AIRCRAFT FIRE

PROTECTION SYSTEMS
AMT 653
I. PNEUMATIC CONTINOUS LOOP
DETECTORS
Pneumatic continuous-loop detectors
consist of a sealed tube that can warn of
either overheat conditions or of specific spot
fires.
There are three primary systems presently
found on today is aircraft:
Lindberg System,
Systron-Donner System, and the
Meggitt Safety System.
II. LINDBERG SYSTEM
The Lindberg fire detection system is a
pneumatic continuous-loop type system
consisting of a stain­less steel tube filled with an
inert gas and a discrete material that is capable of
absorbing a portion of the gas. The amount of gas
the material can absorb varies with temperature.
One end of the tube is con­nected to a pneumatic
pressure switch called a responder which consists
of a diaphragm and a set of contacts. [Figure 11-
8]
II. LINDBERG SYSTEM
II. LINDBERG SYSTEM
Figure 11-8. The sensing element used with
a Lindberg continuous-loop system consists
of a stainless steel tube that is filled with an
inert gas and a gas absorbing material. One
end of the tube is sealed while the other end
is connected to a diaphragm switch.
II. LINDBERG SYSTEM
When the temperature surrounding the
sensing element rises because of a fire or
overheat condition, the discrete material
within the tube also heats up and releases the
absorbed gas. As the gas is released, the gas
pressure within the tube increases and
mechanically actuates the diaphragm switch
in the responder unit.
II. LINDBERG SYSTEM
Once the diaphragm switch closes, the
warning light illuminates and the alarm bell
sounds. Because the Lindberg system works
on the principle of gas pressure, it is
sometimes referred to as a pneumatic
system. [Figure 11-9]
II. LINDBERG SYSTEM
II. LINDBERG SYSTEM
Figure 11-9. With a Lindberg fire detection
system, power is supplied to both the
control unit and test unit by the AC bus.
When a fire or overheat condition exists,
the diaphragm switch closes, completing
the circuit for both the warning light and
the bell.
II. LINDBERG SYSTEM
To test a Lindberg system, low-voltage
alternating current is sent through the element's
outer casing. This current heats the casing until
the discrete material releases enough gas to close
the contacts in the diaphragm switch and initiate
a fire warning. When the test switch is released,
the sensing ele­ment cools allowing the discrete
material to reabsorb the gas. Once absorbed, the
contacts in the diaphragm switch open and the
fire warning stops.
III. SYSTRON DONER
SYSTEM
The Systron-Donner system is another pneumatic
continuous-loop system that utilizes a gas filled
tube with a titanium wire running through its
center as a sensing element.
The tube itself is made of stainless steel and is
filled with helium gas.
The titanium wire, on the other hand, acts as a
gas absorption material that contains a quantity of
hydrogen.
III. SYSTRON DONER
SYSTEM
III. SYSTRON DONER
SYSTEM
For protection, the wire is either wrapped
with an inert metal tape or inserted in an inert
metal tube. One end of the sensor tube is con­
nected to a responder assembly containing a
diaphragm switch that provides a warning for
both an overheat condition and a fire.
Like the Lindberg system, the Systron-
Donner sys­tem's principle of operation is
based on the gas laws.
III. SYSTRON DONER
SYSTEM
The helium gas surrounding the titanium wire provides
the systems averaging or overheat function.
At normal temperatures, the helium pressure in the tube
exerts an insufficient amount of force to close the
overheat switch.
However, when the average temperature along the
length of the tube reaches an overheat level, the gas
pressure increases enough to close the diaphragm switch
which activates the alarm. Once the source of an
overheat is removed, the helium gas pressure drops and
the diaphragm switch opens.
III. SYSTRON DONER
SYSTEM
The systems fire detection, or discrete, function
is provided by the gas-charged titanium wire.
When exposed to a localized high temperature,
such as a fire or bleed air leak, the titanium wire
releases hydrogen gas. This increases the sensor's
total gas pressure which closes the diaphragm
switch and trips the fire alarm.
III. SYSTRON DONER
SYSTEM
A typical Systron-Donner sys­tem sensor activates
a fire alarm when exposed to a flame for five
seconds. After a fire is extinguished, the sensor
core material reabsorbs the hydrogen gas and the
responder automatically resets the system.
III. SYSTRON DONER
SYSTEM
To check system integrity, the responder unit of a
Systron-Donner system contains an integrity
switch that is held closed by the normal gas
pressure exerted by the helium. When the
integrity switch is closed, depressing the test
switch results in a fire warning. However, if the
sensing element should become cut or severely
chafed, the helium gas will logic will isolate the
defective loop and reconfigure to a single loop
operation using the good loop.
IV. MEGGITT SAFETY
SYSTEM
The Meggitt Safety System is the result of the merger
of the Lindberg Company with the Systron-Donner
Company. The present Meggitt pneumatic continuous-
loop detector is very similar to the Systron-Donner
System covered above. The primary difference is in
the test circuit. The Meggitt system uses an integrity
switch that is normally closed, but held open by the
helium gas in the system. If the system is breached,
the loss of gas allows the switch to close and
illuminate a fault indication that the system is no
longer functional.
IV. MEGGITT SAFETY
SYSTEM
IV. MEGGITT SAFETY
SYSTEM
Designed for zones experiencing extremes of temperature and vibration our
pneumatic detectors have the market-defining reliability. Mean Time Between
Failure (MTBF) exceeds 500,000 hours.
How it works
The pneumatic detector has two sensing functions. When a rise in average
temperature across the whole overheat sensor raises the pressure of the helium
gas contained within the detector, an alarm is triggered. This design eliminates
the risk of false alarm from individual hotspots. The detector also uses
hydrogen to trigger an alarm when pressure increases due to highly localised
heat caused by flame or hot gases.
Protection against internal faults is provided by an additional switch, held
closed by the helium gas pressure. In the case of a leak, loss of gas pressure
causes the integrity switch to open and signal a failure.
Platforms
Airbus A320, 330, 340, 350, 380, Boeing 737, 767.
V. FLAME DETECTORS
Another type of fire detection system you are likely
to see on an aircraft is a flame detector system. Most
flame detectors consist of a photoelectric sensor that
measures the amount of visible light or infrared
radiation in an enclosed area. The sensor is placed
so it can see the surrounding area, and anytime there
is an increase in the amount of light that strikes the
cell, an electrical current is produced. Once enough
current is produced and channelled through an
amplifier, a fire warning is initiated
VI. SMOKE AND TOXIC GAS
DETECTION SYSTEMS
In addition to the engine fire detection systems just
discussed, there are a number of airframe detection systems
you should be familiar with. The most com­mon types of
detectors used in aircraft cabin areas and cargo pits are
flame detectors, smoke detectors, and carbon monoxide
detectors. Each of these are discussed in detail in the A&-P
Technician Airframe Textbook. However, it is important to
note that smoke detectors and carbon monoxide detectors
are not used to detect fires in powerplant areas. The rea­son
for this is because the air turbulence around an engine
dissipates smoke and carbon monoxide gas too rapidly for
the detector to recognize a fire.
VI. SMOKE AND TOXIC GAS
DETECTION SYSTEMS