locator transmitters, which get
activated when the aircraft decelerates
rapidly during crash landings
• Crash switches: used to perform
functions like switching off the fuel su
pply, firing fire extinguishers and
inhibiting other possible energy
systems to prevent sparking
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DETECTOR CIRCUITS
• Other fire protection systems operate on motion
sensing
Crash Switches Isolate Engine Feed system

34. 35
FIRE AND OVERHEAT DETECTOR SYSTEMS: FIRE DETECTION UNITS
Engines and APU Fire Detection Panel Units
• Located in the cockpit.
• Fire detection systems provide aural
and visual alerts and test switches
for the pilot
• A fire detection control panel will
contain both the A and B
continuous loop warning lights for
the Engines and APU.
Fire Detection Control Panel Unit

35. 36
FIRE AND OVERHEAT DETECTOR SYSTEMS: FIRE DETECTION UNITS
Cargo Fire Detection Panel Units
• Located in the cockpit.
• Fire detection systems provide aural
and visual alerts and test switches for
the pilot
• A fire detection control panel will
contain both the A and B continuous
loop warning lights for the AFT and
FWD cargo areas and other specific
areas
Cargo Fire Detection Control Panel Units

36. 37
FIRE AND OVERHEAT DETECTOR SYSTEMS: SMOKE DETECTION
Locations of smoke detection
Smoke Detection
• Smoke Detection is also required in certain areas of an aircraft. Smoke can
be the start of a more serious fire event and it could allow preventative
action to take place to stop a fire
Baggage Holds
Toilets
Equipment Bays
Cabin Areas
• Usual areas for smoke detection are:

37. 38
FIRE AND OVERHEAT DETECTOR SYSTEMS: SMOKE DETECTION
Smoke detection in Cargo
Smoke Detection
and Toilet area (Ionisation Type)

38. 39
FIRE AND OVERHEAT DETECTOR SYSTEMS: SMOKE DETECTION
Light Reflection Smoke Detector
Smoke Detector Operation
• A Smoke Detector typically uses a photo
electric cell to sense the smoke in the air
• Air containing smoke will refract the light on
the photocell and cause a change in its
resistance
• When at least 10% of the air
entering a smoke detector is seen
as smoke then the alarm will
be triggered
• Smoke detectors are normally roof mounted
throughout the aircraft and they can have self
testing switches and power indicators

39. 40
FIRE AND OVERHEAT DETECTOR SYSTEMS: SMOKE DETECTION
Carbon Monoxide Detector
• Carbon monoxide is a colourless, odourless gas that is a by-
product of incomplete combustion. Exceedingly small
amounts 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. Mostly
found on reciprocating engine aircraft
• An exhaust shroud heat exchanger provides cabin heat
• There are several types of carbon monoxide detectors.
Electronic detectors are common. Some are panel mounted
and others are portable
Sources of Carbon Monoxide

40. 41
FIRE AND OVERHEAT DETECTOR SYSTEMS: SMOKE DETECTION
Carbon Monoxide Detector Types
• Portable Chemical color-change types are also
common
• Some are simple buttons, cards, or badges that
have a chemical applied to the surface
• Others are indicator tubes made by ‘Drager’
• Normally, the colour of the chemical is tan
• In the presence of carbon monoxide, the
chemical darkens to grey or even black
CO Electronic and Tube
Monitoring

41. 42
FIRE AND OVERHEAT DETECTOR SYSTEMS: TROUBLESHOOTING
• A Smoke Detector typically uses a photo electric cells. All sensors should be
checked for both cleanliness and security. Continuity of sensor wiring can be
checked with an ohm meter while the serviceability of the insulation can be tested
with an approved insulation tester. Each smoke detector may have a test switch or
alternately a small amount of smoke can be used to activate it
• Thermocouple detection systems there may be several sensors, but the overall
circuit resistance should not exceed 5 ohms
• Continuous loop systems. They normally have complex self monitoring and
testing built in to check the fire loop. Removal of the loop may also be required
to test the loop
• Fire detection loops and wires must be securely fastened to prevent wear with
vibration
• Always follow the system and the aircraft engine manufacturers maintenance
instructions

42. 43
FIRE AND OVERHEAT DETECTOR SYSTEMS: FLAME DETECTION
IR Optical Flame Detection (OFD)
• OFD utilises infrared band to sense fires. Infrared
energy generated by the excitation of CO2
molecules in a hydrocarbon fire impinges upon the
sensor, which in turn produces a micro volt electrical
signal
• This signal is then amplified to a level that allows it
to be processed. The digital signal processing
circuitry discriminates between the flicker from fire
and background infrared sources such as a hot
engine for engine compartment applications
• It will also discriminate against non fire sources
such as natural and man-made light
IR Optical Flame Detectors

43. 44
FIRE AND OVERHEAT DETECTOR SYSTEMS: FLAME DETECTION
UV Optical Flame Detection (OFD)
• Ultraviolet (UV) detectors work by detecting the UV
radiation emitted at the instant of ignition
• While capable of detecting fires and explosions within 3 -
4 milliseconds, a time delay of 2 - 3 seconds is often
included to minimize false alarms which can be triggered
by other UV sources such as lightning, radiation,
and sunlight
• UV detectors typically operate with wavelengths shorter
than 300 nm to minimize the effects of
natural background radiation
• The solar blind UV wavelength band is also easily blinded
by oily contaminants
UV Optical Flame
Detectors

44. 45
Ionization Smoke Detector
• Some aircraft use an ionization type smoke
detector (Toilets)
• The system generates an alarm signal (both
horn and indicator) by detecting a change in
ion density (N2 and O2 comparison) 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 Ionising smoke Detector Sensor
FIRE AND OVERHEAT DETECTOR SYSTEMS: SMOKE DETECTION

45. 46
Two Types of Overheat Detector
• Fixed temperature heat detectors: Common type
heat sensitive eutectic alloy reaches the eutectic
point changing state from a solid to a liquid where
signal is sent to alarm amplifier
• Rate-of-Rise (ROR) heat detectors operate on a
rapid rise in element temperature of 6.7° to 8.3°C
(12° to 15°F) increase per minute, can operate at a
lower temperature fire condition than would be
possible if the threshold were fixed. Signal sent in
the same manner as fixed detector when activated Overheat Indicator
FIRE AND OVERHEAT DETECTOR SYSTEMS: HEAT DETECTION
5 Min Break Back at 16.00

46. 47
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS
Locations of fire extinguishers
Fire Extinguishers
Engines
APU
Baggage Holds
• Fire Extinguishing Systems are used
when the fire has started
• A fire extinguishing system relies heavily
on the fire detection system to alert the
pilot
• The pilot then can take the appropriate
action to extinguish the fire
• They are located is areas such as:

47. 48
Control Panel & Fire
Bottle
Fire Extinguishers
• A Fire Extinguishing System consists of a control panel
located in the cockpit and used by the pilot to activate the
pressurised extinguishing agent stored in bottles
• Extinguishing agent (compressed gas) bottles stored in either
the wheel bays or alternate places where they can be
accessed for servicing
• The extinguisher pipe distribution system including valves
and ports and extend throughout the aircraft and in the
engine APU Bays where required
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS

48. 49
Control Panel & Fire
Bottle
Fire Extinguishers operation
• The operating function of a twin-engine fire
extinguishing system is:
• Two fire bottles containing fire retarding Halon gas
and fitted with two outlets are connected to engines
and a control panel
• Each bottle is controlled by the corresponding fire
handle on the pilot's fire control panel
• Fire bottles have an explosive charge located at each
if its discharge port. These are activated by an
applied voltage triggered by the fire handle
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS
Explosive charge at
discharge port

49. 50
2 Engines & 2 Fire Bottle crossover cover
Fire Extinguishers operation
• Each engine has a fire bottle
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS
• In the event of a fire in the No 1
ENGINE the pilot pulls the No 1
fire handle and a voltage sets off
the charge on the No 1 fire bottle
releasing all the fire-retardant gas
to the No 1 engine (1st Shot)
• If the fire persists, the pilot has the
option of releasing the No 2 fire
bottle to the No 1 engine by
pulling the No 1 fire handle to its
second position(2nd Shot).

50. AIRCRAFT PROPULSION
BETEC L3 UNIT 11 LO 3 FIRE SYSTEMS 21 May 21

51. RANGE & WELCOME
 Instructor: Mark Wootton
 Heath & Safety: Trip wires, DSE exposure, seating posture
 Question & microphone policy
 Notes policy
 150 Min’s (Q&A dependent)
 Post lesson availability
52

52. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
53

53. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
54

54. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
55

55. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
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 Assignment Review and Markers Guidance
 Commence assignment structure design
 Preparing ground fire extinguisher classes overview
 Review engine cooling zones
 Review all aircraft fire indication systems

56. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
57
 Stay in class and we summarise progress 16.20
 I am available for anyone to discuss anything
 Use your time wisely
 Take your 20 min break at 15.00
 Questions?

57. 58
2 Engines & 2 Fire Bottle crossover cover
Fire Extinguishers operation
• Each engine has a fire bottle
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS
• In the event of a fire in the No 1
ENGINE the pilot pulls the No 1
fire handle and a voltage sets off
the charge on the No 1 fire bottle
releasing all the fire-retardant gas
to the No 1 engine (1st Shot)
• If the fire persists, the pilot has the
option of releasing the No 2 fire
bottle to the No 1 engine by
pulling the No 1 fire handle to its
second position(2nd Shot).

58. 59
2 Engines
&
2 Fire Bottle
crossover
cover
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS
An
empty
bottle
cannot
provide
a 2nd
Shot!

59. 60
FIRE PROCEDURE
Fire
extinguisher
operation
in an
emergency

60. 61
Halon Fire Extinguiser
Halon Gas Fire Extinguishant
• The fire extinguishing agent in the fire bottles is a
colourless and odourless gas to fight Class B and Class
C fires
• It removes both heat and oxygen from the fire (Fire
Triangle)
• The gas is called Halon 1301 and it can be used
effectively on both classes of fire
• Halons are low-toxicity, chemically stable compounds
that have been used for fire and explosion protection
from early in the last century. Halon has proven to be
an extremely effective fire suppressant. Halon is clean
(i.e., leaves no residue) and is remarkably safe for
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS

61. 62
External discharge indicators
Installed Fire Extinguisher
indicators
• Fire extinguishing systems monitor for low
pressure in the bottles and indicators can be
found on some installations
• Three colours on the outside of the aircraft
indicate the status of a fire bottle =
Serviceable
• Red disk = Slow thermal discharge has
taken place and a service is required
• Yellow disk = Full fire discharge has taken
place and replacement is required
• Pipes containing the fire retardant are normally
placarded with brown labelling
FUNCTION AND OPERATION: FIRE EXTINGUISHER SYSTEMS
Pipe Placard Labelling

62. 63
Use Procedure
Safety
FIRE EXTINGUISHER SAFETY AND TROUBLE SHOOTING
Troubleshooting
• Fault Diagnosis is carried out when a
system is not working correctly and
Maintenance Tables are contained in the
Aircraft Technical Manuals, where
technicians can diagnose system faults
Safety
• The safety precautions associated with the
use of fire detection and warning systems
must be followed iaw aircraft technical
manual
Any maintenance activity carried out on fire detection and warning systems
must be carried out iaw the relevant, and up to date, maintenance procedure

63. 64
Halon Fire
Extinguisher
Safety
Force of
extinguishant
Fire Bottle
system
servicing must
be carried out
i.a.w. current
maintenance
procedures

64. 65
Safety
FIRE EXTINGUISHER SAFETY AND TROUBLE SHOOTING
Fire extinguishing precautions prior to removal and installation or
maintenance:
• Never use standard OHM meters on the fire bottle wiring. A
standing voltage on an ohm meter leads may set off the explosive
fire bottle charge and release its gas
• Make sure that fire protection circuit breakers are pulled and
tagged prior to working on the system
• Eliminate any static charges on personnel prior to touching a fire
bottle. Ensure the aircraft is grounded by using its grounding cable
connected to an established aircraft grounding point
• When not fitted, firing cartridges (Squibs) are to be stored safety
and kept electrically shorted.

65. 66
ONBOARD PORTABLE FIRE EXTINGUISHERS: HALON
• Fires on board aircraft which occur within the aircraft cabin
or flight deck - or are potentially directly accessible from
them - arise in one of three ways:
• Fires that involve energized electrical equipment - in
aircraft cabins typically IFE (In Flight Entertainment)
systems in the passenger cabin, electrical equipment in
the galley or avionics equipment in the flight deck or
under floor avionics bay, or Personal Electronic Devices
(PEDs) carried by passengers.
• Fires in ordinary combustibles such as cloth, paper,
rubber, and many plastics - in aircraft cabins typically in
furnishings
• Fires in flammable liquids, oils, greases, tars, oil-base
paints, lacquers, and flammable gases - in aircraft cabins
Handheld Halon 1211,
or Halon 121

66. 67
AIRFIELD HANGAR PORTABLE FIRE EXTINGUISHERS
• Foam Extinguishants are water based
• What Classes of fire?
Classes A and B
• What types of fire doe’s it extinguish?
Class A - Combustible materials: wood, paper, fabric
Class B - Flammable liquids: petrol, kerosene, grease and
paint
• Foam smothers fuel oil fires so always direct it at the
back of the fire to create a blanket of foam so smother
the feeding oxygen 90L Foam Fire Extinguisher

67. 68
AIRFIELD HANGAR PORTABLE FIRE EXTINGUISHERS
• CO2 Cold Extinguishants
• What Classes?
Class B
Class E
What does types of fire doe’s it extinguish?
Class B - Flammable liquids: petrol, kerosene, grease and paint
Class E - Electrical hazards: switch boards, electrical appliances
Trolley CO2 Fire Extinguisher

68. 69
• When using CO2 fire extinguishers, all parts of the extinguisher can
become extremely cold, and remain so for a short time after operation.
Wear protective equipment or take other precautions to prevent cold
injury (such as frostbite) from occurring
AIRFIELD HANGAR PORTABLE FIRE EXTINGUISHERS: CO2
CO2 Fire Extinguishers can be dangerous
• Never use CO2 on Class D fires: As with water extinguishers, the cooling
effect of CO2 on the hot metal can cause explosive expansion of the metal
• Extreme caution must be used
when operating CO2 fire
extinguishers in closed or confined
areas. Not only can the fire be
deprived of oxygen, but so too can
the operator

69. 70
AUTOMATED OPERATIONS OF MULTI-ENGINE FIRE EXTINGUISHERS

70. 71

71. 72
AIRCRAFT PORTABLE CRASH SWITCHES
Automatic
Cut Hyds
Cut Fuel
Cut Electricity
Cut FADEC
Energise Sonar Location
Energise Fire Extinguisher
• Crash switches

72. 73
ANY QUESTIONS

73. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
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74. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
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75. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
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76. 77
ASSESSMENT REVIEW

77. PROPULSION PRINCIPLES AND APPLICATION LEARNING OBJECTIVES
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 Class exercise
 Split into teams of 4 and 5
 Prepare a 10 min PPT brief on components of Fire Systems
 Presentation prep will extend into next lesson ready for
presentations on 07 July 21
 Questions?

78. Lesson End
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