B767 200-300 BOOK 26 101 - Fire Protection.pdf

B767/26/101 Fire Protection

Boeing 767-200/300

Fire Protection Training manual For training purposes only LEVEL 1

ATA 26

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This publication was created by Sabena technics training department, Brussels-Belgium, following ATA 104 specifications. The information in this publication is furnished for informational and training use only, and is subject to change without notice. Sabena technics training assumes no responsibility for any errors or inaccuracies that may appear in this publication. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of Sabena technics training.

Contact address for course registrations course schedule information Sabena technics training [email protected]

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LIST OF EFFECTIVE PAGES 1................................................ 12 - 04 - 2012 2................................................ 12 - 04 - 2012 3................................................ 12 - 04 - 2012 4................................................ 12 - 04 - 2012 5................................................ 12 - 04 - 2012 6................................................ 12 - 04 - 2012 7................................................ 12 - 04 - 2012 8................................................ 12 - 04 - 2012 9................................................ 12 - 04 - 2012 10.............................................. 12 - 04 - 2012 11.............................................. 12 - 04 - 2012 12.............................................. 12 - 04 - 2012 13.............................................. 12 - 04 - 2012 14.............................................. 12 - 04 - 2012 15.............................................. 12 - 04 - 2012 16.............................................. 12 - 04 - 2012 17.............................................. 12 - 04 - 2012 18.............................................. 12 - 04 - 2012 19.............................................. 12 - 04 - 2012 20.............................................. 12 - 04 - 2012 21.............................................. 12 - 04 - 2012 22.............................................. 12 - 04 - 2012 23.............................................. 12 - 04 - 2012 24.............................................. 12 - 04 - 2012 25.............................................. 12 - 04 - 2012 26.............................................. 12 - 04 - 2012 27.............................................. 12 - 04 - 2012 28.............................................. 12 - 04 - 2012 29.............................................. 12 - 04 - 2012 30.............................................. 12 - 04 - 2012 31.............................................. 12 - 04 - 2012 32.............................................. 12 - 04 - 2012 33.............................................. 12 - 04 - 2012 34.............................................. 12 - 04 - 2012 35.............................................. 12 - 04 - 2012

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TABLE OF CONTENTS 1. SYSTEM PRESENTATION.......................................................................................................6 1.1. Fire & Overheat Detection. ...................................................................................................8 1.2. Functional Data Flow..........................................................................................................10 1.3. Fire Extinguishing. ..............................................................................................................12 2. ENGINE FIRE EXTINGUISHING SYSTEM. ............................................................................14 2.1. Components. .....................................................................................................................14 3. APU FIRE DETECTION & WARNING. ..................................................................................16 3.1. Functional Description........................................................................................................16 4. APU FIRE EXTINGUISHING SYSTEM...................................................................................18 4.1. General Description. ..........................................................................................................18 5. CONTROL & INDICATION. ..................................................................................................20 5.1. Functional Description........................................................................................................20 5.2. Flight Compartment Indications. ........................................................................................22 6. CARGO COMPARTMENT SMOKE DETECTION SYSTEMS ..................................................24 7. CARGO COMPARTMENT FIRE EXTINGUISHING. ...............................................................26 8. WHEEL WELL FIRE DETECTION ..........................................................................................28 8.1. Functional Description........................................................................................................28 9. WING & BODY DUCT LEAK DETECTION ............................................................................30 10. LAVATORY SMOKE DETECTION. ......................................................................................32 11. LAVATORY FIRE EXTINGUISHER.......................................................................................34

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LIST OF ILLUSTRATIONS APU FIRE DETECTION & WARNING ......................................................................................... 17 APU FIRE EXTINGUISHING SYSTEM ........................................................................................ 19 CARGO COMPARTMENT FIRE EXTINGUISHING ...................................................................... 27 CARGO COMPARTMENT SMOKE DETECTION SYSTEMS......................................................... 25 CONTROL & INDICATION ....................................................................................................... 21 ENGINE FIRE EXTINGUISHING SYSTEM ................................................................................... 15 FIRE AND OVERHEAT DETECTION............................................................................................. 9 FIRE AND OVERHEAT PROTECTION .......................................................................................... 7 FIRE EXTINGUISHING.............................................................................................................. 13 FLIGHT COMPARTMENT INDICATIONS ................................................................................... 23 FUNCTIONAL DATA FLOW (SHEET 1) ...................................................................................... 11 LAVATORY FIRE EXTINGUISHER .............................................................................................. 35 LAVATORY SMOKE DETECTION.............................................................................................. 33 WHEEL WELL FIRE DETECTION ............................................................................................... 29 WING & BODY DUCT LEAK DETECTION ................................................................................. 31

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ABBREVIATIONS AND ACRONYMS ADP AFOLTS APU BTL CB rF3 CCW CRES CW DISCH EICAS ENG FWD OVHT PRV SOV SYS

Air Driven Pump Automatic Fire/Overheat Logic/Test System Auxiliary Power Unit Bottle Monobromotrifuoromethane Counterclockwise Corrosion Resistant Steel Clockwise Discharge Engine Indicating Crew Alerting System Engine Forward Overheat Pressure Regulating Valve Shutoff Valve System t

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1. SYSTEM PRESENTATION. The 767 fire/overheat protection systems are designed to provide indication to the flight crew when a fire or overheat condition exists in an engine compartment, an APU compartment, the cargo compartments, main wheel wells and in those areas from the APU firewall to the left and right engine firewalls that have the pneumatic distribution ducting installed (duct leak system) . The lavatory systems are designed to sense fires and automatically activate its fire extinguishing system. The extinguishing systems for the engines, APU and cargo compartments are designed to put out fires in those areas and keep them out for a predetermined period. No extinguishing system is required for the wheel well fire and duct leak overheat systems.

Cargo Systems. The cargo compartments (forward, aft and bulk) use smoke detectors to sense a fire condition. The aft and bulk compartments are considered as one compartment for fire detection and extinguishing and are referred to as the AFT CARGO COMPARTMENT. One extinguishing system, used for either compartment, is designed to put out and keep out a fire for a predetermined amount of time.

Engine System. Each engine system consists of a fire detection and indication system and an overheat detection and indication system. Both engines share a common extinguishing system which may be used to put out a fire in either engine. The system is not meant to be used to put out a fire in both engines, should a fire occur in both during the same flight.

Duct Leak System. The duct leak (wing or body) system provides overheat detection and indication only.

Wheel Well System. This system provides detection and indication only. Extinguishing is provided by lowering the landing gear if the airplane is in light.

Lavatory Systems. The fire detection system provides visual and aural indications. The extinguishing system automatically activates should a fire occur in the lavatory waste container.

APU System. The APU systems are similar to the engine systems except no overheat detection and indication system is provided (only fire detection and indication). The APU system has its own dedicated extinguishing system.

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1.1. Fire & Overheat Detection. The fire detection system monitors airplane components for fire overheat or smoke conditions. Each protection area is annunciated in the cockpit. Engines. The 767 uses a dual loop, Kidde-type, detection system on the engines. The system has four detectors. The Upper firewall, lower forward, and the lower aft detectors are fire detection sensors. The upper forward detector is the engine overheat detector and is located in the pneumatic ducting area. APU. The 767 uses a dual loop, Kidde-type, fire detection system for the APU. One detector is located above the APU, in the area of the APU air inlet, and the other detector is located on the left clamshell APU access door, located beneath the APU.


Duct Overheat. The duct overheat system consists of overheat detectors that parallel the hot pneumatic duct within the airplane structure and overheat switches mounted in the engine struts. Their purpose is to detect leakage of hot air and alert the flight crew so the source can be isolated. Detected leakage is annunciated on the pneumatic panel, the Master Caution system and EICAS. Cargo Compartment Fire Protection. Fire detection in the cargo compartment is accomplished by sensing smoke as the by-product of a fire. Two smoke detectors are provided for each cargo compartment and are equipped with fans to draw air samples through the detectors. If both smoke detectors in the compartment sense sufficient smoke, it will be reported to the flight deck as a fire. Lavatory Smoke Detection. Each lavatory has one smoke detector installed that will provide a visual/aural warning to the passenger cabin crew when smoke is detected in the lavatory.

Wheel Well Fire Detection. The wheel well is protected against overheats caused by landing gear brake fires. The detector is a single loop, Fenwal-type detector mounted on the ceiling of the wheel well bay.

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1.2. Functional Data Flow. Power. The fire detector loops are automatically powered when power is applied to battery bus. When one or both loops sense a fire or overheat, this information is sent automatically to detector cards located on the P54 module. Signal Processing. Both loops are required to sense a fire or overheat when using AND logic. If one loop is failed, the system logic and test card will latch out the bad loop and reconfigure to a single loop operation on the remaining good loop. Alarm Flow. When the correct alarm signals are processed in the logic and test card, it sends alarm signals to the various indicators in the cockpit. For an engine fire these include : - Fire switch illuminated, - Fire switch unlocked, - Fuel control switch illuminated, - EICAS warning message “L (R) ENGINE FIRE”, - Discrete fire warning light, - Master warning lights, - Flight compartment fire bell. For an engine overheat indications are : - Discrete overheat annunciator light, - EICAS caution message “L (R) ENG OVHT”, - Caution aural tone, - Master caution lights,

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FUNCTIONAL DATA FLOW (SHEET 1) EFFECTIVITY ALL

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1.3. Fire Extinguishing. Engines. Two identical bottles are located behind the right sidewall of the forward cargo compartment. The bottles are plumbed such that either bottle can be fired to either engine. APU. A single APU bottle is located in the stabilizer access area, forward of the APU firewall. A single discharge tube nozzle is directed into the APU compartment from the bottle. Cargo Compartment. The fire extinguishing agent is contained in three bottles located in the forward cargo compartment. Dual squibs and manifolding allow the bottles to be discharged into either cargo compartment. This triple arrangement allows up to 195-minute extinguishing capability. Lavatory. Each lavatory is equipped with a fire extinguisher to combat trash basket fires. The fire extinguisher is heat sensitive and discharges automatically at elevated temperatures.

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2. ENGINE FIRE EXTINGUISHING SYSTEM. 2.1. Components. There are two identical engine fire extinguisher bottles located in the forward cargo compartment, behind the sidewall lining in the right rear corner. These bottles are controlled by two engine fire handles located on the P8 fire control panel. This panel also has amber discrete lights showing bottle discharge indications as sensed by bottle-mounted a pressure switch with red color coded electrical connections. Controlled length jumper wires with color-coded, heat shrink tubing (yellow for left engine extinguishing and blue for right engine extinguishing system) mate with non-interchangeable squibs on each bottle to prevent crosswiring. Operation. The bottles are plumbed such that either handle can discharge either or both bottles to its engine. The distribution tubing runs aft and follows the raceway in front of the front wing spar to both engine struts. Hard tubing, color coded yellow, connects both bottles to the left engine extinguishing system. Flexible braided hoses, identified with a strip of blue tape, connect both bottles to the right engine extinguishing system. The plumbing terminates in two strut-mounted nozzles protruding through the firewall to direct extinguishant on the fire. Squibs. A squib test module on the right side panel provides a means of checking the continuity of the bottle squibs.

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3. APU FIRE DETECTION & WARNING. 3.1. Functional Description. The APU fire detection system is similar to the engine fire detection system. The APU fire detection loops receive power from the 28 V DC battery bus. When a detector card that serves an APU fire detection loop senses a fire, it sends a signal to the automatic fire/overheat logic test system (AFOLTS) card. Normally, the AFOLTS card uses AND logic; that is, both detector loops 1 and 2 must sense a fire in order for alarm signals to generate. When an APU fire occurs, the AFOLTS card gives these indications : - The discrete warning light illuminates, - The red master warning light illuminates, - The fire bell rings, - The APU fire handle illuminates in red and unlocks, and - EICAS warning message “APU FIRE”, - The APU remote shutdown panel activates.

Like the engine fire detection system, the initiated test of the system is performed when the ENG APU/CARGO test switch is pressed on the PB test panel. Remember, this test will also produce flight compartment indications for engine fire and overheat, as well as fire indications for the cargo smoke detection system. APU shutdown is inhibited during test. The APU fire detection system also has continuous and power-up tests. These tests do not output flight compartment verification; however, failed APU loops will appear on the status and maintenance pages of EICAS. Whenever any test finds both loops defective, the system FAIL light comes on and the EICAS advisory message FIRE/OVHT SYS appears.

Also, when there is an APU fire, the APU automatically shuts down.

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4. APU FIRE EXTINGUISHING SYSTEM. 4.1. General Description. The fire extinguishing agent is CF3Br (bromotrifluoromethane) which is contained in a single bottle located forward of the APU firewall on the lower right side. When discharged, a single nozzle floods the APU compartment with extinguishing agent. The bottle is discharged by firing a squib from the flight compartment or from the APU remote control panel on the nose landing gear. Flight compartment initiation is through the APU fire handle on the P8 panel. This handle is locked down by a solenoid and is automatically released when an APU fire is detected. After pulling the fire handle, it can be rotated either direction to discharge the extinguishing bottle. A bottle discharge light on the P8 panel will illuminate when the bottle loses pressure. The APU bottle squib can be tested at the Squib Test Panel (P61).

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5. CONTROL & INDICATION. 5.1. Functional Description. A fire in the engine will display the following indications : - The discrete warning display, - The master warning light, - The fuel control switch, - The engine fire handle, - Fire bell, - An EICAS warning message. An engine overheat will provide these indications : - The master caution light, - OVHT light on the fire control panel, - An aural caution is heard (single stroke tone), - An EICAS caution message.

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5.2. Flight Compartment Indications. Operation. When the fire switch is pulled, an EICAS caution L (R) ENG SHUTDOWN is transmitted. This EICAS message will inhibit other normally shown EICAS, engine-related messages. The individual discrete lights on the individual system control panels still illuminate as shown.

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6. CARGO COMPARTMENT SMOKE DETECTION SYSTEMS The system is designed to provide a FIRE WARNING indication in the flight compartment when a predetermined amount of smoke is detected in the air of the forward or aft cargo compartments. System Description. There are separate smoke detection systems for each compartment (FWD/AFT) with redundant sample air blowers and smoke detectors. Smoke detector blowers draw air through sampling tubes and detectors whenever power is available on the airplane. A plenum pressure switch monitors blower operation and initiates switchover through control relays when failure of an operating blower is detected. The smoke detectors (FWD/AFT) are monitored and tested by AFOLTS card number 6. The AFOLTS card is normally configured to AND logic. Annunciator lights and EICAS messages are provided for the following : to indicate the location of a fire, which detector(s) sensed the smoke condition, which detector has failed or which system (FWD/AFT) has failed completely. The same test switch that is used to test the engine and APU fire detection systems is used to test the cargo smoke (fire) detection system.

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General Component Locations. The forward cargo smoke detector assembly is mounted forward of the left forward corner of the forward cargo compartment sidewall in the main equipment center. The aft cargo smoke detector assembly is mounted outboard of the aft cargo compartment’s left sidewall forward of the bulk cargo door opening. The control relays for the blowers (FWD/AFT systems) are mounted in the forward cargo handling access panel (P35). This panel is located in the forward cargo compartment forward of the cargo door. AFOLTS card No. 6 is mounted in the fire detection card file (P54). The cargo fire detectors are tested from the FIRE/OVHT test panel (P8) using the same test switch for engine and APU fire loops. General Subsystem Features. The smoke detectors are identical and interchangeable with each other. They are the same type as used in the equipment cooling system. The four blowers are identical and interchangeable. The sampling tube inlets extend through the ceiling lining of the cargo compartments. These inlets are made of a soft rubber to prevent damage to the inlets, personnel or cargo.

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7. CARGO COMPARTMENT FIRE EXTINGUISHING. Layout. Three bottles are located behind the right sidewall of the forward cargo compartment. Distribution tubing allows the bottles to be discharged to either cargo compartment. A discharge manifold pressure switch in the forward cargo compartment line is used for discharge annunciation of the number one bottle in parallel with a bottle-mounted pressure switch. This in-line switch allows more rapid annunciation of bottle charge condition. Two pressure switches in the forward and aft lines from bottles 2 & 2A are necessary because the agent is metered to provide a stream of Halon for 165 minutes.

Bottles. Bottles 1 and 2 are the same size and are filled with 80 lbs of Halon 1301. Bottle 2A has 33 lbs of agent. Each bottle is charged with dry nitrogen gas to a pressure of 360 psi. The thermal discharge port releases all the extinguisher agent into the forward cargo storage compartment anytime the pressure in the bottle rises to 1300 ±100 psig. The low pressure switch closes at 270 psi decreasing pressure and opens at 300 ±30 psi of increasing pressure.

Nozzles. The forward and aft compartments each have nozzles from both discharge systems. The spray pattern is designed to give maximum extinguishing agent coverage to the compartment areas. The aft nozzle in the aft compartment satisfies requirements in the bulk cargo compartment area. Control. The APU/CARGO fire control panel provides the controls for the extinguisher system. The arming switches arm the appropriate squib circuits for the cargo compartment selected. The extinguisher bottle discharge switch activates the bottle-mounted squibs which release the extinguisher agent. When activated, the number one bottle empties immediately. At the same time if the airplane is on the ground, bottles 2 and 2A begin to meter agent. If the airplane is in light, bottles 2 and 2A will activate 30 minutes after bottle N° 1. The number 1 bottle will extinguish the fire immediately. The number 2 and 2A bottles supplement the number 1 bottle for 165 minutes. The pressure regulator meters the extinguishing agent to the compartments so the concentration is above 3% for a total of 195 minutes (180 mm plus 15 mm reserve) . This concentration is sufficient to keep the fire extinguished. The filter dryer removes cartridge fragments and moisture from the lines. The metering nozzles provide optimum spray patterns. The squib test panel provides a method for checking continuity of the discharge squibs. EFFECTIVITY ALL

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8. WHEEL WELL FIRE DETECTION 8.1. Functional Description. Two sensors, connected in series, are attached to the top of each main wheel well. They detect a fire caused by overheated brakes. The wheel well fire detector form a single loop Fenwal detection system. A signal from any wheel well fire detector element goes to the Duct Leak and Wheel Well Fire Card, located in the P54 Fire Protection Card File. The card causes flight compartment indications of a wheel well fire. You test the wheel well fire detection system from a separate test switch, located on the P8 Fire/Ovht Test Panel. A successful test turns on all flight compartment indications for a wheel well fire. Heat in the wheel well that raises the temperature of any part of the sensor to 400 ±5°F (204 ±8°C) signals a wheel well fire. This is because the temperature sensitive insulation in the detector elements becomes more conductive as the temperature rises. The duct leak and wheel well fire card, at the alarm temperature, provides a ground to the wheel well fire indications in the flight compartment.

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9. WING & BODY DUCT LEAK DETECTION Duct leak detection consists of overheat detectors that parallel the hot pneumatic ducting within the airplane. The detection of hot air leakage is annunciated on the pneumatic panel and EICAS. Crew action will preclude hot air near fuel and/or electrical wires for an extended period of time. General Component Location. Detector thermal switches are located in each engine strut. Duct leak detection sensors (elements) for the left and right wings extend from the engine struts through the leading edge of the wings to the wing body fairing and on into the left and right air conditioning compartments to the left and right isolation valves. The body detection sensors (elements) extends from the APU fire wall to the center isolation valve, with a branch that extends to the ADP and aft cargo heating. Duct leak logic for the left wing, right wing and body is provided by the duct leak and wheel well fire card in the P54 card file. Strut leak logic is provided by the left and right bleed air control printed circuit cards located in the P50 electrical systems card file.

Strut Thermal Switches. The strut-mounted thermal switches close at 300 ±8°F (148 ±4°C), and provide a ground input to the respective bleed air control PC. The thermal switches, two per strut, are wired in a series/parallel configuration. The thermal switches automatically reset when temperature decreases below 270°F (132°C) Wing and Body Detection Sensors. The wing and body detection sensors (elements) consist of a nickel wire surrounded by an insulating material all of which is contained within a steel tube. An electrical connector is at each end of the sensing elements which when connected to other elements and/or airplane wiring provide a complete loop. The insulating material is heat sensitive and becomes more conductive with a temperature increase. When the temperature of the detector reaches 255 ±15°F (123 ±8°C), the decreased resistance value between the nickel wire and the grounded steel tube will be sensed by the M691 duct leak and wheel well fire card in the P54 Card file. The sensor elements reset when temperature decreases to 225°F (107°C).

Duct leak indication is provided on the bleed air supply panel (P5) and through the left or right EICAS computers (E8). Two test switches (DUCT LEAK, STRUT LEAK) are located on the P61 and may be used to test the system.

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WING & BODY DUCT LEAK DETECTION EFFECTIVITY ALL

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10. LAVATORY SMOKE DETECTION. The lavatory smoke detection system provides a single tone aural alert and a visual alert to the passengers and cabin crew when smoke is detected in a lavatory. System Description. The system consists of one detector assembly in each lavatory. The detectors are identical and interchangeable. General Component Locations. The detector assembly is flush mounted inside the lavatory either in the ceiling or near the ceiling, in the sidewall. General Subsystem Features. The detector assembly consist of a faceplate, housing (box), sensor unit, alarm horn and electronic circuitry. The sensor unit uses the ionization detection principle. The sensor unit incorporates a red alarm indicator to provide a visual indication when smoke is detected. Mounted within the housing, but visible through the face plate, a green power indicator is provided. Near the power indicator, a power/reset switch is installed.

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11. LAVATORY FIRE EXTINGUISHER The lavatory fire extinguisher protects the lavatory under-sink area by automatically suppressing fire in the waste compartment. Location. The extinguisher is attached to the outside of the lavatory waste chute, beneath the lavatory sink and behind a removable enclosure panel. The temperature indicator is mounted inside the waste chute below the bottle discharge nozzles. Physical Description/Features. The extinguisher consists of a reservoir, mounting bracket and two discharge nozzles (sensor and valve) The reservoir is filled with FREON 1301 (approx. 124g) and has a total weight (including bracket and nozzles) of approximately 408 grams. The reservoir has a five-year service life. The discharge nozzles have their tips filled with eutectic solder that will melt at 170°F ± 5°F (76.7°C ±2.7°C).

Access. The fire bottle may be accessed by opening the waste compartment door; then removing the enclosure panel. The panel is installed by four Dzus fasteners. The temperature indicator is accessed by opening the waste compartment door and removing the waste container. The indicator may be inspected by looking up the waste chute from the waste compartment. Operation. The fire bottle will automatically discharge, within 60 seconds, into the waste chute when the discharge nozzle tips are exposed to 170°F ± 5°F (76.7°C ± 2.7°C). Warning /Caution. The waste compartment fire extinguisher enclosure panel must be installed for dispatch.

The temperature indicator has four heat sensitive circles that turn black at different temperatures.

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B767 200-300 BOOK 26 101 - Fire Protection.pdf

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