A380-LEVEL II - ATA 26 Fire Protection Systems

A380 TECHNICAL TRAINING MANUAL MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL II - ATA 26 Fire Protection Systems

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A380 TECHNICAL TRAINING MANUAL

LEVEL II - AT ATA 26 FIRE PROTECTION SYSTEMS S YSTEMS Fire Protection System Fire Protection System Descript ion (2) . . . . . . . . . . . . . . . . . . . . . . . . 2 Fire Protection Protection System Operation, Operation, Control Control & Indicating (2) . . . . . . 14

Smoke Detection System Cargo Cargo Smoke Detection Detection & Fire Extinguishing Extinguishing Description Description (2) . . . . 24 Avionics & In-Flight Entertainment Compartment Smoke Detection System Description Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Lavatories Lavatories Smoke Detection Detection Description (2) . . . . . . . . . . . . . . . . . . 30 Smoke Detection Detection Systems Systems Operation, Operation, Control Control & Indicating (2) . . . . 34

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MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL II - ATA ATA 26 Fire Protection Systems

TABLE OF CONTENTS

Mar 21, 2006 Page 1


FIRE PROTECTION SYSTEM DESCRIPTION (2) Engine Fire Detection General Presentation

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The technology of the Fire Detectors is electro-pneumatic. Each Fire Detector is made of sensing element and responder assembly. The responder assembly sends detection signal to the Fire Detection Unit (FDU). Two Two independent loo ps (LOOP A and LOOP B) are inst alled in each fire zone. The FDU via the Conversion Module (CM) warns the crew through Flight Warning System (FWS) and Engine/Fire Integrated Control Panel (ICP). In normal mode, when fire detection is confirmed by the FDU, the following fire warnings are triggered on: - the ENGine/ FIRE ICP, ICP, - the ENG MASTER Control Panel, - the MASTER WARN lights located on the glareshield panel, - the EWD and the SD, These visual warnings are related to aural warnings (constant repetitive repetitive chime). A Bite function monitors the condition of the FDU, of the CM and their associated inputs. The BITE function analyses, confirms the faults and stores them.

- the ECAM. Aural warnings sound through the loudspeakers. In case of engine fire on ground, the action is as follows: - the THRust levers must be on IDLE position, - the PaRKing BRaKe must be on the ON position, - all the ENG MASTER panel switches must be OFF, - the FIRE P/Bs have to be pushed to be released, - the AGENT P/Bs 1 and 2 can be pushed to discharge. In addition, a failure message is transmitted to the Central Maintenance System (CMS).

Fire And Fault Indications

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An operational test on engines, APU and L/G bay can be done in flight or on ground, controlled by the TEST P/B on Engine/Fire ICP through the single FDU. In case of engine fire, visual messages appear on: - the ENG MASTER panel with a red FIRE indication on the dedicated engine, - the ENG/FIRE ICP with a red FIRE indication on the dedicated engine, - the MASTER WARNINGS, WARNINGS, MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL II - ATA ATA 26 Fire Protection Systems

FIRE PROTECTION SYSTEM DESCRIPTION (2)

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FIRE PROTECTION SYSTEM DESCRIPTION (2) Engine Fire Extinguishing System Description The system has two main functions: - extinguish any fire in the protected zones of the nacelle as soon as possible. A fire can be due to excessive overheat or flammable fluid leaks and can endanger the A/C safety, - prevent engine fire extension: the engine is isolated from the rest of the A/C. The engine fire extinguishing system is a High Rate Discharge system. This includes the systems based on a rapid discharge (around 1 sec.) of an extinguishing agent pressurized in a vessel. The extinguishing agent is the Halon 1301. The fire extinguishing system includes for each engine: - one ENG/FIRE P/BSW installed on the ENG/FIRE ICP, - two SQUIB/DISCH (AGENT 1 and AGENT 2) P/BSWs located on the same panel, - two fire extinguisher bottles which are made up of a spherical container, a discharge head, a cartridge, and a Temperature Compensated Pressure Switch, - extinguishing lines routed in the pylon and leading to the nacelle. 1 0 2 0 L E V E L S D 6 2 M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L



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FIRE PROTECTION SYSTEM DESCRIPTION (2) Engine Fire Extinguishing (continued) Activating the Extinguisher Each SQUIB/DISCH ARGE (AGENT 1 and AGENT AGENT 2) P/BSW agrees respectively with the fire extinguisher bottle 1 and bottle 2. By acting on the ENG/FIRE P/BSW, the cartridge firing system is armed. The SQUIB legend (white) comes on after this action. The DISCH legend (amber) comes on when the Temperature Compensated Pressure Switch installed on the fire extinguisher bottle transmits a low-pressure signal (via FDU), which indicates the discharge or a leakage of the fire extinguisher bottle. Human factor point: WARNI ARNING NG:: BAT BAT BUS CONTINUALLY CONTINUALLY SUPPLIES THE EXTINGUISHING SYSTEM, SO THE SQUIB P/B MUST BE PUSHED ONLY IN CASE OF FIRE.

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FIRE PROTECTION SYSTEM DESCRIPTION (2) APU Fire Protection

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The fire protection system includes: - the fire detection sub-system, - the monitoring of fire extinguishing system, - on ground the APU automatic fire extinguishing control. The fire extinguishing system includes for each engine: - one APU/FIRE P/BSW install ed on the APU/FIRE ICP, - one SQUIB/DISCH P/BSW installed on the same panel, - one fire extinguisher bottle which is made of a spherical container, a discharge head and a cartridge, The fire detectors are installed in the APU compartment and have a single shot fire-extinguishing system. The CM is installed in a press urized area for the APU compartment. When the temperature in the monitored zone reaches the defined threshold, the detector triggers warning sequence. The FDU via the CM collects then all detector value. The FDU warns the crew through th e FWS and on the APU/FIRE ICP. ICP. The technology of the Fire detector is Electro-pneumatic. Each fire detector is made of sensing element and responder assembly. An electrically operated squib, installed on the bottle, is armed from the APU/FIRE ICP through the AGENT P/BSW for the discharge. Two Two independent loops (LOOP A and LOOP B) are installed in each fire zone. These loops are completly segregated. If overheat is detected in flight, visual messages appear on: - the APU/FIRE ICP with red FIRE indication, - the MASTER WARNINGS through the FWS, - the ECAM through the FWS. Aural warnings sound through the loudspeakers. A message is also sent to the CMS. By acting on the APU/FIRE P/BSW, the cartridge firing system is armed. On the SQUIB/DISCH P/BSW (on the APU/FIRE Integrated Control Panel), the SQUIB legend (white) comes on after this action.

The DISCH legend (amber) comes on when the Temperature Compensated Pressure Switch installed on the fire extinguisher bottle transmits a low-pressure signal (via FDU), which indicates the discharge or a leakage of the fire extinguisher bottle. In case of fire on ground, the procedure is the same except that the bottles are automatically triggered through the FDU and the APU/FIRE light comes then on. An operational test can be performed in flight or on the ground via TEST P/B on ENGINE/FIRE ICP. The BITE test is done at power up or when the CMS requests the test. This test can be done only on ground. Engine, APU and Main Landing Gear (MLG) bays fire detection are tested. Human factor point: WARNI ARNING NG:: BAT BAT BUS CONTINUALLY CONTINUALLY SUPPLIES THE EXTINGUISHING SYSTEM, SO THE SQUIB P/B MUST BE PUSHED ONLY IN CASE OF FIRE.

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FIRE PROTECTION SYSTEM DESCRIPTION (2) Landing Gear Fire Protection Four zones are protected for the Landing Gear System: - the right Wing Landing Gear (WLG) bay, - the left WLG bay, - the Body Landing Gear (BLG) bay (RH side), - the BLG bay (LH side). Each L/G compartment has two fire detectors. The L/G fire protection system uses the dual loop (LOOP A and LOOP B) principle in each L/G bay. The loops are connected in parallel and operate according to an AND logic. If overheat is detected, FDU sends signal to the FWS: - for horn master warning, - for visual MASTER CAUTION message on t he MASTER WARNINGS, WARNINGS, - for message on the ECAM. A message is also sent to the CMS. An operational test can be done in flight or on ground controlled by the test P/B on the ENGINE/FIRE ICP.




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FIRE PROTECTION SYSTEM DESCRIPTION (2) Power Supply Each FDU and CM has its own power suppl y. The channels A of the CM are supplied by the 28VDC (ESS BUS). The channels B of the CM are supplied by the 28VDC (DC BUS 2) through Solid State Power Controller (SSPC). The SQUIB 1 and the SQUIB 2 of the bottles are respectively supplied by the 28VDC (HOT BUS) and the 28VDC (ESS BUS). The AGENT AGENT P/Bs are supplied by the 28VDC (HOT BUS and ESS BUS).




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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2) General

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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2)

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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2) ENG FIRE Warning and Action




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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2) APU FIRE Warning and Action




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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2) MLG FIRE Warning




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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2) Fire Warning Test




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CARGO SMOKE DETECTION & FIRE EXTINGUISHI EXTINGUISHING NG DESCRIPTION (2) Power Supply

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The cargo smoke detection and fire extinguishing system has: - a cargo smoke panel on cockpit panel to activate and control the Fire Extinguishing System via Cabin Intercommuni cation Data System (CIDS), - two Fire Extinguishing Data Converters to monitor and ignite the squib , - three fire extinguishing bottles to store the fire-extinguishing agent Halon 1301, - four extinguishing nozzles in the FWD and five extinguishing nozzles in the AFT/BULK cargo compartments to supply the fire extinguishing agent, - one flow metering equipment downstream of the second and third bottle on a support to regulate the outflow of the bottles, and to maintain the minimal extinguishing agent concentration over the required suppression time, - one diverter valve to direct the Halon 1301 via piping system to the FWD or AFT/BULK cargo compartment. 28VDC NORMal BUS and 28VDC ESSential BUS supply the Fire Extinguishing Data Converter 1. 28VDC NORM BUS and 28VDC NORM BUS 2 supply the Fire Extinguishing Data Converter 2. If the A/C electrical PoWeR is the only EXTernal PWR AV AVAILable, the Fire Extinguishing Data Converters are supplied by the 28VDC GrouND ESS BUS. E V E L U D 6 2 M L 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L


CARGO SMOKE DETECTION & FIRE EXTINGUISHING DESCRIPTION (2)

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CARGO SMOKE DETECTION & FIRE EXTINGUISHI EXTINGUISHING NG DESCRIPTION (2)

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Test Functions In case of cargo smoke detection, the cargo smoke detectors send a discrete signal to the CIDS-Smoke Detection Function (SDF). The CIDS-SDF transmits alarm and fault indications to the Flight Warning System (FWS) and data to the Central Maintenance System (CMS) through AFDX Bus. The FWS provides the visual and acoustical alarms and fault indi cations on: - The EWD of the ECAM, - The Master Warning P/BSWs, - The loudspeakers. On the Cargo Smoke Panel: - a detected smoke in FWD (or AFT/BULK) Cargo compartment compartment is shown by a red colo red legend SMOKE on the AGENT TO FWD (or AGENT TO AFT) P/BSWs, - a squib fault is shown by the DISCH indication, - a low pressure in one of the three fire extinguishing bottles is shown by a white colored legend BTL1, BTL2 or BTL3, By operating the P/BSWs 'AGENT TO FWD' and 'AGENT TO AFT', fire the squibs of the FWD cartridges of the diverter valve. The smoke detection system offers two means of in-situ functional testing: - the Pus h To Test Test (PTT), - the Onboard Maintenance System (OMS). A Push To Test (PTT) P/BSW is provided on the cargo smoke panel to let the flight crew check the capability of the syst em to discharge in case of a fire event. The PTT is available during all flight phases and, when activated, it places all compartments falling under the category non-customized (lower deck cargo compartments, main avionics compartment, emergency avionics compartment, In-Flight Entertainment Center (IFEC), additional electronics compartment) and inaccessible by alarm condition. The active CIDS-SDF channel does the test as long as the PTT is commanded (however at least for 5 sec.). Smoke detection is MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL II - ATA ATA 26 Fire Protection Systems

not available in the respective compartments while in test condition. The cartridges inclusive associated wiring is checked either automatically (every 30 min.) or on flight crew request by the PTT. This is not a complete test of all wires necessary for firing the squibs. The double squib fault is indicated in the cockpit on the ECAM and on the cargo smoke panel, or by PTT request. The faults including the fault of one squib are transmitted to the CMS. While in interactive mode, the On-board Maintenance Terminal (OMT) allows smoke alarm testing of all compartments, and complete system condition testing. The system test does a system-wide check including all redundancies. Like the PTT condition, the active CIDS-SDF channel does the Smoke Warn Test. Since single compartments are selectively tested at a time, a smoke detection is available in all other compartments not under test. The test is carried out continuously until manually cancelled or interactive mode is no longer available.


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AVIONICS & IN-FLIGHT ENTERTAINMENT COMPARTMENT SMOKE DETECTION SYSTEM DESCRIPTION (2) Detection Function

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Pairs of duct-type smoke detectors carry out the smoke detection function. They are installed in the air extraction ducts ventilating the clusters of avionics racks. Each smoke detector relies on ducted air to continuously transport combustion particles into the housing. The smoke detectors monitor the air extracted from: - the main avionics compartment, - the emergency avionics compartment, - the In-Flight Entertainment Center (IFEC), - the rear avionics compartment (optional). The main system controller is the Cabin Intercommunication Intercommunication Data System (CIDS) - Smoke Detection Functions (SDFs), located in the CIDS directors, which manage the smoke detection function. Two Two segregated Controller Area Network (CAN) buses (C and D) allow the communication between the CIDS-SDF and the smoke detectors in the main avionics compartment, the emergency avionics compartment and the IFEC. Two other segregated CAN buses (A and B) allow the communication with the smoke detectors in the rear avionics compartment (optional). The smoke detectors are supplied with 28 VDC from the DC NORMal BUS 2 or DC ESSential BUS. In case of smoke detected by one smoke detector, a smoke signal is sent to the CIDS-SDF. If smoke is detected by both smoke detectors at the same location, an alarm status is generated; the CIDS-SDF sends a smoke warning to the Flight Warning Computer (FWC) via the Avionics Full Duplex Switched Ethernet (AFDX) network.

- the Onboard Maintenance Terminal (OMT). The operational test is triggered from the TEST P/B. This allows a momentary check of the complete chain from the smoke detector, over the CIDS-SDF to the indication system generated by the Flight Warning System (FWS) on loudspeakers and Integrated Cockpit Panels (ICPs): - AVioNiCS AVioNiCS SMOKE P/B on the VENTilation control panel, - PAX SYStem P/BSW on the Flight/ConTroL panel. This test is available during all flight p hases. When the test is in progress, smoke detection function is not available in the related compartments under test. When the OMT is in interactive mode and ground condition fulfilled, a selective test of smoke alarms in the different compartments and the performance of a complete system test can be done. As each compartment can be selectively tested, smoke detection function still available in all other compartments not under test. The test is carried out either from the TEST P/B or from the OMT; but the smoke warning tests are always done by the active CIDS-SDF only.

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The smoke detection system can be tested via: - the TEST P/B on the CARGO SMOKE overhead panel, MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL II - ATA ATA 26 Fire Protection Systems

AVIONICS & IN-FLIGHT ENTERTAINMENT COMPARTMENT SMOKE DETECTION SYSTEM DESCRIPTION (2)

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AVIONICS & IN-FLIGHT ENTERTAINMENT COMPARTMENT SMOKE DETECTION SYSTEM DESCRIPTION (2)

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LAV LA VATORIES SMOKE DETECTION DESCRIPTION (2) Electrical Power The Smoke Detection System is based on a controller-sensor architecture. The main system controller is installed in the Cabin Intercommunication Data System (CIDS) Director. The smoke detection control function is done by the CIDS-Smoke Detection Function (SDF). The CIDS-SDF is powered by the 28VDC NORMal DC BUS 2 and the 28VDC ESSential BUS. Each lavatory is a separate compartment from a fire protection point of view. A single ambient smoke d etector is installed in the lavatory ceiling adjacent to the air extraction. The smoke detector is connected to a Decoder/Encoder Unit (DEU)-B in the vicinity of the lavatory. The DEU-B is supplied with the 28VDC NORM DC BUS 2 and the 28VDC ESS BUS. In case of lavatory smoke alert, lavatory smoke detection alarm and fault signals are shown on the Flight Attendant Panel (FAP) and mini-FAP (optional). The CIDS-SDF sends also a smoke alert t hat generates visual and acoustical cockpit warnings.

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LAVATOR ORIE IES S SM SMOK OKE E DE DETE TECT CTIO ION N DES DESCR CRIP IPTI TION ON (2 (2))

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LAV LA VATORIES SMOKE DETECTION DESCRIPTION (2) Test Functions

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In case of lavatory smoke alert, a SMOKE DETECTION page appears on the FAP as a synoptic graphic and a red icon is displayed at the affected affected location. Simultaneous, the CIDS-SDF sends smoke alerts to the Flight Warning Computer (FWC) that generates: - a warning message on the Engine/Warning Display (EWD) of the ECAM, - a red MASTER WARNINGS, WARNINGS, - a repetitive chime. In the cabin, a smoke alert from the lavatory triggers t he respective Area Call Panel (ACP) and an amber light comes on. The related message is shown on all Attendant Indication Panels (AIP). Also the respective call light comes on in the flashing mode. The SMOKE P/B RESET of the Additional Attendant Panel (AAP) can be activated to silence the chime and to reset all visual warnings on the ACPs, the AIPs, and the outside wall-mounted smoke/PAX call indicator of the affected lavatory. The CIDS director transmits a signal to the DEU-A, which activates a triple low chime sequence emitted through the loudspeaker in the cabin. Maintenance data and specific tests are done by the Onboard Maintenance System (OMS) through an Onbo ard Maintenance Terminal (OMT). The OMT allows smoke alarm testing of all compartments, and complete system condition testing. The system test does a system-wide check including all redundancies. The smoke warn test is done by the active CIDS-SDF channel. 0 T 0 T D 0 L 2 8 0 6 0 Y 0 L



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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) General

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SMOKE DETECTION SYSTEMS OPERA OPERATION, TION, CONTROL & INDICATING (2)

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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) Cargo Bay Smoke Warning




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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) Avionics Compartment Smoke Warning




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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) IFE Bay Smoke Warning




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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) Smoke Warning Test by PTT for Non-Customized Areas




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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) Crew Rest Smoke Warning




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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2) Lavatory Smoke Warning




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AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE L0Y06082 MARCH 2006 PRINTED IN FRANCE AIRBUS S.A.S. 2006 ALL RIGHTS RESERVED AN EADS JOINT COMPANY WITH BAE SYSTEMS

A380-LEVEL II - ATA 26 Fire Protection Systems

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