As-08-03 (Plan-14)

ATITA POWER PLANT STUDY PLAN: 14
MODULE AS-08-03 REVISION: 00
BOOKLET:01
CONTENTS
Objectives/Advice 2
Introduction 2
Effects of Ice Formation 2
Ice Protection Requirements 3
Activity 1 3
Hot Air Ice Protection 4
Activity 2 5
Hot Air and oil Combination 6
Engine Anti-Ice System 8

Used on Heavy Jet Transport
Stator Vane Anti-Ice System 8
Activity 3 8
Nacelle Anti-Ice System 11
Electrical Anti-Ice System 15
Activity 4 15
Activity 5 17
Activity 6 19
Self Assessment 22
Self Assessment Review 23
Summary 23
Suggested Practical Activity 23
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OBJECTIVES/ADVICE
When you have completed this booklet you will be able to:-
 Describe typical anti-ice and de-icing systems.
 State the parts of an engine to be protected from ice

formation.
 Define anti-icing and de-icing.
 State the source of air for hot air anti-icing.
 Explain the operation of an anti-ice valve.
 Explain how the hot air system is protected from over pressure.
 State the type of supply normally supplied to electrical anti-ice

systems.
 Describe cyclic anti-icing.
 Name two types of electrical heating element.
 Describe the construction of an anti-ice mat and a resistive

element.
This booklet should take you about one and a half hours of study
time.
INTRODUCTION
The problem of icing may arise during flight through clouds

containing super cooled water droplets and during ground operation
in conditions of poor visibility with an air temperature near freezing.
An aircraft gas turbine engine requires protection against ice
formation occurring at the front of the engine and at the leading
edge of the air intake duct.
EFFECTS OF ICE FORMATION
Icing up of these regions can considerably restrict the airflow through

the engine, causing a loss in performance, with possible
malfunctioning of the engine.
Compressor damage may also result due to ice breaking away and
being ingested by the compressor.
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ICE PROTECTION REQUIREMENTS
An ice protection system must effectively prevent ice formation

within the operational requirements of the particular aircraft. The
system must:-
 Be reliable.
 Be easy to maintain.
 Present no excessive weight penalty.
 Cause no loss in engine performance.
ACTIVITY 1 3 Minutes
Write down the sources of heat that are used in engine anti-ice
systems.
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COMMENTS ON ACTIVITY 1
The most common sources of heat are hot air and electrically heated
elements. There is another heat source available on a gas turbine
engine and that is lubricating oil which is always hot a few minutes
after start up. This booklet deals with the air and oil systems.
BOT AIR ICE PROTECTION
The hot air system provides surface heating of the engine and/or
power plant where ice is likely to form. The affected parts are the
engine intake, the intake guide vanes, the nose cone, the leading
edge of the nose cowl and, sometimes, the front stage of the
compressor stator blades, see Fig. 1.
NOSE COWL
INTAKE GUIDE VANES
PRESSURE
REGULATION VALVE
AIR INTAKE MANIFOLD
OUTER TO NOSE COWL
Fig. 1
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Is it necessary to anti-ice the rotor blades?
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You may have thought yes, but in fact protection of the rotor blades
is rarely required because the centrifugal action disperses any ice
accretions.
Hot Air Supply
The hot air for the anti-icing system is usually taken from the last
stage of the compressor and externally ducted, through pressure
regulating valves, to the parts requiring anti-icing. When the nose
cowl requires anti-icing, hot air exhausting from the air intake
manifold may be collected and ducted to the nose cowl. Exhaust
outlets are provided to allow the air to pass into the compressor
intake or vent to atmosphere, thus maintaining a flow of air through
the system.
HOT AIR AND OIL COMBINATION
The hot air system may be supplemented by the circulation of hot oil
around the air intake as shown in Fig. 2.
INTAKE STRUT
NOSE COWLING HOT AIR VALVE
FUEL HEATER
FROM
SCAVENGE PUMP
JUNCTION BOX HOT AIR
OIL
OIL COOLER
Fig. 2 COMBINATION OF HOT AIR AND OIL ANTI-ICE SYSTEM
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The hot air system is generally used to prevent the formation of ice
and is known as an anti-icing system.
Independent Nose Cowl Anti-Icing
On some engines, the engine and nose cowl anti-icing systems are
independent. The engine nose cone is anti-iced by a continuous
unregulated supply of hot air that is tapped off the compressor and
internally ducted to the nose cone. The nose cowl receives its supply
of hot air from the high pressure compressor, via external ducting
and a pressure regulating valve.
Pressure Regulation
The pressure regulating valves are electrically actuated by manual

selection, or automatically by signals from the aircraft ice detection
system. The valves prevent excessive pressures being developed in
the system, and act also as an economy device at the higher engine
speeds by limiting the air off take from the compressor, thus
preventing an excessive loss in performance.
PRESSURE TRANSMITTER
HOT AIR VALVE
FILLET ENGINE CROSS OVER TUBE

EXHAUST MAINFOLD
ANTI-ICING AIR MANIFOLD
EXHAUST AIR LOUVRE
ENGINE ANTI-ICING MAINFOLD
ANTI-ICING FEED PIPE

NOSE COWL
PERFORATED TUBE
Fig. 3
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The pressure regulating valves are sometimes called hot air valves
and their position on an engine can be seen from Fig. 3.
ENGINE ANTI-ICE SYSTEM USED ON HEAVY JET

TRANSPORT
In some aircraft the engine anti-ice is divided into two separate

systems but is controlled by only one switch. The two systems are:-
 Stator vane anti-icing.
 Nacelle thermal anti-icing.
We will cover the stator vane protection first.
STATOR VANE ANTI-ICE SYSTEM
The stator vane anti-ice system provides a supply of bleed air to the
1st stage stator vanes (inlet vanes of front compressor). This hot air
supply prevents any ice accumulation building up.
Under what engine operating conditions will there be a

danger of ice formation build up on the stator vanes?
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Your answer should include the following:-

Ice formation on the 1st stage stator vanes may occur when an
engine is operating at low rpm and high airspeed, such as during
rapid descent. Ice formation also may occur at high rpm and low
airspeed, such as during takeoff, even though the ambient
temperature is above freezing.
System Components
A typical stator vane anti-ice system consists of a stator vane anti-ice

valve, anti-ice tubes and a valve open light for each engine.
The stator vane anti-ice system and the nacelle thermal anti-ice
system are operated simultaneously. A common switch on the pilots'
overhead panel controls the air shutoff valves for both systems.
Stator Vane Anti-Ice Valve
The stator vane anti-ice valve is an electrically actuated,

pneumatically operated air shutoff valve. It consists of an actuator,
valve housing, a shaft, a butterfly, and a visual indicator. One valve
for each engine is located on the rear compressor case at
approximately 10 o'clock position.
The piston type actuator consists of a potted switch, a solenoid

assembly, and a pneumatic piston-type valve. The actuator is bolted
to the valve and operates the valve shaft.
Nacelle Anti-Ice Module
The nacelle anti-ice module is located on the pilots' overhead panel.

The module contains a switch and two indicator lights for each
engine. One light is for the stator vane anti-ice system. The second
light is for the nacelle thermal anti-ice system.
Operation
Consider Fig. 4 on the next page. When icing conditions exist or are
anticipated, the stator vane anti-ice system is energized by
positioning the anti-ice switch to ON. This action supplies 28 volts
d.c. power to the stator vane anti-ice valve actuator solenoid and the
solenoid is energized. The solenoid slide moves inward opening a
passage to the compressed air supply which acts upon the actuator
piston.
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TO ENG 1 NACELLE THERMAL ANTI-ICE VALVE
ENG 1 STATOR VALVE

OPENS LIGHT
FAN EXIT FAIRING
STATOR
VANE ANTI-
ICE VALVE
ANTI-ICE AIR
FROM 9th STAGE
1ST STAGE STATOR VANE
Fig. 4 STATOR VANE ANTI-ICE SYSTEM SCHEMATIC
When the compressed air pressure reaches the valve operating

pressure (12.5 psig), the valve opens. Opening of the valve closes
the valve switch and completes the STATOR VALVE OPEN light circuit
and the light illuminates.
Distribution
With the stator vane anti-ice valve in the open position, the anti-icing
air passes through the external anti-ice tubes into a sealed area
between the front compressor and the fan exit fairing. The anti-icing
air enters the 1st stage stator vanes through openings at the outer
ends of the vanes. Passing through the vanes, the anti-icing air melts
the ice that has accumulated on the vanes and prevents any further
ice formation.
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The anti-icing air then emerges into .the primary air stream through
exit holes on the aft side of the vanes.
System Shut Down
Stator vane anti-icing is terminated by positioning the anti-ice switch

to OFF. This de-energizes the stator vane anti-ice valve solenoid and
the solenoid slide moves outward reversing the pressure acting on
the actuator piston, which closes off the valve. Closing off the valve
opens the valve position indicator switch, this breaks the STATOR
VALVE OPEN light circuit and the light is extinguished.
Now we will look at the nacelle anti-ice system.
NACELLE ANTI-ICE SYSTEM
Remember that this system is operated by the same switch that

operates the stator vane anti-ice system.
Hot air (or thermal) anti-icing is provided to the required number of

engine nose cowls. The heated air is taken from the engine bleed air
system through valves controlled by switches on the pilots' overhead
panel. The anti-ice system prevents the nose cowl leading edge and
lower bypasses doors (on some aircraft) from accumulating ice.
Operation
A typical engine nacelle anti-icing system consists of pneumatic

ducting, control valves, pressure and over pressure warning
switches, over pressure warning indicator lights, and the nacelle anti-
ice module.
The engine stator vane anti-icing system shares the engine nacelle
anti-icing module. The stator vane anti-icing control valves are
operated by the same switches as the nacelle anti-icing control
valves. Both systems are operated concurrently and cannot be
operated independently.
The nacelle valves OPEN indicators on the nacelle anti-ice module

come on when each valve is open and pneumatic pressure is supplied
to the valves.
Over pressure warning lights come on when pneumatic pressure

downstream of the valves exceeds a preset limit.
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System Layout
A typical layout is shown in Fig. 5 on the next page.
Fig. SYSTEM LAYOUT
The nacelle anti-icing pneumatic ducting will be identical for each

engine. The engine bleed air is taken from the pylon duct in the strut
and the bleed air is regulated between 20 and 25 psi, by the anti-
icing control valve. The anti-icing is controlled by the appropriate
engine switch on the nacelle anti-ice module.
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Pressure Sensing
On some engines the over pressure switch contacts close when the
pressure in the ducts rises to between 26 and 35 psi. This indicates
an over pressure condition causing an amber warning light on the
flight engineer's panel to come one. With decreasing pressure, the
contacts will open at 26 psi and the warning light will go out.
The warning light identifies which nacelle is affect i.e. NAC 2 and
prompts the probable cause. i.e. thermal anti-ice valve, (TAI VALVE).
Pressure Relief Valve
Should the shutoff valve fail to control the air pressure, the excessive
pressure build-up is relieved overboard by the cowl pressure relief
valve, which opens at approximately 5.5 psi.
Temperature sensing
Some type of engines in use have a temperature sensor located in

the nose cowl forward compartment which senses the temperature of
the anti-icing air and given an indication of COWL OVERHEAT on the
nacelle anti-ice control panel and closes the nacelle anti-icing control
valve to shut off the supply of heated air to the nacelle.
Test switches are sometimes provided to check circuit integrity, (Fig.

6) on the next page.
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P1 PROBE
TEMPERATURE
SENSOR
TEST
CONNECTOR
ANTI-ICE CONTROL VALVE

(SHUT OFF VALVE)
PRESSURE SWITCH
RELIEF VALVE
Fig. 6 NACELLE ANTI-ICE
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Pressure Sensor Heating
The engine pressure sensor called the P1 probe in Fig. 6 is also anti-
iced whenever the anti-ice control valve is open.
ELECTRICAL ANTI-ICE SYSTEM
The electrical system of ice protection is generally used for turbo-

propeller engine installations, as this form of protection is necessary
for the propellers. The surfaces that require electrically heating are
the air intake cowling of the engine, the propeller blades and spinner
and, when applicable, the oil cooler air intake cowling.
Propeller protection is covered in Module No.7. This booklet deals

with air intake anti-icing.
Write a short explanation of how the electrically

generated heat is communicated to the skin of the
intake.
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The heat is transferred to the intake skin by heater elements.

Sometimes they are called heater strips.
Let's now consider the construction of these heater elements.
Construction
Electrical heating pads are bonded to the outer skin of the cowlings
as shown in Fig. 7. They consist of strip conductors sandwiched
between layers of neoprene, or glass cloth impregnated with epoxy
resin. To protect the pads against rain erosion, they are coated with
a special, polyurethane-based paint.
GLASS CLOTH LAYERS
COWL
JUNCTION
BOX
ELECTRICAL ELEMENTS
CONTINUOUSLY HEATED ELEMENTS
INTERMITTENTLY HEATED ELEMENTS
Fig. 7 ELECTRICAL ICE PROTECTION
When the system is operating, some of the areas are continuously

heated to prevent an ice cap forming on the leading edges and also
to limit the size of the ice that forms on the areas that are
intermittently heated.
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What type of electrical power is used for heating the electrical

elements?
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Three phase a.c. is used as it has a very high power output and is
therefore a very effective electrical heating supply.
Types of Electrical Beating Element
In an electrical heating system, heating elements either of resistance

wire or sprayed metal, are bonded to the air intake structure. The
power supply required for heating is normally three-phase alternating
current.
In Fig. 8 the elements are of the resistance wire type and are formed
into an overshoe which is bonded around the leading edge of the air
intake cowl and also around the oil cooler air intake.
OIL COOLER INTAKE
AIR INTAKE COWLING
HEATER STRIPS
CYCLIC CONNECTOR STRIP

HEATED ELEMENT
CONTINOUSLY
HEATED ELEMENTS
OUTER SURFACE CYCLIC

HAETED ELEMENTS
RUBBER OUTER COVER
Fig. 8
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Look carefully at Fig. 2 and write down which of principles, anti-icing

or de-icing, is used.
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Your answer should include the following points:-
Anti-icing systems prevent the build up of ice; a de-icing system

allows ice accretions to form before removing them. As Fig. 2 shows
a continuously heated element and a cyclic heated element, both
systems are used.
Let's now continue.
The elements are sandwiched between layers of glass cloth

impregnated with resin. In some systems the elements may be
sandwiched between layers of rubber. The outer surfaces are, in all
cases, suitably protected against erosion by rain, and the effect of
oils, greases etc.
Cyclic Timing
The power supply is fed directly to the continuously heated elements,

and via a cyclic time switch unit to the intermittently heated
elements.
When the ice protection system is in operation, the continuously

heated areas prevent any ice forming, but the intermittently heated
areas allow ice to form, during their 'heat off' period. During the
'heat on' period, adhesion of the ice is broken and it is then removed
by aero-dynamic forces.
The cycling time of the intermittently heated elements is arranged to

ensure that the engine can accept the amount of ice that collects
during the 'heat off' period and yet ensure that the 'heat on' period is
long enough to give adequate shedding without causing any run back
icing to occur behind the heated areas.
Two Speed Cycling System
A two speed cycling system is often used to protect the spinner;’fast’

cycles at the high air temperatures when the water concentration is
usually greater and a 'slow' cycle in the lower temperature range. A
typical cycling sequence chart is shown in Fig. 9 on the next page.
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ONE COMPLETE TIME SWITCH CYCLE
0 AMPERES
SLOW SPEED 0 60 75 165 180 240 360

FAST SPEED 0 20 25 55 60 80 120
Fig. 9 TYPICAL ICE PROTECTION CYCLING SEQUENCE
Typical Time Sequence
The cyclic time switch units control the application of current in

selected time sequences compatible with prevailing outside air
temperature conditions and severity of icing. The time sequences
which may be selected vary between systems. For the system shown
in Fig. 2 the sequences are 'fast', giving one complete cycle (heat on
heat off) of 2 minutes at outside air temperatures between -6 C, and
+100 C, and 'slow', giving one complete cycle of 6 minutes at outside
air temperatures below -6oC.
Indication
Indicators light and, in some cases, an ammeter, are provided on the

appropriate cockpit control panel, to indicate the correct functioning
of the time switch circuit.
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SELF ASSESSMENT
1. Give the source of air required for anti-ice purposes.
2. Are compressor rotor blades anti-iced?
3. Are all hot air engine anti-ice systems pressure regulated?
4. Is the stator anti-ice valve operated electrically? Explain your

answer.
5. What is the approximate pressure at which the stator valve

opens?
6. Do the nacelle and stator anti-ice systems have separate

switches?
7. What electrical supply is used for anti-icing?
8. Name the two types of electrical heating element.
(a)
(b)
9. What component provides cyclic electrical heating?
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SELF ASSESSMENT REVIEW
1. The compressor.
2. No.
3. No.
4. No, it is electrically initiated and operated pneumatically.
5. 12 psi.
6. No.
7. 3-phases a.c.
8. (a) Resistance wire.
(b) Sprayed metal.
9. A cyclic time switch.
SUMMARY
This booklet introduced three ice protection systems, the hot air, the
hot oil and air, and the electrical.
It has shown where the hot air is supplied from, and how, in some
cases, it is pressure regulated. Continuously heated electrical
elements and cyclical heated element were then dealt with.
SUGGESTED PRACTICAL ACTIVITY
Arrange with the appropriate supervisor/LAME a time to look at the

ice protection system fitted to an aircraft. Try to identify the
components and pipe routes.
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BOOKLET:02
CONTENTS
Objectives/Advice 25
Introduction 25
Activity 1 26
The Ideal Detection System 27
Continuous Element Detector 28
Types of Fire wire Detector 30
Activity 2 32
Activity 3 33
Fire wire Attachment 36
Self Assessment 37
Summary 39
Suggested Practical Activities 39
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OBJECTIVES/ADVICE
 State three methods of fire control.
 State the three types of firewire.
 Describe the three firewire systems.
 Describe fire warning indications.
You will be asked to complete a number of activities as you progress.

These activities are not to test you but to try and help you to recall
experiences or activities that you may have forgotten. Don't worry if
you can't answer some of them, just go on to the next page.
This booklet should take you about an hour of study time.
INTRODUCTION
Because fire is one of the most dangerous threats to an aircraft the

regulations regarding the design and specification of potentially
hazardous areas are particularly stringent.
In the design of all gas turbine engines and their associated

installation systems there are features which reduce the possibility of
an engine fire to an absolute minimum. However, in the event of an
engine failure, which results in a fire, it is essential that there is:-
 Detection.
 Containment.
 Rapid extinction.
This booklet will deal with some aspects of fire detection.
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False Warnings
The rapid detection of a fire is essential so that the necessary

extinguishing drill can be affected before the fire becomes too large.
It is also extremely important that a fire detection system will not
give a false fire warning due to short circuiting which can result from
vibration, chafing or the ingress of moisture.
List two methods of detecting excessive heat on an aircraft.
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Well you should have written down two of these:-
(1) Overheat detectors.
(2) Rate-of-temperature-rise detectors.
(3) Flame detectors.
(4) Observation by crewmembers.
Modern aircraft do not rely on crew observation for fire detection

although one feels it would not be ignored by them.
Alternative Detectors
In addition to the above methods, other types of detectors are used

in aircraft fire protection systems, but are not used to detect engine
fires. For example, smoke detectors are better suited to monitor
areas such as baggage compartments, where materials burn slowly
or smolder. Other types of detectors in this category include carbon
monoxide detectors.
THE IDEAL DETECTION SYSTEM
No system is ideal but the manufacturers and the legislative bodies

strive to improve existing systems.
An ideal fire detector system will include as many as possible of the

following features:-
 A system which will not cause false warning under any flight or
ground condition.
 Rapid indication of a fire and accurate location of the fire.
 Accurate indication that a fire is out.
 Indication that a fire has re-ignited.
 Continuous indication for duration of a fire.
 Means for electrically testing the detector system from the

aircraft cockpit.
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 Detectors which resist damage from exposure to oil, water,

vibration, extreme temperatures, or handling.
 Detectors which are light in weight and easily adaptable to any

mounting position.
 Detector circuitry which operates directly from the aircraft

power system without inverters.
 Minimum electrical current requirements when not indicating a

fire.
 Each detector system should turn on a cockpit light, indicating

the location of the fire and have an audible alarm system.
 A separate detector system for each engine.
CONTINUOUS ELEMENT DETECTOR
A continuous-loop detector or sensing system permits more complete

coverage of a fire hazard area than any of the spot-type temperature
detectors. Continuous-loop systems are versions of the thermal
switch system. They are over heat systems that consist of heat-
sensitive units electrical circuits at a certain temperature.
There is no rate-of-heat-rise sensitivity in a continuous-loop system.
Except for the types which are enclosed within an armored sheath,
continuous elements are vulnerable to rough handling by aircraft
engineers and it is essential that every precaution is taken to
maintain the integrity of the system and to check its function at
frequent intervals. A typical engine system is shown in Fig. 1.
The continuous element detector is often referred to as a 'firewire'.
Fig. 1 TYPICAL CONTINUOUS ELEMENT INSTALLATION
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Installation
There are several types of element, each type being manufactured in

a variety of lengths and suitable for either fire detection or overheat
warning. Before fitting a new element the part number should be
checked, the element inspected for cleanliness or damage, and an
electrical check carried out to ensure that continuity and insulation
resistance are within the limits quoted in the relevant Maintenance
Manual. Testing should be carried out at normal room temperature
since an elevated temperature would result in different readings
being obtained.
Location
The location of the firewire is but is set by the aircraft manufacturer,

but is often subject to modification operating experience is gained
fig. 2 shows a typical routing.
CONNECTIONS
TO FIRE INDICATOR
FIRE
SEAL
OVERHEAT DETECTOR
FIRE DETECTOR
CONNECTIONS TO
OVERHEAT INDICATOR
ZONE 1 ZONE 2
Fig. 2 A CONTINOUS ELEMENT FIRE DETECTOR SYSTEM
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TYPES OF FIREWIRE DETECTOR
There are a number of types of firewire detector, and they usually

consist of a capillary containing a temperature sensitive material.
Various types of filling materials 'are in use, e.g.:-
 Resistive material with a negative temperature coefficient,
 Filling materials the dielectric constant of which increases with

an increase in temperature.
 Liquids which expand with an increase in temperature.
 Materials which release a gas within the capillary with an

increase in temperature.
 Pyrotechnic cord which ignites at a predetermined

temperature.
Resistive Type Sensor
The fire wire system of fire detection employs a continuous and

flexible sensing element which is fitted in the aircraft potential fire
zone. The element consists of a stainless steel capillary through the
centre of which runs an electrode insulated from the capillary by a
filling material as shown in Fig. 3. The filling material has a negative
temperature co-efficient.
STAINLESS STEEL
TUBE
FILLING CENTRAL
MATERIAL ELECTRODE
Fig. 3 RESISTIVE SENSING ELEMENT
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When the dielectric resistance of the filling material is high the

current flow from the electrode to the stainless steel tube (capillary)
is low.
When the dielectric resistance is low, the current flow from the
electrode to the capillary is high and operates the warning circuit.
Consider Fig. 4, if intense heat, over a concentrated area, occurs

then a current will flow which will be sufficient to operate the warning
circuit.
NORMAL ZONE NORMAL ZONE

TEMPERATURE TEMPERATURE
Fig. 4 Fig. 5
If the heat is felt over a large area (Fig. 5) the increase in current
flow will also be sufficient to operate the warning circuit.
The system is self re-setting on cooling down. The firewire should be

bent carefully, and radius should not be less than 1". If the firewire is
accidentally kinked, it should not be straightened due to the work
hardening which will result.
A break in the sensing element will not render the system

inoperative. Ingress of moisture at the break can cause a false fire
warning.
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Capacitive Type Sensor
The capacitive firewire is more common than resistive firewire.
The sensing element is identical to that used in the resistance

system. However, in this case the system utilizes the total
impedance and the capacitive effect of the sensing element.
Therefore, an a.c. current is required.
ACTIVITY 2 1 Minute
Name the electrical device that is similar to the capacitive type

of firewire.
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The element is in effect, a capacitor with the electrode acting as one

plate and the capillary acting as the other plate.
We shall now consider how a capacitive firewire operates.
When the dielectric strength is low the capacitance of the element

will be low. The impedance will now be high and limit the charging
current to a negligible value. The quantity of charge stored during a
charge half cycle is negligible, so no warning is given.
When the dielectric strength is high capacitance of the element will

be high. The impedance will then be low and the element will store a
greater quantity of charge. During discharge the current will operate
the warning circuit.
ACTIVITY 3 1 Minute
Will this type of system reset when it cools down?
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Yes.
Construction
The construction of the capacitive firewire is shown in Fig. 6.
STAINLESS STEEL
CAPILLARY
KEL/CHROME
STEEL CENTRE
ELECTRODE
GLASS AND
ALUMINIUM OXIDE
DIELECTRIC
Fig. 6 CAPACITIVE ELEMENT CONSTRUCTION
It is not vital that you remember the materials used for the centre
electrode and the dielectric, but you must remember how fragile the
firewire is. Even the slightest damage can cause false warnings and
they are very difficult to clear.
Pneumatic Type Sensor
In this case the sensor/responder consists of a stainless steel tube

containing a discrete element which has been processed to absorb a
large volume of gas during manufacture. The sensor is protected,
externally, throughout its length by a teflon insulation jacket.
When the local temperature rises to approximately 8000F the gas is

released by the discrete element. As the gas volume increases, the
pressure in the tube increases to actuate the diaphragm switch in the
responder unit. Overall heating of the sensor to approximately 325oF
causes a pressure rise and diaphragm switch actuation by a
secondary, but independent gas which is contained within the basic
stainless steel tube surrounding the discrete element.
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When the diaphragm switch closes it connects a supply to the

warning transformer. The secondary winding of the warning
transformer operates the warning light and triggers the alarm bell.
The test power unit enables the integrity of the system to be verified
from the control cabin. When the test relay is energized it connects
the test power unit to the 115 V a.c. supply. The output of the power
secondary is connected to the stainless steel tube and causes it to
heat up to the alarm value.
The three types of firewire covered in this booklet may be:-
 Single loop.
 Dual loop.
Single Loop
This is for example, one continuous loop clipped round the engine
cowl.
Dual Loop
This is in fact two independent systems.
Each sensing circuit has dual sensing loops. Each loop, A or B, is

independent of the other.
When the loop selector switch is selected to 'BOTH', loop A and loop
B must detect a fire condition before the warning system will be
activated.
If only one loop detects a fire condition while the selector is at 'BOTH'
only the associated loop light together with the fire detection loop
light will illuminate.
If the selector is switched to a single loop position (A or B) full fire

warnings will be given if the selected loop senses fire conditions.
Pressing the test buttons simulates fire conditions on the respective

sensor loop. This is done by grounding the inner electrode of one end
of the sensor loop. In this way the system is functionally checked and
the sensor loop is tested for continuity.
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FIREWIRE ATTACHMENT
The manner in which the element is attached to the structure is most
important. It is clipped 4 inches from end fittings and at
approximately 6 inch intervals along its length, and the clips, which
are often of the quick-release type, must be positioned so that no
damage can be caused to the element by rubbing or vibration.
Installation details are normally shown pictorially in the relevant
Maintenance Manual.
Care is also necessary when bending the element and curves should
be kept smooth and not less than the minimum radius quoted by the
manufacturer. Clip bushes should be correctly positioned at each clip
and care taken to eliminate strain on the element. Excessive bending
could result in work-hardening of the capillary, so that kinks or bends
which are within the specified limits should be left and not
straightened. Elements vary slightly in length and any excess should
be spread throughout the run.
36 of 94
SELF ASSESSMENT
Now have a go at these self assessment questions. They are not

examination questions but they will give you an idea of how well you
have done in studying this booklet.
1. Is crew observation relied upon for fire detection?
2. Is the fire wire placed in the hot or cool section?
3. Where is the firewire attached?
4. State three types of continuous sensing element.
5. Can the ingress of moisture cause a false fire warning?
6. What material is the firewire capillary made from?
7. Are the two loops of a dual loop firewire in parallel?
37 of 94
These are the correct answers:-
1. No.
2. The cool zone.
3. The cowling, or engine.
4. Capacitive, resistive and pneumatic.
5. Yes.
6. Stainless steel.
7. No.
38 of 94
SUMMARY
This booklet has covered the dectection of overheat or fire

conditions. The contruction and operation of three continuous
element systems were introduced, i.e., resistive, capacitive and
pneumatic (gas).
Booklet no. 2 of this Study Plan deals with detector units.
SUGGESTED PRATICAL ACTIVITIES
Go and have a look at the firewire system on an aircraft and identify

which type it is. Note how it is routed on the engine/ and or cowling.
39 of 94
BOOKLET:03
CONTENTS
Introduction 41
Detector Switches 42
Detector System Using Thermal Switches 42
Activity 1 42
Activity 2 44
Types of Thermal Detector Switches 46
Thermocouple Systems 50
Activity 3 50
Warning Sequence 51
Self Assessment 52
Summary 54
40 of 94
OBJECTIVES/ADVICE
 Describe three fire management methods.
 State where heat detector switches are located.
 State two types of detector switch.
 Describe how the resetting detector is adjusted.
 Describe how detector units are mounted.
 State how spot detector switches are wired.

you can't answer some of them just go on to the next page.
Off you go then. It should take you about an hour to finish.
INTRODUCTION
This booklet, like Booklet No. 1 of this Study Plan is concerned with
fire and overheats detection. In particular it covers detector switches,
how they work and how they are installed.
41 of 94
DETECTOR SWITCHES
As with the fire wire detector system there are a number of detector
systems using different detector switches. The two major types of
detector switch that we shall cover in this booklet are:-
 Thermal switch.
 Thermocouple.
DETECTOR SYSTEM USING THERMAL SWITCHES
In this system a number of lights energized by the aircraft power

system are controlled by thermal switches. These thermal switches
are heat sensitive units that operate at specified temperatures and
complete electrical circuits.
ACTIVITY 1 1 Minute
The thermal switches are part of an electrical circuit, are they

connected to the circuit in series, or in parallel?
42 of 94
In parallel for the reason given below:-
Electrical Supply
Fire detector systems are normally simple d.c. circuits in which a

number of unit detectors are connected in parallel so that actuation
of anyone detector will complete the circuit through a warning lamp.
In some circuits the detectors are connected between two wiring
loops, either of which may be supplied through a magnetic circuit
breaker.
A short circuit in the energized loop results in operation of the

magnetic circuit breaker and the supply is then routed to the second
loop, thus, preventing a spurious indication of fire. A typical
installation is shown in Fig. 1.
Fig. 1 TYPICAL UNIT DETECTOR INSTALLATION
The operating temperature of any particular unit detector depends on

its position in the engine bay and care is necessary to ensure that
the correct type is fitted at each position. Details of temperature
settings are contained in the relevant Maintenance Manual and the
setting of a particular detector is sometimes included in its part
number.
Installation
The detector units are rigidly mounted in position and are of

comparatively robust design, although severe blows could upset the
temperature setting. Installation of the electrical wiring, however,
requires considerable care, since if not adequately supported and
clipped it may chafe on the surrounding structure and eventually
cause a system failure. Contact with excessive heat, moisture, oil or
grease could also cause deterioration of the insulation, and cables
should be routed to avoid any form of contamination.
43 of 94
Circuit Arrangement
Thermal switches are connected in parallel with each other but in

series with the indicator lights as Fig. 2 shows.
INDICATOR
RESISTOR LIGHT
THERMAL SWITCHES
Fig. 2 THERMAL SWITCH FIRE CIRCUIT
As the temperature raises above a set value in anyone section of the

circuit, the thermal switch will close, completing the light circuit to
indicate a fire or overheat condition.
No set number of thermal switches is required; the exact number

usually is determined by the aircraft manufacturer. On some
installations all the thermal detectors are connected to one light; on
others there may be one thermal switch for each indicator light.
How is the circuit tested and when is the test carried out?
44 of 94
A 'press to test' may be provided. The test is carried before every

engine start. Well done if you answered correctly.
Testing the Circuit
Some warning lights are tested by completing the fire indication

circuit with a test relay as shown in Fig. 3.
INDICATOR
RESISTOR
LIGHT
DIMMING RELAY
TEST
SWITCH THERMAL SWITCH
TEST RELAY
Fig. 3 CIRCUIT TESTING
With the relay contact in the position shown, there are two possible
paths for current flow from the switches to the light. This is an
additional safety feature. Energizing the test relay completes a series
circuit and checks all the wiring and the light build.
Dimming For Cruise
Also included in the circuit shown in Fig. 3 is a dimming relay. By

energizing the dimming relay, the circuit is altered to include a
resistor in series with the light. In some installations several circuits
are wired through the dimming relay, and all the warning lights may
be dimmed at the same time.
45 of 94
TYPES OF THERMAL DETECTOR SWITCHES
The three thermal detectors which are commonly used on aircraft

today are:-
 Non-resetting detectors.
 Resetting detectors.
 Spot detectors.
The Non-Resetting Detector (Fig. 4)
This detector is intended for use where the normal ambient

temperature does not exceed 1400.
When the temperature exceeds 2100C the fusible joint melts. The
spring loaded plunger then forces off the finned head cap and closes
the contacts of an internal switch to switch on the fire warning
system.
CAP
FUSIBLE
JOINT TERMINAL
COVER
SPRING
LOADED
PLUNGER
MOVING FIXED
CONTACT CONTACT
Fig. 4 NON-RESETTING DETECTOR
The detector is tested by breaking the locking wire and unscrewing

the finned head until fire warnings are activated. After the test,
retighten the finned head and wire lock.
NOTE: After a fire warning a new finned assembly, which contains

the fusible joint must be fitted and wire locked.
46 of 94
The non-resetting detector will only be found on older aircraft,

however, you will be required to have knowledge of this type of
detector.
Far more common these days is the resetting type of detector.
The resetting detector (Fig. 5) 'consists of a steel alloy tube

containing a pair of normally open contacts mounted on a bow spring
assembly. The coefficient of expansion of the tube is high and that of
the bow springs is low.
SEALING CAP
CALIBRATING
SLEEVE
LOCK NUT
END NUT
SPRING BOWS
CONTRACTS
SKIRTED
BASE PLATE
DETECTOR TUBE
THERMAL BLOCK
TERMINAL
COVER PLATE
Fig. 5 RESETTING DETECTOR
When the tube is heated it expands causing the bow spring contacts
to close and switch on the fire warning system.
47 of 94
Maintenance
The switch requires no maintenance other than routine inspection for

damage.
The adjustment for temperature setting is locked (Fig. 6) and sealed

by the manufacturer and must not be adjusted.
COVER PLATE
LOOKING WIRE
FIXING NUT
BOSS
Fig. 6
Spot Detectors
Fig. 7 shows a Fenwal spot detector. The detector unit consists of a

bimetallic thermo switch. Most spot detectors are dual-terminal
thermo switches, electrically above ground potential.
Fig. 7 FENWAL SPOT DETECTOR
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Fenwal spot detectors are wired in parallel between two complete

loops of wiring as illustrated in Fig. 8. Thus, the system can
withstand one fault, either an electrical open circuit or a short to
ground, without giving a false fire warning.
ALARM LIGHT AND

INDIVIDUAL SPOT DETECTORS
BELL
WIRING LOOP B
28 V d.c
LOOP A
TEST SWITCH
Fig. 8 FENWAL SPOT DETECTOR CIRCUIT
A double fault must exist before a false fire warning can occur. In
case of a fire or overheat condition, the spot detector switch closes
and complete a circuit to sound an alarm.
Operation
The Fenwal spot detector system operates without a control unit.

When an overheat condition or a fire causes the switch in a detector
to close, the alarm bell sounds and a warning light for the affected
area is lighted.
49 of 94
THERMOCOUPLE SYSTEMS
The thermocouple fire warning system operates on an entirely

different principle from the thermal switch system. A thermocouple
depends on the rate of temperature rise and will not give a warning
when an engine slowly overheats or a short circuit develops. The
system consists of a relay box, warning lights and thermocouples.
Construction
The thermocouple is constructed of two dissimilar metals such as

chromel and constantan. The point where these metals are joined
and will be exposed to the heat of a fire is called a hot junction.
There is also a reference junction enclosed in a dead air space
between two insulation blocks. A metal cage surrounds the
thermocouple to give mechanical protection without hindering the
free movement of air to the hot junction.
Operation
If the temperature rises rapidly, the thermocouple produces a

voltage because of the temperature difference between the reference
junction and the hot junction. If both junctions are heated at the
same rate, no voltage will result. In the engine compartment, there
is a normal, gradual rise in temperature from engine operation:
because it is gradual, both junctions heat at the same rate and no
warning signal is given.
If there is a fire however, the hot junction will heat more rapidly than
the reference junction. The ensuing voltage causes a current to flow
within the detector circuit.
How is a fire warning communicated to the aircrew?
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The cockpit warnings are:-
 A ringing alarm bell.
 A red warning light.
WARNING SEQUENCE
Fig. 9 shows a typical system warning sequence.
The sensor senses a rise in The signal· from the sensor is

MASTER
temperature above a processed by the control unit
WARNING
predetermined level. which switches on the warnings.
FIRE
SENSOR CONTROL UNIT CONTROL
HANDLE
BELL
Sensors can be of the unit (switches,

thermocouples) or continuous (fire wire,
liquid, pyrotechnic, gas pressure) types
The warning alerts the pilot to

the fire condition
Fig. 9 TYPICAL.WARNIG SEQUENCE
51 of 94
SELF ASSESSMENT
Now have a go at these self assessment questions. They are not

examination questions but they will give you an idea of how well you
have done in studying this booklet.
If you have any difficulty with any of the questions, look back
through the booklet. All the answers are there somewhere.
1. What are the three methods of engine fire management?
2. List the two types of heat detector switches.
3. What electrical power supply is used for detector switches?
4. Are detectors connected in parallel or series?
5. Will a short circuit cause a spurious indication of fire?
6. Are thermal switch indicator lights in series or parallel with the

detectors?
7. Are all heat detector switches heat reset table?
8. What audible warning of a fire is given in the cockpit?
52 of 94
1. Containment, detection and rapid extinction.
2. Thermal switches and thermocouples.
3. D.C.
4. Parallel.
5. No.
6. Series.
7. No.
8. A ringing bell.
53 of 94
SUMMARY
We have had a look at strategically located heat detector switches

and what type of current supplies them. We have seen a typical
installation of these switches and noted their circuits.
Finally, the fire warning system applicable to both the continuous

detectors covered in Booklet No. 1 and the detector units in this
booklet were explained.
SUGGESTED PRACTICAL ACTIVITIES
Find some of these switches on an aircraft engine and notice where

they are located and how they are fixed. Then find the visual fire
warning indications in the cockpit and ask your supervisor if you can
carry out the fire tests.
54 of 94
BOOKLET:04
CONTENTS
Introduction 56
Fire Prevention 57
Activity 1 57
Activity 2 59
Activity 3
Hot and Cool Zones - U.K 61
Activity 4 62
American Zones 63
Fire Prevention 64
Fireproof Bulkheads 65
Activity 5 66
Fire Prevention Precautions 68
Self Assessment 70
Summary 72
Suggested Practical Activity 72
55 of 94
OBJECTIVES/ADVICE
 When you have completed this booklet you will be able to:-
 Define the hot and cool sections of the engine.
 Explain how flammable fluids are removed from the engine.
 State what fireproof bulkheads are made from.
 Describe what action to take if pipe lagging is soft.
 Explain how engine cowlings are made fireproof in flight.

you can't answer some of them, just go on to the next page.
You should require about one hour studying this booklet.
INTRODUCTION
This booklet deals with the methods employed by the manufacturers

to contain the hostile environment which exists around an aircraft
engine in flight. In particular, provision must be made to protect the
aircraft from those areas of the engine that operate at very high
temperatures. Should a situation occur where, say damage results in
a naked flame, the fire is held in a fire bay, detected and then
extinguished.
56 of 94
FIRE PREVENTION
The following features ensure that in the event of a failure the

possibility of ignition is kept to a minimum.
All the potential sources of inflammable fluids are isolated from the
hot section of the engine. External fuel and oil components and their
associated pipes are usually located around the compressor casings
and are separated by a fireproof bulkhead from the combustion
system, turbine and jet pipe areas.
ACTIVITY 1 1 Minute
What component parts of an engine are contained in the hot

section of the engine?
57 of 94
You should know that the hot section of the engine is the
compartment after the rearmost compressor where the combustion
section begins.
Hot Section
Fig. 1 shows the hot section of an engine, and includes the:-
 Fuel burners.
 Cans.
 Turbines.
 Exhaust.
Fig. 1 TYPICAL HOT SECTION OF ENGINE
58 of 94
ACTIVITY 2 1 Minute
What is the other section called and what parts does it contain?
59 of 94
This section is known as the 'cool' section and contains the

component parts listed in the following paragraph.
Cool Section
From Fig. 2 we see that the same line at the combustion section
separates the hot section from the cool section. Some components in
the cool section are:-
 The fan.
 Compressors.
 Fuel control.
 Air system supplies.
 Hydraulic pump.
 A.C generator.
 Bleed Valve/VIGV system.
Fig. 2 COOL AND HOT SECTIONS
60 of 94
COMMENTS OF ACTIVITY 3
The term is a ZONE and British designed aircraft have two where as
the American designed aircraft have three. Let me explain.
HOT AND COOL ZONES - U.K.
You can see from Fig. 3 that the component parts of the engine in
the zones are the same as those for the hot and cool sections in Fig.
2.
ZONE 2
ZONE 1
(HOT)
(COOL)
Fig. 3
It is more usual where British designed aircraft are concerned to

refer to these sections or compartments as:-
 Zone 1.
and
 Zone 2.
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American aircraft have three zones, what are they?
62 of 94
The American designed engine splits the cool zone into a further
section as indicated below.
AMERICAN ZONES
In the case of American engined aircraft each engine and nacelle

area is usually divided into three zones similar to the zoned nacelle
shown in Fig. 4.
ZONE I ZONE II ZONE III
Fig. 4 AMERICAN ENGINE FIRE ZONES
Zone 1 identifies the engine power section area forward of the cowl
flap trailing edges and inner ring baffles. Zone 2 identifies the engine
accessory section area between the inner ring baffles and the
firewall, and Zone 3 identifies the nacelle area aft of the firewall.
We will be looking at firewalls later on in this booklet but let's

consider first the design requirements aimed at fire prevention.
63 of 94
FIRE PREVENTION
There are a number of techniques used in an endeavour to prevent a

fire from occurring around the engines, these include:-
 Use of flameproof or fire resistant materials.

 Use of bonding to prevent arcing.
 Efficient drainage for spilled fuel/oil.
 Efficient cooling.
Fluid Carrying Pipes
All pipes which carry fuel, oil or hydraulic fluids are made fire
resistant and all electrical components and connections are made
'flameproof'.
Prevention of Arcing
Arcing, which could be caused by the discharge of static electricity, is

eliminated by suitable bonding between all components, pipes and
aircraft structure.
The pipes themselves sometimes have to be bonded where an inline

or 'T' connection is suspected of being a poor conductive joint. Flame
traps, in particular may require bonding.
Fluid Drainage
The power plant cowlings are provided with suitable drainage points
to drain any spilt inflammable fluids from engine bays, and all
permitted leakages from component seals are either collected in a
drainage tank or routed directly overboard.
Isolation of Fires
It is essential that a fire starting in any engine zone is kept within

that zone and not allowed to spread to any other part of the aircraft
Cowlings
The engine cowlings form a natural container but they are usually
made from light alloy materials and would not contain a fire under
static conditions, i.e., the aircraft on the ground.
64 of 94
However, in flight cooling airflows provided around the engine give

sufficient cooling to render the cowlings fireproof. The fireproof
bulkheads, and any cowling not served by cooling airflows are usually
manufactured from a flameproof material such as titanium or
stainless steel.
FIREPROOF BULKHEADS
Made from titanium or stainless steel the fireproof bulkheads prevent

the fire spreading to other areas. Fig. 5 shown an auxiliary power
unit (A.P.D.) compartment with the fireproof bulkhead separating the
A.P.D. from the rest of the airframe fuselage.
BULKHEAD UNION
SPRAY RING
EXTINGUISHER BOTTLE (50)
St. NO 936
St. NO 833
BLOW-OUT DOOR
FIREPROFF BULKHEAD
FIRE EXTINGUISHING PIPE
PRESSURE RELIEF BOTTLE FIRED

PIPE INDICATOR PIPE
Fig. 5 APU COMPARTMENT BULKHEADS
65 of 94
ACTIVITY 5 1 Minute
Where else would you find a fireproof bulkhead?
66 of 94
There is a fireproof bulkhead fitted between the hot and cool zone of
an engine as shown in Fig. 6.
FIRE BULKHEAD
SPRAY TUBE
Fig. 6 FIREPROOF BULKHEADS BETWEEN ZONES
Pylon Protection
Some engines are mounted on the tail of the aircraft and the tail is
separated from the engine by a fireproof bulkhead. Fig. 7 shows an
under wing pylon with its firewall protection.
WING
REAR MOUNT
BULKHEAD
ACCESS DOORS
FRONT MOUNT
BULKHEAD
FWD LOWER TORQUE
SPAR FIRE WALL BULKHEAD
AFT LOWER
SPAR
Fig. 7 UNDERWING PYLON FIREWALL PROTECTION
67 of 94
FIRE PREVENTION PRECAUTIONS
Whilst carrying out routine or On Condition maintenance the

following precautions should be taken into account:-
 Faulty assembly or mechanical failure of engines or power-

plant components can cause fire, and careful inspection is
therefore essential to ensure that fractures, cracks or leaks are
detected and rectified.
 Attention should be given to main engine and A.P.U. starter

systems, and, in particular, to ignition harnesses and to high
energy igniter plugs and leads in turbine engines. Maintenance
instructions must be carefully carried out in accordance with
the engine Maintenance Manual.
 Pipes carrying flammable fluids are routed by design as far

from exhaust systems and electrical apparatus as the
installation permits, and, if disturbed, should be re-installed so
that the original distances from such sources of ignition are not
reduced. Great care must always be exercised to ensure that
pipes are in good condition, are appropriately colour coded, are
adequately clipped and bonded, and that unions are correctly
secured so that leaks cannot occur, and that drains are clear.
 It is most important to trace the source of any flammable fluid

leakage and to rectify it immediately. Kerosene, lubricating oil,
gasoline and most hydraulic fluids will ignite spontaneously if in
contact with hot surfaces, such as exhaust pipes, Combustion
chambers, jet pipes and overheated brakes. Gasoline at
ambient temperatures and kerosene at elevated temperatures
will vaporize and form a combustible mixture with air, which
may be ignited by sparks from electrical equipment or
accumulations of static electricity.
 Fuel and oil drains should be checked for blockage and the
routing of the pipes must be clear of cowlings and brake
systems. Cowlings should be kept clean to obviate
accumulations of flammable fluids, greases and dirt.
 The flame traps or shutters of air intake systems must always

be in good condition. Flame traps will burn if combustible
sludge is allowed to accumulate on the gauze.
68 of 94
 A contributory cause of fires in engine bays is the saturation of

flexible-pipe lagging by flammable liquids. This can occur when
the outer covering (e.g. sleeving of neoprene or rubber) has
been damaged or has deteriorated, allowing seepage into the
lagging. This condition can be detected by blistering or a soggy
feel, as distinct from the hard feel of unsaturated pipes. If
pipes are in a saturated condition they should be renewed.
 Engine vibration is generally an indication of a serious defect

and can also result in the cracking of pipes or leaking of high
pressure hoses and loosening of pipe connections.
69 of 94
SELF ASSESSMENT
1. Are the turbines in the hot or cool section of the engine?
2. Are the compressors in the hot section of the engine?
3. Name three components in the cool section of the engine.
4. What materials are fireproof bulkheads made from?
5. How are fuel and oil leaks removed from the engine?
70 of 94
1. The hot section.
2. No.
3. Hydraulic pump, a.c. generator and the compressors.
4. Titanium or stainless steel.
5. By the use of drains.
71 of 94
SUMMARY
The booklet has dealt with containment methods and identified both
the British and American designated fire zones. Fireproof bulkheads
were introduced with examples of where they are fitted. Finally, fire
prevention precautions during normal servicing procedures were
covered.
This booklet has also dealt with the containment of engine fire.
Have a look at an engine and find the drains, the fireproof bulkheads
and the hot and cool sections (zones).
72 of 94
BOOKLET:05
CONTENTS
Introduction 74
Types of System 74
Fixed System 75
Carbon Dioxide (C02) Fire Extinguishing System 75
Activity 1 79
Independent System 82
Activity 2 84
Detection and Indication 85
Activity 3 86
Fire Switches 87
Discharge Indicators 88
Cartridges or Squibs 91
Extinguishants 91
Self Assessment 93
Summary 94
73 of 94
OBJECTIVES/ADVICE
When you have completed this booklet· you will be able to:-
 Describe the two shot extinguisher system.
 State the function of a cartridge.
 Explain how bottle gone indicators work.
 State how a thermal overheat is dealt with.
 Explain the methods of fire warning indication.
 Explain what happens when a fire 'T' handles is pulled.
 State how cartridge serviceability is assured.
 State the types of extinguishant used on aircraft.
If you experience difficulty with a particular part of the booklet, go

back and cover the topic again.
Off you go then. It should take you about an hour to finish.
INTRODUCTION
This booklet will deal with engine fire extinguishing systems and lists
the types of extiguishant used.
TYPES OF SYSTEM
There are three types of fire extinguishing system in general use,

they are:-
 Fixed.
 Portable.
 Mixed.
74 of 94
FIXED SYSTEM
The term 'fixed' refers to a permanently installed system of

extinguishant containers, distribution pipes and controls provided for
the protection of power plants and, where applicable, auxiliary power
units. In some types of aircraft, fixed systems may also be provided
for the protection of landing gear wheel bays and baggage
compartments.
In the types of aircraft for which fixed fire extinguisher systems are
specified, it is usual for the extinguishant to be stored in the
containers under pressure and to be discharged by electrically firing
cartridge units within the extinguisher discharge heads. The firing
circuits are controlled by switches or fire control handles in the flight
crew compartment; in the event of a crash landing the fire
extinguishers will be automatically operated.
CARBON DIOXIDE (C02) FIRE EXTINGUISHING

SYSTEM
One of the earliest types of engine fire extinguisher system still used
on older transport aircraft is the CO2 system. The system is designed
around a CO2 cylinder as shown in Fig. 1, and a remote control valve
assembly in the cockpit.
FIRE EXTINGUISFER OPERATING VALVE
MAIN DISTRIBUTION LINE
CABLE CONDUIT
CYLINDER ASSEMBLY
Fig. 1 CO2 CYLINDER INSTALLATION
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The cylinder stores the flame-smothering carbon dioxide under the

pressure required to distribute the extinguishing agent to the
engines.
The gas is distributed through tubing from the CO2 cylinder valve to
the control valve assembly in the cockpit, and then to the engines via
tubing installed in the fuselage and wing tunnels. The tubing
terminates in perforated loops that encircle the engines (Fig.2).
VENT LINE
CO2 CYLINDER
DISTRIBUTION LINES
PERFORATED LOOP
Fig. 2
76 of 94
To operate the CO2 fire extinguisher system, the selector valve must
be set for the engine that is on fire. A pull on a T-shaped control
handle located adjacent to the engine selector valve actuates the
release lever in the CO2 cylinder valve. The compressed liquid in the
CO2 cylinder flows in one rapid burst to the outlets in the distribution
line of the affected engine. Contact with the air converts the liquid
into gas and 'snow', which smothers the flame.
Two Shot System
A more sophisticated type of CO2 fire protection system is used on

many four-engine aircraft. This system is capable of delivering CO2
twice to any one of the four engines.
The fire extinguishing portion of a complete fire protection system

typically includes a cylinder or container of an extinguisher agent for
each engine and nacelle area. One type of installation provides for a
container in each of the pylons on multi-engine aircraft. This type of
system uses an extinguishing agent container similar to the type
shown in Fig. 3.
Fig. 3 FIRE EXTINGUISHER SYSTEM FOR A MULTI-ENGINE AIRCRAFT
77 of 94
This type of container is equipped with two discharge valves that are
operated by electrically discharged cartridges. These two valves are
the main and the reserve controls that release and route the
extinguishing agent to the pod and pylon in which the container is
located or to the other engine on the same wing. This type of two-
shot, crossed configuration permits the release of a second charge of
fire extinguishing agent to the same engine if another fire breaks
out, without providing two containers for each engine area.
A typical pod and pylon fire protection installation is illustrated in Fig.

4.
EXTINGUISHING AGENT CONTAINER
(RESERVE AGENT FOR NO 1 POD)
FIRE CONTROL UNIT

OVERHEAT CONTROL UNIT (TYP)
TEST RELAY
TEST RELAY
DIFFUSER ORIFICE
TO
OUTBOARD
POD
PYLON DISCHARGE
CONTINUOUS FIRE
DETECTION (SENSING)
LOOP- FWD
COMPARTMENT
CONTINOUS OVERHEAT
DETECTION (SENSING)
LOOP-AFT COMPARTMENT
FIRE EXTINGUISHER
DISCHARGE TUBE OUTLETS
Fig. 4 TYPICAL POD AND PYLON FIRE PROTECTION INSTALLATION
78 of 94
What is the purpose of the two shot fire extinguishing system?
79 of 94
Your answer should indicate that with a cross feed, the two shot
system gives a second charge of fire extinguishing agent to the same
area should another fire break out. This method has the advantage
that it does not need two sets of extinguishers for each engine.
Let's now consider the layout of a two shot system.
The layout of a system and the number of components required,

depend largely on the type of aircraft and number of power plants,
and also on whether fire protection is required for auxiliary power
units, landing gear wheel bays and baggage compartments. Fig. 5 on
the next page illustrates a typical arrangement for power plant
protection and indicates the components which, in general, form part
of any fixed system. It also indicates the discharge control method
normally adopted for multi engine fire protection.
80 of 94
PRESSURE RELIEF
SPRAY HOLES
DISCHARGE INDICATOR
DIRECTION
FLOW VALVES
STARBOARD FIRE
PORT FIRE CROSSFEED EXTINGUISHER
EXTINGUISHER PIPELINES
PORT SWITCH STARBOARD SWITCH
INDICATING FUSES OR WARNING LIGHTS
Fig. 5 TYPICAL TWO SHOT SYSTEM
Directional Flow Control Valves
These valves are a special form of non return valve designed for use
in two-shot systems to allow the contents of one or several
extinguishers to be directed into anyone power plant. The methods of
connection may vary between different aircraft systems, but the one
shown in Fig. 5 is typical.
81 of 94
Left Engine Operation
The extinguishers are controlled by individual firing switches each

having three positions; No. 1 OFF and No.2. When the port
extinguisher switch is selected to the No. 1 position, the relevant
cartridge unit in the port extinguisher is fired and the extinguisher is
discharged to the port power plant. If the fire has not been
extinguished, selection of the No. 2 position then causes the
starboard extinguisher to be discharged also into the port power
plant via the cross feed line and port directional flow valve, the latter
preventing extinguishant from entering the empty extinguisher of the
port system.
Right Engine Operation
In order to extinguish a fire in the starboard engine, the starboard

extinguisher switch is selected to its No. 1 position, and the relevant
cartridge unit is fired so that extinguishant is discharged to the
starboard power plant. If selection of the No. 2 position of the
starboard extinguisher switch becomes necessary, then the port
extinguisher will also be discharged into the starboard power plant
via the appropriate cross fed line and the starboard directional flow
valve, which prevents charging the empty starboard extinguisher.
INDEPENDENT SYSTEM
Another type of four-engine installation uses two independent fire

extinguisher systems. The two engines on one side of the aircraft are
equipped with two fire extinguisher containers (Fig. 6 on the next
page) but they are located together in the inboard pylon.
82 of 94
OUTBOARD ENGINE FIRE EXTINGUISHER

SELECTOR VALVE BOTTLE
INBOARD ENGINE
SELECTOR VALVE
DOUBLE
CHECK BOTTLE
TEE PRESSURE
GAUGE
MANI
FOLD
SAFETY DISCHARGE
PORTS (RED DISCS)
DISCHARGE INDICATOR
PORT (YELLOW DISC)
Fig. 6 DUAL CONTAINER INSTALLATION AND FITTINGS
Operation
A pressure gauge, a discharge plug and a safety discharge

connection are provided for each container. The discharge plug is
sealed with a breakable disk combined with an explosive charge that
is electrically detonated to discharge the contents of the bottle.
Safety Discharge
The safety discharge connection is capped at the inboard side of the

strut with a red indicating disk. If the temperature rises beyond a
predetermined safe value, the disk will rupture, dumping the agent
overboard.
Discharge Tube Configuration
The typical discharge tube illustrated in Fig. 7 on the next page may
vary depending upon the type and size of the turbine engine
installation.
83 of 94
DIFFUSER ORIFICE
PYLON DISCHARGE
AFT
COMPARTMENT
PWD COMPARTEMENT
FIRE EXTINGUISHER DISCHARGE TUBE OUTLETS
Fig. 7 TYPICAL DISCHARGE TUBE CONFIGURATION
A semi circular discharge tube with a Y outlet terminal encircles the

top forward area of both the aft and forward engine compartments.
Note the diffuser orifices spaced along the diffuser tubes.
A pylon discharge tube is incorporated in the inlet line to discharge

the fire extinguishing agent into the pylon area.
List three major components fitted to a container

installation.
(a)
(b)
(c)
84 of 94
The major components are:-
(a) A pressure gauge.

(b) A discharge plug.
(c) A safety discharge connection.
Operating Time
In most systems the extinguishant will dissipate in a few seconds.

More recently a system has been developed which will discharge in 1
to 2 seconds. This system is known as HRD (high rate of discharge).
Let's now move on to detection methods.
DETECTION AND INDICATION
When any section of the continuous loop circuit is exposed to an

overheat condition or fire, the detector warning lights in the cockpit
illuminate and the fire warning bell sounds. The warning light may be
located in the fire-pull handle on the instrument panel, light shield,
or fire control panel.
These fire switches are sometimes referred to as fire-pull T-handles.

As illustrated in Fig. 8 the T-handle contains the fire detection
warning light.
EXTINGUISHING AGENT
DISCHARGE SWITCH
FIRE PULL
T-HANDLE
MICROSWITCHES
T-HANDLE SHAFT
FIRE AND OVERHEAT WARNING LIGHTS
Fig. 8 FIRE PULL T-HANDLE SWITCH
85 of 94
In some models of this fire-pull switch, pulling the T-handle exposes

a previously inaccessible extinguishing agent switch and also
actuates micro-switches that energies the emergency fuel shutoff
valve and other pertinent shutoff valves.
State the other components or systems that will need to be

affected by the operation of the fire handle.
86 of 94
You should have answered that the hydraulic flow is stopped, the
pneumatic air is shut off and the integrated drive generator or its
equivalent is electrically off-loaded.
FIRE SWITCHES
In some installations the fire switch may incorporate the associated

fire warning light for a particular engine under a translucent plastic
cover, as shown in Fig. 9.
LEFT SYSTEM TRANSFER SWITCH RIGHT SYSTEM TRANSFER SWITCH
FIRE DETECTION
SYSTEMS TEST
SWITCH ENGINE FIRE SWITCHES
BELL CUTOUT
TEST FIRE
PLASTIC COVER
BOTTLE DISCHARGE
Fig. 9 FIRE DETECTION SYSTEM AND FIRE SWITCHES
In the system shown in Fig. 9 a transfer switch is provided for the

left and right fire extinguisher systems. Each transfer switch has two
positions: 'TRANS' and 'NORMAL'. If a fire occurs in the No. 4 engine,
the warning light in the No. 4 fire switch will illuminate; and with the
transfer switch in the 'NORMAL' position, the No.4 fire switch is
pulled and the No. 4 pushbutton discharge switch located directly
under the fire switch will be accessible. Activating the discharge
switch will discharge a container of fire extinguishing agent into the
No, 4 engine area.
If more than one shot of the agent is required, the transfer switch is
placed in the 'TRANS' position so that the second container can be
discharged into the same engine.
87 of 94
Fire Switch Indications
An alarm bell control permits anyone of the engine fire detection

circuits to energies the common alarm bell. After the alarm bell
sounds, it can be silenced by 'activating the bell cutout switch (Fig.
9). The bell can still respond to a fire signal from any of the other
circuits.
Fire Detection Test
Most fire protection systems for turbine engine aircraft also include a
test switch and circuitry that permit the entire detection system to be
tested at one time. The test switch is located in the centre of the
panel in Fig. 9.
DISCHARGE INDICATORS
In fire extinguisher systems of the fixed type, provision is made for

positive indication of extinguisher discharge as a result of either (a)
intentional firing, or (b) inadvertent loss of contents, i.e., pressure
relief overboard or leakage. The methods adopted are:-
 Mechanical in operation.
 Electrical in operation.
These devices are known as 'bottle gone indicators'.
Mechanical Indicators
Mechanical indicators are, in many instances, fitted in the operating

heads of extinguishers (see Fig. 10 on the next page) and take the
form of a pin which under normal conditions is flush with the cap of
the hollow junction box. When an extinguisher has been fired, and
after the charge plug has been forced down the hollow junction box,
the spigot of the plug strikes the indicator pin causing it to protrude
from the cap.
You will also notice a banjo coupling from points which an arrow
points towards a pressure relief discharge indicator. This
arrangement provides for a thermal discharge and routes the
extinguishant overboard.
88 of 94
ANNULAR MACHINE
CONTAINER
DIAPHRAGM
FLASH HOLE
OPERATING HEAD
HOLLOW CHARGE PLUG
SPIGOT
BANJO COUPLING
UNION
HOLLOW JUNCTION BOX
CAP
TO DISCHARGE
INDICATION PIN
PRESSURE RELIEF
DISCHARGE INDICATOR
Fig. 10 OPERATING HEAD
The pressure relief indicator is situated as close as possible to the

extinguisher bottle and is mounted into the aircraft skin as illustrated
in Fig. 11 on the next page.
A press fit green nylon disc fits in the groove around the rim and a
polythene moisture sealing plug into the mouth of the orifice.
89 of 94
PIPE ADAPTOR
MOISTURE SEALING PLUG
BOWL
GREEN NYLON DISC
Fig. 11 PRESSURE RELIEF INDICATOR
A pipe is connected between the indicator and the pressure relief

outlet on the extinguisher. When discharge occurs the extinguishant
flows along the pipe and blows out the sealing plug and nylon disc
revealing the bright red interior of the bowl.
Electrical Indicators
Electrical indicators are used in several types of aircraft and consist

of indicating fuses, magnetic indicators and warning lights. These are
connected in the electrical circuits of each extinguisher so that when
the circuits are energized, they provide indication that the
appropriate cartridge units have been fired. In some aircraft,
pressure switches are mounted on the extinguishers and are
connected to indicator lights which come on when the extinguisher
pressure reduces to a predetermined value. Pressure switches may
also be connected in the discharge lines to indicate actual discharge
as opposed to discharge initiation at the extinguishers.
90 of 94
CARTRIDGES OR SQUIBS
These devices are the electrical detonators that 'fire' the bottles and
they must be tested before every engine start. A 'squib' test is
provided for this and when pressed provides a circuit through the
cartridge with a current flow low enough to prevent firing the squib,
but sufficient to illuminate a green light if the squib is serviceable.
Life Control of Squibs
The service life of fire extinguisher discharge cartridges is calculated

from the manufacturer's date stamp, which is usually placed on the
face of the cartridge. The cartridge service life recommended by the
manufacturer is usually in terms of hours below a predetermined
temperature limit. Cartridges are available with a service life of
approximately 5,000 hours.
EXTINGUISHANTS
Many types of extinguishant are used by the various aircraft

manufacturers. I have listed four examples here:-
DEFINITION EXAMPLES
Gases or vapours which in Bromotrifluoromethane (Halon

concentrations up to at least 1301).
20% by volume for durations
of exposure of the order of
2 hours do not appear to
produce injury.
Gases or vapours - non toxic Carbon dioxide

but may suffocate.
Gases or vapours which in Dibromodifluoromethane (Halon

concentrations of the order 1202).
of 2 to 2 1/2% for durations
of exposure of the order of
2 hours are lethal or produce
serious injury.
Gases or vapours which in Bromochloromethane (Halon

concentrations of the order of 1011).
2 to 2 1/2% for durations of Carbon tetrachloride (Halon 104)
exposure of the order of 1 hour
are lethal or produce serious injury.
91 of 94
Gases or vapours which in Methyl bromide (Halon 1001).

concentrations of the order of
1/2 to 1% for durations of
exposure of the order of 1/2
hour are lethal or produce
serious injury.
92 of 94
SELF ASSESSMENT
1. What does the explosive charge (cartridge) on the fire bottle

do?
2. How is the cartridge fired in a fire bottle head?
3. What are the two fire warning indications?
(a)
(b)
4. What is another name for a cartridge?
93 of 94
1. Fires the fire bottle to release the extinguishant.
2. Electrically.
3. (a) A red light.
(b) A ringing bell.
4. A squib.
SUMMARY
This booklet has covered fire extinguisher system and their essential
components. The standard fire warnings have been stated and the
events that occur when the fire handle is pulled.
The booklet has also covered the safety measures and the indications
given when a bottle has been fired.
Have a look around ah aircraft undergoing maintenance. Locate the

fire extinguishers/fire bottles and their cartridges. Look at any
discharge indicators on the bottle heads.
Locate the fire warning indicators in the crew compartment.
94 of 94

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ATITA POWER PLANT STUDY PLAN: 14

MODULE AS-08-03 REVISION: 00

Effects of Ice Formation 2

Ice Protection Requirements 3

Hot Air Ice Protection 4

Hot Air and oil Combination 6

Engine Anti-Ice System 8

Stator Vane Anti-Ice System 8

Nacelle Anti-Ice System 11

Electrical Anti-Ice System 15

Self Assessment Review 23

Suggested Practical Activity 23

 Describe typical anti-ice and de-icing systems.

 State the parts of an engine to be protected from ice

 Define anti-icing and de-icing.

 State the source of air for hot air anti-icing.

 Explain the operation of an anti-ice valve.

 State the type of supply normally supplied to electrical anti-ice

 Describe cyclic anti-icing.

 Name two types of electrical heating element.

 Describe the construction of an anti-ice mat and a resistive

The problem of icing may arise during flight through clouds

EFFECTS OF ICE FORMATION

Icing up of these regions can considerably restrict the airflow through

ICE PROTECTION REQUIREMENTS

An ice protection system must effectively prevent ice formation

 Present no excessive weight penalty.

 Cause no loss in engine performance.

BOT AIR ICE PROTECTION

AIR INTAKE MANIFOLD

OUTER TO NOSE COWL

Is it necessary to anti-ice the rotor blades?

Hot Air Supply

HOT AIR AND OIL COMBINATION

NOSE COWLING HOT AIR VALVE

JUNCTION BOX HOT AIR

Fig. 2 COMBINATION OF HOT AIR AND OIL ANTI-ICE SYSTEM

Independent Nose Cowl Anti-Icing

The pressure regulating valves are electrically actuated by manual

FILLET ENGINE CROSS OVER TUBE

ANTI-ICING AIR MANIFOLD

EXHAUST AIR LOUVRE

ENGINE ANTI-ICING MAINFOLD

ANTI-ICING FEED PIPE

ENGINE ANTI-ICE SYSTEM USED ON HEAVY JET

In some aircraft the engine anti-ice is divided into two separate

 Stator vane anti-icing.

 Nacelle thermal anti-icing.

We will cover the stator vane protection first.

STATOR VANE ANTI-ICE SYSTEM

Under what engine operating conditions will there be a

Your answer should include the following:-

A typical stator vane anti-ice system consists of a stator vane anti-ice

Stator Vane Anti-Ice Valve

The stator vane anti-ice valve is an electrically actuated,

The piston type actuator consists of a potted switch, a solenoid

Nacelle Anti-Ice Module

The nacelle anti-ice module is located on the pilots' overhead panel.

TO ENG 1 NACELLE THERMAL ANTI-ICE VALVE