fire protection emb 190

1. 190 ATA 26 Fire Protection System 2. 190 Issue: June06 Revision: 00 Page I FOR TRAINING ONLY Reproduction Prohibited Chapter 26-TOC Table of Content 26-00 Fire Protection System General Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The fire extinguishing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Fire detection and extinguishing system test . . . . . . . . . . . . . . . . . . 5 Fire Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fire Zone Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Fire Zone Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Ventilation Airflow Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Fan Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Engine Core Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Engine and Nacelle Drain System . . . . . . . . . . . . . . . . . . . . . . . . . 15 Engine Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 26-11 Engine Fire and Overheat Detection System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fire Detector Loop operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Engine fire/overheat detector control and indication . . . . . . . . . . . . 3 Engine fire/overheat detection system . . . . . . . . . . . . . . . . . . . . . . . 7 The fire detector pneumatic sensor . . . . . . . . . . . . . . . . . . . . . . . . . 9 Engine Fire Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Fire Detection Loops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Fire Protection System Operation . . . . . . . . . . . . . . . . . . . . . . . . . 15 Manual system test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 26-12 Apu fire - overheat detection system Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The APU fire detection system . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 APU fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 The fire detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Manual system test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 26-14 Lavatory Fire Detection System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The smoke detector function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Lavatory smoke detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Lavatory smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Built in test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 26-MEL (Example) 3. 190 Issue: June06 Revision: 00 Page II FOR TRAINING ONLY Reproduction Prohibited Chapter 26-TOC Intentionally left blank 4. 190 26-00 Fire Protection System General Introduction The fire/overheat protection system provides fire or smoke indication in the cockpit and cabin, and enables the crew to extinguish the fire. The system is made up of the fire and smoke detection subsystem and the fire extinguishing subsystem. Areas of the EMBRAER 190 that are monitored or protected by the fire protection system include: The engines, the APU, the 2 cargo compartments, the lavatories and lavatory waste bins. In addition, portable fire extinguishers are located in the cockpit and cabin. 5. Issue: June06 Revision: 00 Page 2 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 Areas that are monitored or protected by the fire protection system include: The engines The lavatory waste bins The lavatories The 2 cargo compartments The APU In addition, portable fire extinguishers are located in the cockpit and cabin. Figure 1: Fire protected areas 6. 190 The fire extinguishing system The engines and APU are monitored by a fire and overheat detection system. If a fire occurs in either the engine or APU compartment it can be extinguished by the respective fire extinguishing system. The cargo compartments are monitored by a smoke detection system. They are equipped with a single fire extinguishing system for both compartments, which is built around 2 fire extinguishing bottles. The lavatories are equipped with a smoke detection system to alert the crew. In case of a fire in the lavatory waste bins, a fire extinguisher will automatically be discharged into the waste bin. To fight a fire on board, the crew can make use of the portable fire extinguishers installed in the cabin and cockpit areas. 7. Issue: June06 Revision: 00 Page 4 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 E X T G BA 2 PULL TO SHUTOFF ROTATE TO EXTING E X T G BA 1 PULL TO SHUTOFF ROTATE TO EXTING FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST CAUTION The cargo compartments are monitored by a smoke detection system. They are equipped with a single fire extinguishing system for both compartments, which is built around 2 fire extinguishing bottles. Single fire extinguisher The lavatories are equipped with a smoke detection system to alert the crew. In case of a fire in the lavatory waste bins, a fire extinguisher will automatically be discharged into the waste bin. Figure 2: The fire extinguishing system 8. 190 Fire detection and extinguishing system test A test switch on the cockpit overhead panel allows the operator to perform a system test of the MAU`s, the integrity of the system, the detectors and the related EICAS messages. When you push the fire detection system test button, the EICAS will show the following indications: ENGINE 1/ ENGINE 2 FIRE APU FIRE FWD and /AFT BAGG SMOKE ENGINE 1/ ENGINE 2 FIRE DETECTION FAIL and APU FIRE DETECTION FAIL. The following sequence will also be initiated when the fire detection system test button is engaged: The fire handles, the APU emergency stop and APU fire extinguishing buttons illuminate, the bagg extinguisher button comes on, the master warning and caution lights flash, and the aural warning sounds. When the button is released, all messages and lights turn off. 9. Issue: June06 Revision: 00 Page 6 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 PULL TO SHUTOFF ROTATE TO EXTING 2 WARN WARN FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST APU CONTROL OFF ON MASTER START EMER STOP PULL TO SHUTOFF ROTATE TO EXTING 1 E1 FIRE E2 FIRE APU FIRE FWD BAGG SMOKE AFT BAGG SMOKE CAUT CAUT Figure 3: Fire detection and extinguishing system test 10. 190 Fire Protection System The power plant Fire Protection System is designed and installed to provide proper engine fire containment, fire and overheat detection and fire extinguishing to protect the fire zones, as well as providing shutoff means to stop falmmable fluids (fuel and hydraulic fluids) flowing into fire zones.It also includes the Engine Fire Protection Control and Indication system in the cockpit. Fire Zone Definition The CF34-10E propulsion system comprises of four compartments, Inlet, Fan, Thrust Reverser, and Engine Core Compartment.The compartments are segmented into zones to provide separation and isolation of flammable fluids from ignition sources and to prevent the spread of fire. The following are the applicable Zone classification for the CF34-10E propulsion system: 1. The Inlet Compartment is classified as an Other Zone, due to the fact that there is no flammable fluid line and component in this compartment. 2. The Fan Compartment is classified as a Fire Zone per FAR 25.1181, due to the fact that this compartment contains the engine accessory section, Nacelle Anti Icing (NAI) line, and most of the flammable fluid lines such as fuel, oil, and hydraulic fluids. 3. The Thrust Reverser Compartment is classified as a Flammable Fluid Leakage Zone instead of Fire Zone, due to the existence of Flammable Fluid Lines and Electrical Wire may become flammable fluid leak source and ignition source respectively during failure condition. 4. The Engine Core Compartment is also classified as a Fire Zone per FAR 25.1181, containing the compressor, combustor, turbine, lines or components carrying flammable fluids. 11. Issue: June06 Revision: 00 Page 8 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 INLET COMPARTMENT FAN COMPARTMENT (FIRE ZONE #1) TRAS COMPARTMENT (FLAMMABLE FLUID) ENGINE CORE COMPARTMENT (FIRE ZONE #2) Figure 4: CF34-10E Fire Zones 12. 190 Fire Zone Boundary Fire containment within the fire zone is achieved by fireproof boundaries. Other protection to prevent break out of fire from the fire zone includes the following: 1. Fire seals are provided at the interface channel to the pylon and at any removable firewall to their interface.Lines that pass from the firezone to outer locations have bulkhead fittings or are provided with tight, compliant rubber seals of thickness and mounting that have been proven to be fireproof by testing. 2. Air and fluid lines that pass through the firezone boundaries are made of steel. 3. Air vents are designed not to enlarge if hot gas or flame passes through them. 13. Issue: June06 Revision: 00 Page 10 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 Figure 5: Fire Seal 14. 190 Ventilation Airflow Description The ventilation through the fire zone is provided from the ram recovery air and Fan bypass air for the Fan Compartment and Engine Core Compart- ment respectively. Fan Compartment The fan compartment consists of the space between the engine fan case and the outer cowl, which is enclosed by the inlet aft bulkhead and the thrust reverser bulkhead.The net volume of the fan compartment is 49.5 cu ft.The Maximum Ventilation flow rate at the max speed of the aircraft that can sustain with One Engine Inoperative (OEI) at Windmilling condition is determined to be 0.73 pps. There are two separate provisions for ambient air to enter the Fan compartment in order to facilitate adequate cooling through proper installation of the internal equipment.They are: Two Upper flash inlets at the Inlet barrel LH and RH side at approximately 11 oclock and 01 oclock position, respectively. The FADEC has a dedicated cooling system and will not interfere with the nacelle cooling system. The fan compartment has one means for the air to exit back to the free stream, under normal operating conditions.This exit is the louvered exhaust vent located at the aft lower fan cowl. 15. Issue: June06 Revision: 00 Page 12 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 Figure 6: Fan Fire Zone Ventilation 16. 190 Engine Core Compartment The Engine Core Compartment consists of the space between the engine case and the engine core cowl, which is enclosed by the inner support ring core cowl. The cooling air will be provided by five holes in the cowl support ring.All five holes are located outside of the upper 90 degrees quadrant to enhance fire safety.Three holes of 0.73 diameter are installed on the same side as the airframe ECS systems and two holes (one hole of 0.73 diameter, and one hole of 0.83 diameter) on the other side.This arrangement induces a ventilating airflow from the front to the back of the compartment.This arrangement induces a ventilating airflow from the front to the back of the compartment.Cooling and ventilation air is exhausted at the aft end of the compartment through the annulus formed by the engine primary nozzle and the core cowls.Air is prohibited from exhausting through the upper 90 quad- rants by the turkey feather seal between primary nozzle and pylon. The net Volume of Engine Core Compartment is approximately 28.2 cu ft. The Maximum Ventilation flow rate at the max speed that the aircraft can sustain with One Engine Inoperative (OEI) at Windmilling condition was determined to be 0.65 pps. 17. Issue: June06 Revision: 00 Page 14 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 Inner Cowl Support Ring Figure 7: Engine Core Fire Zone Ventilation 18. 190 Engine and Nacelle Drain System The drain system provides a pathway to discharge waste fluids from the engine, nacelle cavities, and accessories. The Engine Drain system removes normal flammable fluid leakage from the Engine related systems, whilst the Nacelle Drain system provides drainage following a failure condition of any flammable fluid line or component leakage failure inside either fire zone. Engine Drain System Waste fluids are captured in tubing designed to collect the fluid and discharge the fluid overboard through drain masts that are located at the lowest point in the system. The system relies on gravity to transport the waste fluids from to the drain mast. Two drain masts are used to expel the drained fluids from the engine core compartment and Fan compartments.The masts are offset to help identify the origin of the fluid.The forward mast contains the accessory gearbox component and pad drains as well as the oil scupper and pylon drains.The aft mast contains the fuel drains from the core mounted components and the core pylon.The masts extend beyond the boundary layer of the fan cowl in order to prevent nacelle streaking with drained fluids.A drip lip is incorporat- ed into the drain mast to prevent the drained fluids from running back on the mast itself. 19. Issue: June06 Revision: 00 Page 16 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-00 Forward Lowest Region Drain holes in fittings & Skin/Exhaust Grille provide outlet 3/8 DIA HOLE TYP Forward Lowest Region Drain holes in fittings & Skin/Exhaust Grille provide outlet 3/8 DIA HOLE TYP Figure 8: Engine Drain System and Nacelle Drain System 20. 190 26-11 Engine Fire and Overheat Detection System Introduction The engine fire detection system comprises four assemblies of fire detectors, two assemblies of fire detectors installed in the Fan compartment and another two assemblies of fire detectors installed in the core compartment.Each fire detector assembly consists of two pneumatic fire detectors designated as loop A and loop B. The fire detectors are electrically connected in two loops, A and B, with 4 detectors for each loop, to the MAU that processes the electrical signal and provides related messages to the EICAS and the CMC.Both DC and DC essential power supplies provide electric powers to the associated MAU for engine fire detection systems. 21. Issue: Sept06 Page 2FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 Figure 1: Engine Core Fire Detector layout and Fan Fire Detector layout 22. 190 Fire Detector Loop operation The fire detectors will be in dual loop configuration, which means that each detector of loop A will have a correspondent detector of loop B protecting the same area. In normal operation it will use AND logic, meaning that the fire alarm will be provided in the cockpit alerting flight crew only when both loops detect fire. In the case of a fire detector failure, the failed loop will not be considered.Then the fire alarm will be provided on the flight deck when the operative loop detects fire.In this way the aircraft can be dispatched with one loop inoperative. Each dual loop fire detector has different temperature set point based on its location.This detector is able to detect overheat (average temperature) or fire (discrete air temperature). Engine fire/overheat detector control and indication In case of fire there will be a warning message on the EICAS, a Fire inscription on ITT icon/display, an aural warning in the cockpit, and a red light in the fire handle related to the engine that has the fire. Through the Master Warning lighted switch the aural warning can be cancelled as requested, while the warning message on EICAS, Fire inscription on ITT Icon/display and red light on fire handle remain ON until fire in the engine fire zone is extinguished. Besides the fire detector itself, the fire detection system is composed only of the harness, MAU and the EICAS, which adds only 0.6 sec to the alarm activation time of the fire detector to provide a fire message on the EICAS. The fire detectors integrity will be continuously monitored.When both loops of an engine are failed, a fail message, E1 FIRE DET FAIL and /or E2 FIRE DET FAIL will be displayed on the EICAS. If only one loop is inoperative, the fault message, identifying the faulty detector will be shown on the CMC only and nothing associated with the fire detector integrity will be shown on the EICAS.The message in the CMC will identify either failure on detector loop or on associated wiring. The Engine Indicating and Crew Alerting System (EICAS) is used to draw the attention of the flight crew to the existence of any aircraft system abnor- mality to enable them to take appropriate corrective action.A master alarm is used to indicate that an EICAS message has appeared.The EICAS messages related to the engine fire detection system are in term of Fire/Over- heat occasion or system Fault (both loops). A test switch is provided on the Fire control panel to manually test the engine fire detection indication integrity, fire illumination in the Fire handle, Fire messages on the EICAS, Master Warning Switches, and the aural fire alarm warning.This test switch will also test the APU fire detection system and the cargo smoke detection system. Table 1: Fire Detector Loop Set Point (Temperature Set Point C) No Dual loop Fire Detector Average Temperature Discrete Air Temperature 1 RH Fan Side (Oil Tank) 288 510 2 LH Fan Side (AGB) 288 510 3 Core Upper Case 399 593 4 Core Lower Case 399 593 23. Issue: Sept06 Page 4FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 No. EICAS Message Level Color 1 2 3 4 E1 FIRE E2 FIRE E1 FIRE DET FAIL E2 FIRE DET FAIL WARNING WARNING CAUTION CAUTION RED RED AMBER AMBER EICAS Message Fire Detection Figure 2: Fire Warning Indication on EICAS 24. 190 Figure 3: Engine fire/overheat detection system - schematic diagram W1020105422 OVE RHEAD PANEL S HUTOFF/E XTG S W 226 E A FIREHANDLE INTEGRITY S W 26 21 51 LOOP A LEFT R AIL FIR EDETECTOR (76 12 51) 426 E NGINE 2 R IGHT NACELLE FROM HOT BUS 2 POWER S UPPLY MAU 3 MIDDLE AVIONICS COMPT FIR ES W LOOP A PYLON R AIL FIR EDETECTOR ILLUMINATION PYLON B E NGINE D FIR ES W INTEGRITY S W D C INTEGRITY S W FIR ES W E FIR ES W LOOPA FIR EDETECTOR A INTEGRITY S W D ENGINE2 5230 R4120 R (26 21 51)(31 41 50) 124 LOOP A AFT R AIL FIR EDETECTORLOOP A R IGHT R AIL FIR EDETECTOR C A 7500 R 10 8 10000R OUTPUT C MAU 2 FOR WARD B B E NGINE 2 (31 41 50) 148 AVIONICS COMPARTME NT E NG2 E 25. Issue: Sept06 Page 6FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 E ICAS DC 1 POWER S UPPLY DC ES S ENTIAL 2 POWER S UPPLY DC 2 POWER S UPPLY DC ES S ENTIAL 1 POWER S UPPLY MAU 2MAU 3 MAU 1 FIR EHANDLE 1 FIR EHANDLE 2 BTL A B TL B C P S C C P S C E NGINE 1 E NGINE 2 DC 2 POWER S UPPLY DC ES S ENTIAL 2 POWER S UPPLY HOT BATT BUS 1 POWER S UPPLY HOT BATT BUS 1 POWER S UPPLY HOT BATT BUS 2 POWER S UPPLY HOT BATT BUS 2 POWER S UPPLY PRV TCPS PRV TCPS C AR TR IDGE PRIMARY DIS CHAR GE OUTLE T DOUBLE CHE CK TE EVALVE S ECONDARY DIS CHAR GE OUTLE T PRIMARY DIS CHAR GE OUTLE T TES T Figure 4: Engine fire/overheat detection system - schematic diagram 26. 190 Engine fire/overheat detection system The fire detector installation configuration has been determined for prompt detection of any fire or overheat even in the fire zone.Two sets of dual loop fire detectors (801-DRL model) have been designated for the Fan compartment.Another two sets of dual loop Fire detectors (801-DRL model) have been designated for the engine core compartment. 1) Right Hand Fan Fire detector, Rail Mounted, Meggit 801-DRL Type, routed from the Oil Tank area to the Vent Exit area at the lower Fan Case. 2) Left Hand fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on the Accessories Gear Box case. 3) Core Upper Case fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on the HPT rear flange of the engine case. 4) Core Lower Case fire detector, Rail Mounted, Meggit 801-DRL Type, mounted on the HPT rear flange of the engine case. Opening the Fan Cowl will provide the full access to the RH Fan and LH Fan fire detector loops.While opening the Engine Core Cowl will provide access to the upper case and lower case fire detector loops in the engine core compartments. Each rail is provided with loop identification on each end of the rail to avoid harnesses misconnection. The fire detector assemblies are mounted on 1/2 inch diameter support tube with welved metal sensor clamps.The welved metal sensor clamp is equipped with PTFE bushing liner supporting the sensing element. The electrical harnesses of each engine 1 and 2 and for each loop A and B will be segregated inside the fuselage area and connected independently to the MAU, to provide system redundancy. 27. Issue: Sept06 Page 8FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 Figure 5: Engine Fire Detector Layout and Block Diagram 28. 190 The fire detector pneumatic sensor The fire detector pneumatic sensor element is a stainless steel capillary tube with a continuous length.This thermal sensing pneumatic element has a center core in its full length that is wound in an inert metallic material (mo- lybdenum ribbon) and charged with an active gas. The centre core has intrinsic sponge-like and desorption properties in re- sponse to temperature thresholds.This provides discrete sensing capabili- ties through the inactive Helium gas in the void area around the centre core. Through a ceramic isolator, the sensor element is permanently mated to the responder assembly.Thus, the sensor capillary tube is fully electrically iso- lated from the responder assembly. 29. Issue: Sept06 Page 10FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 Figure 6: Fire detector pneumatic sensor Stainless steel capillary tube Ceramic isolator Sensor elementResponder assembly 30. 190 Engine Fire Detector The responder assembly has two pressure-sensitive switches insulated in ceramic, an electrical connector assembly and a housing assembly. The alarm pressure switch is normally open.It moves over the centre when the pressure force against the diaphragm reaches a set value, which hap- pens at a certain temperature.With the diaphragm against the centre contact pin, an electric signal is provided to the control module. When the pressure against the diaphragm decreases below the activation force, the diaphragm moves back over the centre away from the stationary contact pin and opens the electrical path.The integrity pressure switch operates when the pressure sensor is below the minimum normal range.It push- es the diaphragm against the centre contact pin, providing an electrical signal to the MAU. The housing assembly has a protective shell with all responder assembly components inside.It has an electrical connector on one end and the sensor element on the other. 31. Issue: Sept06 Page 12FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 Figure 7: Engine Fire Detector Engine fire detector MAU Sensor element Electrical connector assembly END E1 FIRE DET FAIL ENG 1 FIRE 32. 190 Fire Detection Loops When a fire detector senses fire, it will short circuit, and the MAU will identify that this loop has detected fire.The fire detectors are a dual-loop configuration, which means that each detector of loop A has a correspondent detector of loop B protecting the same area. In normal operation, the fire alarm will be provided in the cockpit only when both loops detect fire. In case of fire there will be: a E1/E2 FIRE warning message on the EICAS, a Fire inscription on the ITT icon, an aural warning in the cockpit, the master warning lights will flash, and a red light in the fire handle assigned to the engine that has fire, will illuminate. If the master warning button is then pushed, the master warning light goes off and the aural warning is cancelled, but the applicable engine fire message stays on.The fire alarm remains ON until the fire is extinguished. 33. Issue: Sept06 Page 14FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 Figure 8: Fire alarm PULL TO SHUTOFF ROTATE TO EXTING 2 PULL TO SHUTOFF ROTATE TO EXTING 1 WARN WARN E1 FIRE E2 FIRE END The aural warning can be silenced by pushing the master warning button. The master warning light will then go off. However, the engine fire warning message and the red light in the fire handle will remain on until the fire is extuinguished. # FFCC00 # 66CCFF # FF0000 # FFFFFF ITT ?? 34. 190 Fire Protection System Operation NORMAL OPERATION: In normal operation (both loops operational) the system will use AND logic, what means that the fire alarm will be provided in the cockpit alerting flight crew only when both loops detect fire.The fire alarm remains ON until the fire is extinguished. In case of just one loop detect the fire (considering both loops good), after ten (10) seconds, the MAU will consider this loop failed and shall not display the fire alarm.Therefore in case of dormant failure (not recognized by MAU) of one loop, even through the second one provides the fire signal the fire alarm will not be provided to the crew. ONE LOOP FAILED OPERATION: In case of a failure of one or more fire detectors of the same loop becomes recognized by the MAU, the MAU will accomodate the failure, by ignoring the respective entire loop and by considering only the good loop.Therefore the system continues to work properly, and the fire alarm remains available in the cockpit, should the operative loop detects a fire.Such recognized failure is not annunciated to the crew but only a CMC fault message will be recorded. A failure of the MAU and/or its power (essential bus or related harness) will also cause a loss of the loop processed by this MAU.The MAU and power failures are annunciated. BOTH LOOPS FAILED: When both loops or associated wiring of an engine are failed, it will be annunciated to the crew through the ENG1(2) FIRE DET FAIL EICAS caution message. A failure on the CAS (Misleading display of CAS messages) will make the fire alarm unavailable to the crew.The CAS failure is considered annunciated, since it is evident to the crew. 35. Issue: Sept06 Page 16FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 ENGINE 1 ENGINE 2 PYLON INTERFACE DC ESSENTIAL 1 POWER SUPPLY DC ESSENTIAL 2 POWER SUPPLY DC2 POWER SUPPLY DC1 POWER SUPPLY EICAS MAU 1 MAU 3 LOOP A LOOP B LOOP A LOOP B TEST Map Pl an Syst ems Fuel TCAS WX Checkl i st ? DET FAIL When both loops are failed, an E1 FIRE DET FAIL or E2 FIRE DET FAIL caution message will be displayed on the EICAS. If only one loop is failed the fire detection system will continue to operate properly. 36. 190 Figure 9: The fire detector loops Manual system test A test button is provided in the fire control panel to manually test all fire detection systems, illumination in the fire handle, fire messages, master warning switches and more provide aural warning. This test button also test the APU fire detection system and the cargo smoke detection system. The engine fire detection system related EICAS messages are: E1 FIRE, E2 FIRE, E1 FIRE DET FAIL, E2 FIRE DET FAIL. 37. Issue: Sept06 Page 18FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-11 Figure 10: Manual system test PULL TO SHUTOFF ROTATE TO EXTING 2 FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST APU CONTROL OFF ON MASTER START EMER STOP PULL TO SHUTOFF ROTATE TO EXTING 1 WARN WARNCAUT CAUT E1 FIRE E2 FIRE APU FIRE FWD BAGG SMOKE AFT BAGG SMOKE E1 FIRE DET FAIL E2 FIRE DET FAIL APU FIRE DET FAIL 38. 190 26-12 Apu fire - overheat detection system Introduction The APU tail cone has two compartments - the APU compartment and the silencer compartment. Only the APU compartment is a designated fire zone. The APU Fire/Overheat Detection Subsystem uses two pneumatic fire detectors to detect a fire or overheat condition in the APU compartment. The fire detectors are similar to the engine fire detector in design and function. The fire detectors are connected to MAU 1 and 3, which supply indications to the EICAS and CMC. 39. Issue: Sept06 Page 2FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-12 2 fire detectors The APU compartment The silencer compartment The fire detectors are connected to MAU 1 and 3, which supply indications to the EICAS and CMC. MAU 3 Figure 1: The APU fire detection system 40. 190 The APU fire detection system The APU fire detection system receives electrical power from the Essential DC Busses via the MAUs. There are two loops with one detector each, protecting the same area. Loop A is connected to MAU 1 and loop B is connected to MAU 3. If both loops detect a fire condition during normal operation, then the MAUs will generate an APU FIRE warning message in the cockpit, and the upper half of the APU Emergency Stop button will be illuminated in red. When pressed, this button will shut down the APU immediately, the red illumination will turn OFF, illuminating the lower part of this switch in white, and the APU fire extinguisher switch will illuminate. Note that the fire alarm remains ON until the fire is extinguished. 41. Issue: Sept06 Page 4FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-12 APU FIRE If both loops detect a fire condition during normal operation, then the MAUs will generate an APU FIRE warning message in the cockpit, and the upper half of the APU Emergency Stop button will be illuminated in red. APU CONTROL OFF ON MASTER START EMER STOP When pressed, this button will shut down the APU immediately, the red illumination will turn OFF, illuminating the lower part of this switch in white, and the APU fire extinguisher switch will illuminate. FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST APU CONTROL OFF ON MASTER START EMER STOP Note that the fire alarm remains ON until the fire is extinguished. Figure 2: The APU fire detection system 42. 190 APU fire If, in the event of fire, one minute has passed without the MAU receiving a positive indication that the APU Emergency Stop Switch was pressed, the APU fire extinguish switch will illuminate. If there is an APU fire on ground, the APU will shut down automatically after ten seconds if there is no commanded shutdown through the APU Emergen- cy Stop Switch. The fire detectors will be continuously monitored. When both loops are failed, an "APU FIRE DET FAIL" message will be displayed on the EICAS. If only one loop is inoperative, a fault message identifying the failed detector will be shown on the CMC. In case of a fire detector loop failure, this loop will not be considered by the MAU, and the fire alarm will be provided in the cockpit when the operative loop detects fire. 43. Issue: Sept06 Page 6FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-12 FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST APU CONTROL OFF ON MASTER START EMER STOP When airborne NOTE: If there is an APU fire on ground, the APU will shut down automatically after 10 seconds Figure 3: APU fire 44. 190 The fire detectors The fire detectors will be continuously monitored. When both loops are failed, an "APU FIRE DET FAIL" message will be displayed on the EICAS. If only one loop is inoperative, a fault message identifying the failed detector will be shown on the CMC. In case of a fire detector loop failure, this loop will not be considered by the MAU, and the fire alarm will be provided in the cockpit when the operative loop detects fire. 45. Issue: Sept06 Page 8FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-12 FIR ETES T S WITC H (SDS 26-12) (MPP 26-12-00) (SSM 31-41-80) MAU 3 (SDS 26-12) (MPP 26-12-01) (SDS 26-20) (MPP 26-20-01) 180 APU FIREX SW FIRE EXTINGUISHING OVERHEAD PANELEMER STOP SW APU CONTROL OVERHEAD PANEL(SSM 49-60-80) FORWARD AVIONICS COMPT ILLUMINATION OUTPUT (GENERIC I/O-MOD 12 ) INPUT ILLUMINATION OUTPUT APU FIRE EXTG SW EMER STOP SW APU FIRE DETECTOR (GENERIC I/O-MOD 11) LOOP A RAIL LOOP A FIRE DETECTOR APU COMPARTMENT RAIL LOOP B FIRE DETECTOR APU COMPARTMENT 1500 R FIRE SW INTEGRITY SW 1500 R FIRE SW INTEGRITY SW INPUTLOOPB APUFIREDETECTOR (GENERICI/O-MOD9) MIDDLE AVIONICS COMPT TAIL C ONE (RE F.) SSM 49-61-8 0 (SSM 31-41-80) MAU 1 R0041 FIR EE XTINGUIS HE R C AR GO S MOKE FWD A FT APU TES T A OVE RHEAD PANEL FIR EE XTINGUIS HE RPANEL A CB D D D B C Figure 4: The fire detectors 46. 190 Manual system test A test button on the fire control panel is used to manually test the APU fire detection system. When pressed, the following will occur: illumination of APU emergency stop and APU fire extinguishing switches, the master warning and caution buttons, APU FIRE and APU FIRE DET FAIL CAS messages and aural fire warning. This test button will also test the main engine fire detection system and the cargo smoke detection system. 47. Issue: Sept06 Page 10FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-12 PULL TO SHUTOFF ROTATE TO EXTING 2 WARN WARN FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST APU CONTROL OFF ON MASTER START EMER STOP PULL TO SHUTOFF ROTATE TO EXTING 1 Pushing this test button also tests the APU fire and the cargo smoke detection systems. E1 FIRE E2 FIRE APU FIRE FWD BAGG SMOKE AFT BAGG SMOKE E1 FIRE DET FAIL E2 FIRE DET FAIL APU FIRE DET FAIL CAUT CAUT Figure 5: Manual system test 48. 190 26-14 Lavatory Fire Detection System Introduction The lavatory smoke detection system detects smoke in the lavatories and warns the crew. The system consists of: A smoke detector mounted on the forward and aft lavatory ceiling panel, lavatory smoke test switches on the forward flight attendant panel, and circuit breakers installed in the cockpit for the FWD lavatory smoke detection system and in the Centre-E-Bay for the aft lavatory smoke detection system. The lavatory smoke detection system is provided with the following indications: CAS messages, aural indication through a smoke detector built-in chime, visual indication through the smoke detector and the FWD and AFT attendant light indicator panels installed on the FWD LH entrance ceiling panel and AFT main ceiling panel, and CMC fault reporting. 49. Issue: June06 Revision: 00 Page 2 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-14 AFT LAV SMOKE DET 5 FWD LAV SMOKE DET 5 OFF AUTO CABIN LIGHTING TEMPERATURE SETTING GALLEY MASTER PANEL LIGHTS EVAC HORN ATTND CALL COURTESY LIGHTEMERGENCY LIGHT LAVATORY SMOKE TEST SIDEWALLCEILING FWD ENTRANCE PSU FWD GALLEY AREA CABIN TEMPERATUREDOOR ZONE TEMPERATURE ENABLEDHCHIGHOFF LOW ON ON ON ON BRIGHT DIM BRIGHT DIM BRIGHT DIM BRIGHT DIM TEST TEST TESTFWD AFT RESET RESET RESET ON OFF ON / ARMED SMOKE DETECTOR LAVATORY SMOKE TEST SWITCHES CIRCUIT BREAKERS Figure 1: The lavatory smoke detection system 50. 190 The smoke detector function The smoke sensor installed on the lavatory ceiling uses the ionization prin- ciple. The sensor has a small quantity of radioactivity, which ionizes the air inside an electric field between electrodes P1 and P2. When small particles of smoke go into the smoke detector, the ionized air molecules attach to these particles, increasing the ionized particle mass. This decreases the velocity of the ionized particles and therefore the ionization current. As the current decreases and the applied voltage is constant, the electrical resistance between the two poles of the electrical field increases. This small variation of the electrical resistance in the ionization chamber of the sensor is then used to produce a warning signal. Note that the sensor is less sensitive to cigarette smoke than to other smoke sources. 51. Issue: June06 Revision: 00 Page 4 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-14 Note that the sensor is less sensitive to cigarette smoke than to other smoke sources. Ionization type smoke sensor Am241 E Figure 2: The smoke detector function 52. 190 Lavatory smoke detector Sampling of smoke begins immediately after the power is applied from the Essential DC BUS 1 or 2, and is indicated by a green power indicator. When the smoke ion density reaches the threshold, the outputs, alarm horn and red indicator turn on. There is also an interrupt switch to reset the horn and outputs and return to normal sampling when the smoke has cleared. The Attendant Light Indicator Panels indicate smoke in the lavatory by a flashing amber light, the same one used to indicate a Lavatory to Flight At- tendant call. The FWD Attendant Light Indicator Panel indicates FWD Lavatory smoke and the Aft Attendant Light Indicator Panel indicates Aft Lavatory smoke. On the FWD FLT Attendant Panel there are two Lavatory Smoke Detection Sys- tem test switches, one for the forward and one for the aft lavatory. 53. Issue: June06 Revision: 00 Page 6 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-14 ESS BUS POWER INDICAT ALARM HORN INTERRUPT SWITCH ALARM INDICATOR Figure 3: Lavatory smoke detector 54. 190 Lavatory smoke When smoke is detected in any lavatory, the following sequence is initiated: An alarm will sound inside the lavatory where smoke has been detected. The chime is mounted into the lavatory smoke detector assembly and is audible from anywhere in the cabin. The flashing amber light on the Attendant Light Indicator Panel will be activated, giving the cabin crew visual indication of the detection of smoke from anywhere in the passenger compartment. The FWD Attendant Light Indicator Panel indicates FWD Lavatory smoke and the Aft Attendant Light Indicator Panel indicates Aft Lavatory smoke. Via MAU 1 from the forward or via MAU3 from the aft lavatory a CAS warning message LAV SMOKE in conjunction with the Mas- ter Warning indication will illuminate in the Cockpit. 55. Issue: June06 Revision: 00 Page 8 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-14 WARN MAU 3 ASTER ARNING CATION LAV SMOKE END Figure 4: Lavatory smoke 56. 190 Built in test System operation can be confirmed electrically by a self-test circuit, by pushing the built-in self-test switches on the Forward Flight Attendant Panel. When BIT is initiated from the Forward Flight Attendant Panel by pressing and holding the test switch for a particular lavatory, the smoke detectors, cabin crew and flight crew indications are tested. After the test switch is released, the CAS message and the Master Warning indication are held for seven seconds. If the BIT does not perform successfully a CAS caution message LAV SMOKE FAIL is displayed and the associated FWD LAV SMOKE FAIL or AFT LAV SMOKE FAIL is sent to the CMC. 57. Issue: June06 Revision: 00 Page 10 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-14 AFT LAV SMOKE WARN OFF AUTO CABIN LIGHTING TEMPERATURE SETTING GALLEY MASTER PANEL LIGHTS EVAC HORN ATTND CALL COURTESY LIGHTEMERGENCY LIGHT LAVATORY SMOKE TEST SIDEWALLCEILING FWD ENTRANCE PSU FWD GALLEY AREA CABIN TEMPERATUREDOOR ZONE TEMPERATURE ENABLEDHCHIGHOFF LOW ON ON ON ON BRIGHT DIM BRIGHT DIM BRIGHT DIM BRIGHT DIM TEST TEST TESTFWD AFT RESET RESET RESET ON OFF ON / ARMED After the test switch is released, the CAS message and the Master Warning indication are held for seven seconds. LAV SMOKE FAIL If the BIT does not perform successfully a CAS caution message LAV SMOKE FAIL is displayed and the associated FWD LAV SMOKE FAIL or AFT LAV SMOKE FAIL is sent to the CMC. Figure 5: Built in test 58. 190 Issue: June06 Revision: 00 Page 1 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-MEL ------------------------------------------------------------------------------- U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------- AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 26-1 --------------------------------------------------------------------------- 1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------- SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------- ------------------------- 4. REMARKS OR EXCEPTIONS 26 FIRE PROTECTION 12-00 APU Fire/Overheat C 2 0 Both loops may be inoperative Detection Loops provided APU is not used. 14-00 Lavatory Smoke C - - (M)(O)For each lavatory, the Detection System lavatory smoke detection system may be inoperative provided: a) Lavatory waste receptacle is empty, b) Lavatory door is locked closed and placarded "INOPERATIVE - DO NOT ENTER", and c) Lavatory is used only by crewmembers. NOTE 1: These provisos are not intended to prohibit lavatory use or inspections by crewmembers. NOTE 2: Lavatory smoke detection system is not required for all-cargo operations. 14-01 Lavatory Smoke C - 0 (O)May be inoperative provided | Test Switches on Lavatory Smoke Detector is tested | Flight Attendant once each flight day. | Panel | ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------- AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 26-2 --------------------------------------------------------------------------- 1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------- SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------- ------------------------- 4. REMARKS OR EXCEPTIONS 26 FIRE PROTECTION 15-00 Cargo Compartment Smoke Detection System 1) Forward Cargo C - 0 (O)May be inoperative provided | Compartment procedures are established and used | Smoke Detectors to ensure the associated | compartment remains empty, or is verified to contain only empty cargo handling equipment, ballast (ballast may be loaded in ULDS), and/or Fly Away Kits. NOTE: Operator MELs must define which items are approved for inclusion in the Fly Away Kits, and which materials can be used as ballast. (ERJ-170) C 3 1 Two may be inoperative provided | live animals are not carried in the | forward cargo compartment. | (ERJ-190) C 4 2 Two may be inoperative provided | live animals are not carried in the | forward cargo compartment. | (Continued) ------------------------------------------------------------------------------- 26-MEL (Example) 59. Issue: June06 Revision: 00 Page 2 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-MEL ------------------------------------------------------------------------------- U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------- AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 26-3 --------------------------------------------------------------------------- 1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------- SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------- ------------------------- 4. REMARKS OR EXCEPTIONS 26 FIRE PROTECTION 15-00 Cargo Compartment Smoke Detection System (Cont'd) 2) Aft Cargo C - 0 (O)May be inoperative provided | Compartment procedures are established and used | Smoke Detectors to ensure the associated | compartment remains empty, or is verified to contain only empty cargo handling equipment, ballast (ballast may be loaded in ULDs), and/or Fly Away Kits. NOTE: Operator MELs must define which items are approved for inclusion in the Fly Away Kits, and which materials can be used as ballast. (ERJ-170) C 2 1 | (ERJ-190) C 3 2 | 18-01 In-Flight D 1 0 (M)May be inoperative provided IFE | *** Entertainment system is deactivated. | System (IFE) | Smoke Detector | 22-00 APU Fire C 1 0 May be inoperative provided APU is Extinguishing not used. System ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------- AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 26-4 --------------------------------------------------------------------------- 1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------- SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------- ------------------------- 4. REMARKS OR EXCEPTIONS 26 FIRE PROTECTION 22-09 APU Fire C 1 0 (O)May be inoperative provided APU Extinguisher FIRE Warning EICAS Message, Master Button Warning lights, APU Emergency Stop Illumination Button Illumination and Aural Warning are verified to operate normally. C 1 0 May be inoperative provided APU is not used. 23-00 Cargo Compartment Fire Extinguishing System 1) Forward Cargo C 1 0 (O)May be inoperative provided Compartment procedures are established and used Fire to ensure the associated Extinguishing compartment remains empty, or is System verified to contain only empty cargo handling equipment, ballast, (ballast may be loaded in ULDs), and/or Fly Away Kits. NOTE: Operator MELs must define which items are approved for inclusion in the Fly Away Kits, and which materials can be used as ballast. (Continued) ------------------------------------------------------------------------------- MEL (Example) 60. 190 Issue: June06 Revision: 00 Page 3 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-MEL ------------------------------------------------------------------------------- U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------- AIRCRAFT: REVISION NO: ORIGINAL PAGE: ERJ-170, ERJ-190 DATE: 12/16/2003 26-6 --------------------------------------------------------------------------- 1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------- SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------- ------------------------- 4. REMARKS OR EXCEPTIONS 26 FIRE PROTECTION 25-00 Lavatory Fire C - - For each lavatory, the lavatory Extinguisher fire extinguisher system may be Systems inoperative provided Lavatory Smoke Detector system operates normally. C - - (M)(O)For each lavatory, the lavatory fire extinguisher system may be inoperative provided: a) Lavatory waste receptacle is empty, b) Lavatory door is locked closed and placarded, "INOPERATIVE - DO NOT ENTER", and c) Lavatory is used only by crewmembers. NOTE 1: These provisos are not intended to prohibit lavatory use or inspections by crewmembers. NOTE 2: A lavatory fire extinguisher system is not required for all-cargo operations. ------------------------------------------------------------------------------- ------------------------------------------------------------------------------- U.S. DEPARTMENT OF TRANSPORTATION MASTER MINIMUM EQUIPMENT LIST FEDERAL AVIATION ADMINISTRATION --------------------------------------------------------------------------- AIRCRAFT: REVISION NO: 3 PAGE: ERJ-170, ERJ-190 DATE: 08/26/2005 26-5 --------------------------------------------------------------------------- 1. 2. NUMBER INSTALLED SYSTEM & -------------------------------------------- SEQUENCE ITEM 3. NUMBER REQUIRED FOR DISPATCH NUMBERS --------------------------------------- ------------------------- 4. REMARKS OR EXCEPTIONS 26 FIRE PROTECTION 23-00 Cargo Compartment Fire Extinguishing System (Cont'd) 2) Aft Cargo C 1 0 (O)May be inoperative provided Compartment procedures are established and used Fire to ensure the associated Extinguishing compartment remains empty, or is System verified to contain only empty cargo handling equipment, ballast (ballast may be loaded in ULDs), and/or Fly Away Kits. NOTE: Operator MELs must define which items are approved for inclusion in the Fly Away Kits, and which materials can be used as ballast. 24-01 Portable Fire D - - Any in excess of those required by Extinguishers FAR may be inoperative or missing provided: a) The inoperative fire extinguisher is tagged inoperative, removed from the installed location, and placed out of sight so it cannot be mistaken for a functional unit, and b) Required distribution is maintained. ------------------------------------------------------------------------------- 61. 190 Issue: Sept06 Page IFOR TRAINING ONLY - Reproduction Prohibited Chapter 26-TOC Table of Content 26-15 Cargo Compartment Smoke Detection System System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Photoelectric smoke detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Maintenance LED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The rear cargo compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The FWD cargo compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Smoke Detectors built in test (BIT) . . . . . . . . . . . . . . . . . . . . . . . . 13 Cargo fire detection system operation . . . . . . . . . . . . . . . . . . . . . . 17 Aft Cargo-compartment Electronic Equipment Rack Smoke Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 26-21 Engine Fire Extinguishing introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Engine Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Effect of Mechanical Damage to Detectors . . . . . . . . . . . . . . . . . . . 5 Rupture Disc Assembly (Secondary Safety Relief) . . . . . . . . . . . . . 5 Explosive Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Fill Fitting Assembly (Primary Safety Relief) . . . . . . . . . . . . . . . . . . 5 The engine fire handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The fire handle positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 The fire extinguishing bottle status . . . . . . . . . . . . . . . . . . . . . . . .11 Engine fire extinguishing sequence . . . . . . . . . . . . . . . . . . . . . . . .13 Engine fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 26-22 APU Fire Extinguishing system Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The APU fire extinguisher bottle . . . . . . . . . . . . . . . . . . . . . . . . . . .3 The APU control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 26-23 Cargo Compartment Fire Extinguishing Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 High rate/low rate discharge bottles . . . . . . . . . . . . . . . . . . . . . . . . .3 Drier Metering Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 Fire extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 Cargo fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Low rate bottle manual discharge . . . . . . . . . . . . . . . . . . . . . . . . .11 The fire extinguishing system . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 26-25 Lavatory Auto Discharge Fire Extinguishing Sys- tem Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 The Auto Discharge Fire Extinguishing bottle . . . . . . . . . . . . . . . . .3 26-MEL (Example) 62. 190 Issue: Sept06 Page IIFOR TRAINING ONLY - Reproduction Prohibited Chapter 26-TOC Intentionally left blank 63. 190 Issue: Sept06 Page 1FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 26-15 Cargo Compartment Smoke Detection System System Description The cargo compartment smoke detection sub-subsystem has seven smoke detectors that perform continuous cargo compartment smoke detection monitoring. Smoke detectors F1, F2, F3 and F4 are in the forward cargo compartment, in zones 125. Smoke detectors A1, A2 and A3 are in the aft cargo compartment, in zones 151. If smoke is detected, the smoke detector sends an alarm signal to the applicable MAU (Modular Avionics Unit) for processing.The MAU sends an arm command to the FIRE EXTINGUISHER control panel, which illuminates,and alerts the flight crew via MASTER WARNING, audible alarm and CAS (Crew Alerting System) message. The smoke detectors receive input power from dedicated CB (Circuit Break- er)s on the 28 VDC (Volt Direct Current) ESS (Essential) buses. Smoke detectors F1 and F2 are supplied 28 VDC through ESS Bus 1. Smoke detectors F3, F4 and A2 are supplied 28 VDC through ESS Bus 2.Smoke detectors A1 and A3 are supplied 28 VDC through ESS Bus 3. 64. Issue: Sept06 Page 2FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST CAUTION EA 2 CAUTION EA 3 Figure 1: The Cargo Compartment Smoke Detection Subsystem 65. 190 Issue: Sept06 Page 3FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Four smoke detectors (F1, F2, F3 and F4) are in the forward cargo compartment and three smoke detectors (A1, A2 and A3) are in the aft cargo compartment.The smoke detectors are individual units that mount in ceiling pans attached to the cargo department ceiling liner. A protective grill mounts over each smoke detector to prevent impact damage.The detectors are photoelectric fan-type devices. 66. Issue: Sept06 Page 4FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 FIRE EXTINGUISHER CONTROL PANEL DC ESS BUS 3 AFT CARGO CMPT SMOKE DETECTOR A1 +28 VDC PWR TEST FAULT ALARM TEST FAULT ALARM SMOKE DETECTOR A3 +28 VDC PWR ASCB BUSMAU 1 AFT DETECTOR TEST AFT DETECTOR ALARM MAU 3 FWD AFT APU TEST FIRE EXTINGUISHER CARGO SMOKE AFT 1 DC ESS BUS 2 AFT 3 ELECTRICAL ASCB BUS LEGEND: MAU 2 TEST FAULT ALARM SMOKE DETECTOR A2 +28 VDC PWRDC ESS BUS 2 AFT 2 Figure 2: Fire detection system schematic (AFT) 67. 190 Issue: Sept06 Page 5FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Photoelectric smoke detectors The smoke detectors are individual units that mount in ceiling pans attached to the cargo compartment ceiling liner. The detectors are photoelectric fan-type devices.In addition to being triggered by smoke, they will be set off by high temperatures, in case there is a fire without sufficient smoke to trigger a smoke detector.They are designated as smoke detectors F1, F2, F3 and F4 in the forward cargo compartment and smoke detectors A1, A2 and A3 in the rear cargo bay.The two systems work independently. If the forward detectors sense smoke, they issue an alarm condition to the MAU 1; the rear detectors to the MAU 3. 68. Issue: Sept06 Page 6FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 The detectors are photoelectric fan-type devices. In addition to being triggered by smoke, they will be set off by high temperatures MAU 1 MAU 3 CAUTION F1 CAUTION A3 Figure 3: Photoelectric smoke detectors 69. 190 Issue: Sept06 Page 7FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Maintenance LED The smoke detectors incorporate a maintenance LED. This LED will illuminate if: the labyrinth is moderately dirty, the smoke detector fan does not operate correctly, the infrared emittor source (LED) becomes weak, as a function of the Built-In-Test (BIT) or, if the detector has been triggered 70. Issue: Sept06 Page 8FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 CAUTION The labyrinth is moderately dirty The infrared emitter source (LED) becomes weak, as a function of its built-in-test (BIT) The smoke detector fan does not operate correctly The detector has been triggered Figure 4: Maintenance LED 71. 190 Issue: Sept06 Page 9FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 The rear cargo compartment In the rear cargo compartment, smoke must be detected by two independent smoke detector channels for an alarm to be reported to the flight deck. Within one minute of the onset of smoke generation, if two smoke detector channels detect the presence of smoke, independent alarm signals will be relayed to the MAU. An alarm signal will be provided to the flight deck by the MAU. Indications include: an audible alarm, master warning lights flashing the aft cargo compartment fire extinguishing push button illuminating and CARGO AFT SMOKE and CRG FIREX HI ARMED messages on the EICAS. 72. Issue: Sept06 Page 10FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST WARN CAUT CARGO AFT SMOKE CRG FIREX HI ARMED EICAS In the rear cargo compartment, smoke must be detected by two independent smoke detector channels for an alarm to be reported to the flight deck. Figure 5: The AFT cargo compartment 73. 190 Issue: Sept06 Page 11FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 The FWD cargo compartment The forward cargo compartment smoke detection system has a different configuration, since it is equipped with ana ir circulation fan and ventilation outflow valve. If only a single detector goes into alarm, fan operation is terminated, and the ventilation outflow valve is closed by the appropriate SPDA prior to the CARGO FWD SMOKE condition being communicated to the flight deck. The shutdown sequence starts in the forward cargo compartment without any cockpit annunciation activated.The air circulation fan is shut down for 45 seconds and the remaining smoke detectors are monitored for an alarm condition.A built-In-test is performed on the smoke detectors at the end of the 45 seconds fan off/valve closed period.Successful completion of the built-in- test, and absence of an alarm condition will result in the alarm being treated as a fault. Only if another detector goes into alarm within the 45 seconds is a CARGO FWD SMOKE annunciated in the cockpit. 74. Issue: Sept06 Page 12FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 CARGO FWD SMOKE CAUTIONCAUTION Smoke detected CAUTION Smoke detected If only one smoke detector detects smoke, the air circulation fan stops and the ventilation outflow valve shuts. After one smoke detector detects a fire, a second smoke detector must detect smoke within 45s, before a "CARGO FWD SMOKE" is sent to the EICAS CAUTION Figure 6: The FWD cargo compartment 75. 190 Issue: Sept06 Page 13FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Smoke Detectors built in test (BIT) The smoke detectors are continuously monitored by Built-In-Test. In case of a smoke detector failure, the related MAU shows the detector as failed and ignores its input. If only one smoke detector is available in one compartment, the MAU will automatically report a CARGO FWD/AFT SMOKE when one smoke detector reports a fire alarm, information from the Bulit-in-test will be reported to the CMC. When the aircraft is on ground and a faulty smoke detector is realized, a CRG SMOKE DET FAULT will be indicated on the EICAS. In the event that all smoke detectors in one cargo compartment have failed, a CRG FWD/AFT FIRE SYS FAIL message will illuminate on the EICAS.In this case the compartment might not be used. 76. Issue: Sept06 Page 14FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 In case of a smoke detector failure, the related MAU shows the detector as failed and ignores its input. If only one smoke detector is available in one compartment, the MAU will automatically report a "CARGO FWD/AFT SMOKE" when one smoke detector reports a fire alarm. If one or two smoke detectors fail on ground a "CRG SMOKE DET FAULT" will be indicated on the EICAS. If all smoke detectors will fail "CRG FWD/AFT FIRE SYS FAIL" message will illuminate. CARGO FWD/AFT SMOKE CRG SMOKE DET FAULT CRG FWD/AFT FIRE SYS FAIL END CAUTIONCAUTION CAUTION Figure 7: Inputs to the MAU 77. 190 Issue: Sept06 Page 15FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Figure 8: Cargo Compartment Smoke Detection System DC ESS BUS 3 AFT CARGO CMPT +28 VDC PWR TEST ALARM AFT 1 ASCB BUS +28 VDC PWR ARMED FIRE FWD SWITCH ARMED FIRE AFT SWITCH MAU 1 FWD SMOKE LIGHT MAU 1 FWD ARMED MAU 2 FWD ARMED MAU 2 AFT ARMED MAU 1 AFT ARMED MAU 1 AFT SMOKE LIGHT FIRE EXTINGUISHER CONTROL PANEL (SDS 26-20) (MPP 26-20-01) A FWD AVIONICS COMPT MAU 2 (SSM 31-41-80) MAIN INSTRUMENT PANEL EICAS (SSM 31-61-80) FWD AVIONICS COMPT MAU 1 (SSM 31-41-80) MID AVIONICS COMPT MAU 3 (SSM 31-41-80) ASCB BUS (SDS 26-15) (MPP 26-15-01) SMOKE DETECTOR A1 E (SDS 26-15) (MPP 26-15-01) SMOKE DETECTOR A2 E CB PANEL COCKPIT DC ESS BUS 2 +28 VDC PWR TEST ALARM AFT 2 DC ESS BUS 1 FWD CARGO CMPT +28 VDC PWR TEST ALARM FWD 1 (SDS 26-15) (MPP 26-15-01) SMOKE DETECTOR F1 D (SDS 26-15) (MPP 26-15-01) SMOKE DETECTOR F2 D CB PANEL COCKPIT DC ESS BUS 1 +28 VDC PWR TEST ALARM FWD 2 (SDS 26-15) (MPP 26-15-01) SMOKE DETECTOR F3 D DC ESS BUS 2 +28 VDC PWR TEST ALARM FWD 3 DC ESS BUS 3 AFT 1 CB PANEL COCKPIT A C B B C E D CB PANEL COCKPIT CB PANEL COCKPIT CB PANEL COCKPIT 78. Issue: Sept06 Page 16FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Figure 9: Intentionally Left blank 79. 190 Issue: Sept06 Page 17FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Cargo fire detection system operation Smoke detection in the cargo compartment must occur in two independent smoke detector channels for an alarm to be reported to the flight deck by the MAU, which triggers the cargo fire annunciations. The annunciations consist of: illumination of the red MASTER WARNING alarm light, red illumination of the cockpit fire extinguisher panel indicator, which will identify the affected cargo compartment, activation of aural warning chimes, and display of the appropriate red message on the EICAS (En- gine Indicating and Crew Alerting System), indicating a cargo fire condition in the affected compartment (FWD (Forward) or AFT). There are two operating modes for the smoke detection subsystem, dual- loop and single loop mode. In normal operation, the system continuously monitors each compartment for fire and smoke using dual loop detection.The dual-loop mode requires any two functioning smoke detectors in a single compartment to report an alarm prior to annunciating a fire condition to the flight deck.Once a single detector goes into alarm, is necessary an alarm for a second detector within 45 seconds, so that the cargo fire condition is confirmed, and the appropriate CAS message is displayed - CRG FWD SMOKE or CRG AFT SMOKE. In the absence of a second detection, a BIT (Buit-in Test) is performed on the smoke detectors.Successful completion of the BIT and absence of an alarm condition from a second detector will result in the first detector that reported the initial alarm being treated as faulty. The single-loop mode requires any one functioning smoke detector in a compartment to report an alarm prior to annunciating a fire condition to the flight deck.The switch between dual-loop and single-loop mode is performed automatically by the aircraft avionics, when the forward or aft cargo compartment has only one smoke detector functional. The two operating modes architecture (single and dual-loop) are used to maximize the ability of the aircraft to dispatch and to minimize false alarms due to faulted or contaminated smoke detectors. 80. Issue: Sept06 Page 18FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 FIRE EXTINGUISHER CONTROL PANEL EICAS DISPLAY 0.0 0.0HTO ATTCS N1 REV IGN A IGN A STR STR ITT N2 FF PPH 89.9 670 0 670 89.9 90.9 90.9 1000 1000 900 900 FU LBS 3000 FQ LBS 3000 1 13578 91 PRESS TEMP FUEL QTY FLIGHT CONTROL OIL LP HP SPDBRK FLAP 2 UP CABIN TAIL 100% 1020 C ALT RATE P LFE -5 -5 -35.8 1200 FT FPM PSI FT ROLL PITCH YAW ON 16 0 0 0 0 MAU 1 FWD CARGO CMPT SMOKE DETECTOR F1 +28 VDC PWR TEST FAULT ALARM +28 VDC PWR TEST FAULT ALARM SMOKE DETECTOR F2 SMOKE DETECTOR F3 +28 VDC PWR TEST FAULT ALARM MAU 2 MAU 3 ASCB BUSCMC FWD DETECTOR TEST FWD DETECTOR ALARM FWD AFT APU TEST FIRE EXTINGUISHER CARGO SMOKE DC ESS BUS 1 FWD 2 DC ESS BUS 1 FWD 1 ELECTRICAL ASCB BUS LEGEND: DC ESS BUS 2 FWD 3 SMOKE DETECTOR F4 +28 VDC PWR TEST FAULT ALARM DC ESS BUS 2 FWD 4 Figure 10: Cargo compartment smoke detection system 81. 190 Issue: Sept06 Page 19FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 Aft Cargo-compartment Electronic Equipment Rack Smoke Detection System Introduction The function of the aft cargo-compartment electronic equipment rack smoke detection system is to monitor the aft cargo compartment electronic equipment rack for smoke and fire, alerting the crew if such event occurs. General Description The aft cargo-compartment electronic-equipment rack smoke detection sub- subsystem has one smoke detector that perform continuous electronic- equipment rack smoke detection monitoring. 82. Issue: Sept06 Page 20FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-15 D C A A B B IFE MAINTENANCE VENT VALVE S MK DET COOL TES T PAS S FAIL FAIL AMBER LEDS R E S ET TES T 5 MAINTENANCE /TES TPANEL C AR GO C OMPARTME NT E LE CTRONICE QUIPMENT R AC K MAINTENANCE /TES TPANEL VENT/SMOKE DET DC POWER C LICC (SSM 24-51-80) MIDDLE AVIONICS COMPARTMENT RACK SMK DET RLY RACK SMK DET RLY 10 SEC DELAY OPERATE RACK SMK DET RLY 20 SEC DELAY OPERATE DCGNDSVC FWD FUSELAGE SMK DET FAIL LED SMK DET FAULT O/P MAU1 SPDA2 RACK SMK ALARM IFE RACK SMK DET MOD 12 GENERI C MIDDLE AVIONICS BAY TEST FWD AVIONICS COMPT ELECTRONIC EQUIPMENT RACK AFT CARGO BAY 28V DC IN ALARM O/P OVERHEAT O/P DC RTN I/O 1 REAR AVIONICS COMPARTMENT 21-28-51 21-28-51 VENT/SMOKE DET DC PWR 5 SMK DET FAI L SMK DET TEST PASS MAINTENANCE TEST PANEL SMK DET TEST SW B D (SSM 24-52-80) (SSM 24-52-80) (SSM 32-41-50) (SSM 24-51-50) (SSM 24-52-80) G2 GALLEY (SSM 25-31-51) Figure 11: Aft cargo-compartment electronic equipment rack smoke detection system - schematic diagram 83. 190 26-21 Engine Fire Extinguishing introduction The engine fire extinguishing system provides means, to prevent flammable fluids, fuel and hydraulic, from flowing into the engine designated fire zone, as well as a means for extinguishing fire in the engine designated fire zone. 2 Fire extinguisher bottles A and B are installed in the R/H rear wing-to-fuselage fairing. The bottles are interconnected through double check tee valves. This permits a dual-shot function for one engine through the discharge tubing and nozzles. Firing of the bottles can only be controlled by cockpit command through the fire handles. 84. Issue: Sept06 Page 2FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 INLET POR T BODY BALL INLET POR T OUTLE TPOR T TE EVALVE Figure 1: Fire extinguishing bottles, System and Distribution Layout 85. 190 Engine Fire Extinguishing System The dual outlet fire extinguishing bottles contain HALON 1301 as the fire extinguishing agent at a quantity of 6.30 + 0.1/-0 lbs. pressurized to 800+25/-0 psig with nitrogen gas at 21C.The operating temperature range is from -65 to +85 C.They are installed in the wing to fuselage fairing with an access door provided. In case of bottle overpressure a relief valve provided on the bottle will open allowing the fire extinguisher agent to flow to the ventilated compartment (wing to fuselage fairing).A protective cap made of Aluminium alloy 2024-T4 is provided onto the relief valve outlet to avoid any damage to structures or other component caused by discharged fire extinguisher agent. There are two 0.23 inches (5.88 mm) diameter discharged holes at 180 de- gree spaced at the protective cap to keep the pressure relief discharge port available by avoiding ice or dirt blockage. The two fire extinguisher bottles are cross-connected using double check- Tee valve. This T-check valve allows two fire extinguisher shots to each engine when required from the two fire extinguisher bottles, and avoiding cross flow from bottle to bottle. Aluminium pipe is connected from the double check-Tee valve outlet to the forward pylon and equipped with flexible couplings allowing relative movement.In four different areas where the lowest point routing could not be avoided, a drain valve was provided to eliminate any ice build up due to the water condensation and subsequent extreme cold weather conditions.From the forward-pylon to pylon-firewall the fire extinguisher tube is constructed of Stainless Steel.Halon 1301 is a non-corrosive liquefied gas that does not chemically react to metal including aluminium and Stainless steel. A three branch fire extinguishing nozzles (with optional extension pipe) connected to the distribution line interface at the pylon will be in both firezones; Fan compartment and Engine Core Compartment.All nozzles and tubing inside engine nacelle constructed of Stainless Steel, which is fireproof and corrosion resistant. 86. Issue: Sept06 Page 4FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 E X T G BA 2 PULL TO SHUTOFF ROTATE TO EXTINGEXTG B A Fire Handle2Fire Handle1 Bottle A Bottle B Engine 2 PRV TCPSPRV TCPS C C C C P S Double CV Double CV Hot BATT Bus1 PS Hot BATT Bus2 PS Hot BATT Bus1 PS Hot BATT Bus2 PS P S Engine 1 Figure 2: Fire extinguishing bottles cross-connection 87. 190 Effect of Mechanical Damage to Detectors The pneumatic sensing element is a rugged stainless steel tube of 0.062 inches outside diameter with 0.018 inches wall thickness, charged with He- lium (inert gas) and contains hydrogen charged core material.The metal hybride core is wrapped spirally with an inert metallic ribbon.In the condition of sensing the element flattened, kinked, twisted or dented, the gas path of both the Helium and Hydrogen (released from metal hybride core) to the pressure diaphragm on the responder will be kept available and enable to push the pressure diaphragm to activate alarm switch. Rupture Disc Assembly (Secondary Safety Relief) The extinguishing agent is expelled from the container through the rupture disc, which is opened by explosive cartridge actuation. The Inconel disc is a thin, calibrated, pre-stressed membrane designed to rupture when impacted by the shock wave developed by cartridge ignition, or an over-pressurization condition (2575 psig and 2875 psig at 70F, in excess of the primary safety relief pressure).The rupture disc assembly then serves the dual function of being the mechanism for discharging the agent and the systems secondary safety device. Explosive Cartridge The cartridge features a unitized body construction.Arrangement of the output loads within the cartridge is such that a maximum opening in the rupture disc is assured for each firing.The cartridge is pyrotechnic type, hermetically sealed and complies with the requirements of MIL-D-21625 and MIL-I- 23659.Its operating temperature range is between -65F to 200F (-53C to 93C).For safety reason electrical protective cap should be kept fitted until installation of the mating electrical connector. In normal operation, the explosive cartridge is fired, precipitating a high pressure shock wave in combination with high velocity cartridge fragments, causing the pre-stressed disc to rupture and the agent to be released. The design contains no moving parts and relies upon the careful and precise placement of the cartridge component while satisfying the following perform- ance criteria: Reliable all fire operation at 3.5 amperes minimum, within 50 milliseconds No fire when subjected to a minimum of 1.0 ampere, 1 watt, for five (5) minutes Bridgewire resistance of 1.0 +/- 0.10 ohms The service life of the Pacific Scientific hermetic sealed type explosive cartridge is ten (10) years.Combination of the shelf and service life is fifteen (15) years. Cartridge Electrical data: Voltage: 18 to 36 VDC Current (no fire): 1.0 Amp min. for 5 minutes Wattage (no Fire): 1.0 Watt min. for 5 minutes Recommended design par.current (all fire): 3.5 Amps, 50 Milliseconds Recommended firing current (all fire): 5.0 Amps, 50 Milliseconds Fill Fitting Assembly (Primary Safety Relief) The fill and overpressure (safety) relief device fitting is unique in that it em- bodies the means for filling the container while providing a subsequent hermetic seal in addition to acting as the primary safety relief device.The safety relief disc material is Inconel 625 calibrated in thickness and diameter.It is designed to rupture allowing the agent to vent through when the bottle is overpressure between 1904 and 2054 psig at 185 F.The pressure switch (TCPS) will then close giving evidence of discharge. 88. Issue: Sept06 Page 6FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 Container Discharge outlet Discharge outlet Cartridge Cartridge Fill / pressure relief valve Temperature compensated pressure switch As fire extinguishing agent they contain 3.98lbs HALON 1301 pressurized to 800psig with nitrogen gas at 70 C. Detonation of the electrically-controlled cartridge will break a rupture disk, allowing gas flow to the engine. The rupture disc also works as a secondary relief valve at approx. 2600 psig, in case the primary valve fails. Figure 3: The fire extinguishing bottles 89. 190 The engine fire handles Two engine fire handles are installed on the overhead panel.They are recessed into the overhead panel to avoid inadvertent movement of the fire handles. Each Fire handle is related to one engine, and controls: the fuel, hydraulic, bleed air, and the operation of the 2 fire extinguishing bottles. In case of an engine fire, the fire handle will illuminate in red. 90. Issue: Sept06 Page 8FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 Each Fire handle controls: Fuel Operation of the 2 fire extinguishing bottles Bleed air Hydraulic PULL TO SHUTOFF ROTATE TO EXTING 2 PULL TO SHUTOFF ROTATE TO EXTING 1 In case of an engine fire, the fire handle will illuminate in red. Figure 4: The engine fire handles 91. 190 The fire handle positions The fire handle has four positions: The normal position is the recessed position in the overhead panel. In the shut off position the handle is pulled down 90, shutting off fuel, hydraulic fluids and the bleed air system. In EXTG A position the handle is rotated counter clockwise after setting it to the shut off position to discharge Fire Bottle A. Finally, the EXTG B position, where the handle is rotated clockwise after setting it to shut off position to discharge Fire Bottle B. Through the fire handles the cartridges of BOTTLE A can be connected to the HOT BAS BUS 1 and the cartridges of BOTTLE B can be connected to HOT BAS BUS 2. 92. Issue: Sept06 Page 10FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 Fire handle positions: The normal position n EXTG B position n EXTG A position The shutoff position he handle is pulled down 90, shutting off fuel, hydraulic fluids and the bleed air system.) E X T G BA 1 PULL TO SHUTOFF ROTATE TO EXTING PULL TO SHUTOFF ROTATE TO EXTING EXTG BA PULL TO SHUTOFF ROTATE TO EXTINGEXTG B A Figure 5: The fire handle positions 93. 190 The fire extinguishing bottle status The fire extinguishing bottle pressure, power supply, cartridge integrity and related harnesses are continuously monitored, and in case of a failure, an E1 FIREX BTL A/B FAIL or E2 FIREX BTL A/B FAIL message will be indicated on the EICAS. A normally open Temperature Compensated Pressure Switch (TCPS) mounted on the fire extinguishing bottle monitors the bottle pressure.If the pressure falls below a set value, the switch closes and the MAU provides a message to the EICAS. A cyan ENG FIREX BTL A/B DISCH message will be displayed on the EI- CAS after the bottle has been discharged, the cartridge open and low pressure sensed. 94. Issue: Sept06 Page 12FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 The fire extinguishing bottle pressure, power supply, cartridge integrity and related harnesses are continuously monitored by the MAU. ENG FIREX BTLA/B DISCH E1 FIREX BTL A/B FAIL In case of a failure, an "E1 FIREX BTL A/B FAIL or E2 FIREX BTL A/B FAIL" message will be indicated on the EICAS. A cyan "ENG FIREX BTL A/B DISCH" message will be displayed after the bottle has been discharged. Figure 6: Fire extinguishing bottle 95. 190 Engine fire extinguishing sequence If a fire warning illuminates for engine 1, the related fire handle will illuminate in red.By pulling down this fire handle, the related engine fuel and hydraulic fluid flow will be stopped by closing the shut off valves.The bleed air of the related engine will also be closed. The explosive cartridges are now armed.By rotating the fire handle counter clockwise to EXTG A, the explosive cartridge for engine 1 on BOTTLE A will detonate, and the fire extinguishing agent will be discharged into engine 1 core compartment. After the extinguishing bottle is discharged, an ENG FIREX BTL A DISCH message will appear on the EICAS. 96. Issue: Sept06 Page 14FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 EXTG BA PULL TO SHUTOFF ROTATE TO EXTING 1 EXTG B A A fire warning illuminates for engine 1 ENG FIREX BTLA/B DISCH By pulling down this fire handle, the related engine fuel and hydraulic fluid flow will be stopped by closing the shutoff valves. The bleed air of the related engine will also be closed. By rotating the fire handle counterclockwise will discharged EXTG A into the engine 1 core compartment. After the fire extinguishing bottle is discharged, an "ENG FIREX BTL A DISCH" message will illuminate. Figure 7: Bottle A discharge 97. 190 Engine fire If the engine 1 fire warning stays on, BOTTLE B can also be used for this engine. By rotating the fire handle clockwise to EXTG B, the explosive cartridge for engine 1 on BOTTLE B will detonate and the fire extinguishing agent of BOTTLE B will also be discharged into engine 1 core compartment. On the EICAS, the ENG FIREX BTL B DISCH message will now illuminate, showing that BOTTLE B was discharged.You can now move the fire handles and monitor the systems. 98. Issue: Sept06 Page 16FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 ENG FIREX BTLA/B DISCH E 1 FIRE EXTG B A If the engine 1 fire warning stays on, BOTTLE B can be also be used for this engine, by rotating the fire handle clockwise to EXTG B. ENG FIREX BTLA/B DISCH E 1 FIRE ENG FIREX BTLA/B DISCH EXTG B A On the EICAS the "ENG FIREX BTL B DISCH" message will now illuminate, showing that BOTTLE B was discharged. Figure 8: Bottle B discharge 99. 190 A A B B 1 PULL TO SHUTOFF ROTATE TO EXTING 7.57.5 AH TB2103 (GENERICI/O-MOD10) EXTBOTTLEAPRESS POSITIONINPUT FORWARD AVIONICS COMPARTMENT FIREX HOT BATT BUS 1 1B ENG1FIREHANDLE 29-11-51 ENG SPARE MAU 3 28-21-52 (GENERICI/O-MOD12) FIREEXTGBOTTLEB ENG1CARTRIDGE SPARE SPARE 26-21-51 MID AVIONICS COMPT 26-11-50 1A HOT BATT BUS 2 EXTBOTTLEA CARTRIDGEINPUT EXTBOTTLEBPOWER EXTBOTTLEAPOWER CARTRIDGEINPUT EXTBOTTLEB ENG 33-12-52 FUSELAGE INPUT INPUT FIREX NORMAL LOW PRESS ENG1CARTRIDGEENG2CARTRIDGEPRESSSW 10K 10K SHUTOFF NOT SHUTOFF DISCH B DISCH A 4 LAMPS ENG1SHUTOFF/EXTINGUISHINGSWOVERHEADPANEL FIREEXTGBOTTLEAFUSELAGE FIRE EXTINGUISHING BOTTLE TEST BUTTON TEMPERATURE COMPENSATED PRESSURE SWITCH B C CARTRIDGES (SSM 31-41-80) MAU 1 C CB PANEL COCKPIT (SSM31-41-80) (SDS 26-21) (MPP 26-21-03) (SDS 26-21) (MPP 26-21-03) 100. Issue: Sept06 Page 18FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-21 2 PULL TO SHUTOFF ROTATE TO EXTING 7,5 7 ,5 ENG2CARTRIDGE ENG2EXTBOTTLEB 28-21-52 FUSELAGE SHUTOFF ENG2EXTBOTTLEB ENG CARTRIDGEINPUT 2A FORWARD AVIONICS COMPARTMENT NOT SHUTOFF AVIONICS COMPT 26-21-50 FIREX SPARE (GENERICI/O-MOD10) SPARE 2B HOT BATT BUS 1 ENG2EXTBOTTLEA DISCH A DISCH B 4 LAMPS 33-12-52 10K CARTRIDGEINPUT 29-11-52 MAU 3 MIDDLE HOT BATT BUS 2 ENG2EXTBOTTLEA POWERINPUT ENG2FIREHANDLE 10K 26-11-51 POSITIONINPUT CB PANEL COCKPIT (GENERICI/O-MOD10) EXTBOTTLEBPRESS SPARE POWERINPUT FIREX ENG LOW PRESS NORMAL ENG2CARTRIDGEENG1CARTRIDGEPRESSSW A A B B TEMPERATURE COMPENSATED PRESSURE SWITCH TEST BUTTON FIRE EXTINGUISHING BOTTLE FIREEXTGBOTTLEBFUSELAGE ENG2SHUTOFF/EXTINGUISHINGSWOVERHEADPANEL B B (SDS 26-21) (MPP 26-21-01) (SDS 26-21) (MPP 26-21-01) C C FIREEXTGBOTTLEA (SSM 31-41-80) (SSM 31-41-80) MAU 2 CARTRIDGES 101. 190 26-22 APU Fire Extinguishing system Introduction The APU Fire Extinguishing Subsystem is used to discharge one fire extinguishing bottle, which is installed in the rear fuselage, into the APU fire compartment. The HALON 1301 or Bromotrifluoromethane fire extinguisher agent is driven from the bottle to the fire zone by distribution pipes. The fire extinguishing bottle discharge is controlled by command from the cockpit. The fire extinguishing bottle pressure, power supply, cartridge integrity and related harnesses are continuously monitored. In case of a failure, a fault message will illuminate on the EICAS and on the CMC. 102. Issue: June06 Revision: 00 Page 2 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-22 Fire extinguishing bottle HALON 1301 or Bromotrifluoromethane fire extinguisher agent APU CONTROL OFF ON MASTER START EMER STOP FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST APU FIRE DET FAIL Figure 1: The fire extinguishing bottle 103. 190 The APU fire extinguisher bottle The APU fire extinguisher bottle is the same type as the engine fire extinguisher bottles. It contains 3.98 lbs HALON 1301 fire extinguishing agent pressurized to 800 psig with nitrogen gas at 70C. The bottle is installed in the rear fuselage and the agent is driven from the bottle to the fire zone by aluminium distribution pipes. In case of bottle over pressure, a relief valve on the bottle will open. A protective cap is provided to the relief valve outlet in such a way that the discharge direction will not damage the structure or other components. When the APU fire extinguishing switch is pressed, an electrical current is provided to the cartridge, causing its detonation. This explosion breaks the rupture disc and allows the gas to flow into the pipe. The rupture disc also works as a secondary relief valve in case the primary valve fails. 104. Issue: June06 Revision: 00 Page 4 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-22 Fire extinguishing bottle Pressure relife valve Contains 3.98 lbs HALON 1301 fire extinguishing agent pressurized to 800 psig with nitrogen gas at 70C. APU CONTROL OFF ON MASTER START EMER STOP FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST Figure 2: The APU fire extinguisher bottle 105. 190 The APU control panel When the guarded APU Emergency Stop Switch is pressed, the APU fuel shut off valve will be commanded to close and the APU will be shut down. When the guarded APU fire extinguishing switch is pressed, a hermetic pyrotechnic cartridge will be fired, breaking the rupture disc to discharge the fire extinguishing agent into the APU fire zone. It will also shut down the APU and close the APU fuel shut off valve, if the APU emergency stop switch has not been pressed. A normally open Temperature Compensated Pressure Switch (TCPS) mounted on the Fire extinguishing bottle monitors the bottle pressure. If the pressure falls below a set value, the switch closes and the MAU will provide a: APU FIREX BTL DISCH message on the EICAS, indicating that the bottle is discharged. APU FIREX FAIL will be displayed if the firex bottle fails to discharge. Further information can be found in the CMC. 106. Issue: June06 Revision: 00 Page 6 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-22 LH Engine Fuel System RH Engine Fuel System DC Fuel Pump AC1 Pump AC2 Pump FIRE EXTINGUISHER CARGO SMOKE FWD AFT TEST will be commanded to close The APU will be shut down Figure 3: The APU control panel 107. 190 Figure 4: APU Fire Extinguishing System Schematic FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST E OVERHEAD PANEL FIRE EXTINGUISHER PANEL FIRE TEST SWITCH A B APU ZONES 317 318 A B FIRE EXTINGUISHING BOTTLE TEST BUTTON TEMPERATURE COMPENSATED PRESSURE SWITCHCARTRIDGES C B (S DS 26 - 22 ) (MPP 26 - 21- 02 ) 108. Issue: June06 Revision: 00 Page 8 FOR TRAINING ONLY Reproduction Prohibited Chapter 26-22 Figure 5: Intentionally left blank 109. 190 26-23 Cargo Compartment Fire Extinguishing Introduction The Cargo Compartment Fire Suppression Subsystem supplies fire extinguishing agent to the cargo compartment to extinguish a fire. Fire extinguishing agent will also be supplied for up to 45 minutes to prevent a fire from re-igniting. Two fire extinguisher bottles filled with HALON 1301 are installed in the centre E-Bay. Discharge is initiated by cockpit command. 110. Issue: Sept06 Page 2FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-23 FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST 2 fire extinguisher bottles filled with halon 1301 are installed in the center E-Bay. Figure 1: Fire extinguisher bottles 111. 190 High rate/low rate discharge bottles The two fire extinguishers are located in the mid-electronics bay. One high rate discharge bottle is filled with 5.91kg HALON 1301, and one low rate discharge bottle is filled with 10kg HALON 1301. They are equipped with dual outlets to discharge suppression agent into either of the cargo compartments. The high rate gas flow is designed to extinguish the fire by filling the cargo compartment with the required concentration of HALON 1301, while the low rate gas flow afterwards prevents re-ignition. Each FIREX includes a pressure switch that senses and reports extinguisher vessel pressurization, and two initiators for opening the agent outlets. The initiators are electro-explosive devices (EEDs) that, when fired, rupture a disk in the outlet of the FIREX. The FIREX pressure switch and EEDs interface directly with the MAU and SPDA. 112. Issue: Sept06 Page 4FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-23 Cockpit display Modular Avionics Unit SPDA HRD F/X LRD F/X LRD pressure indication HRD pressure indication AFT HRD catridge FWD HRD catridge FWD cargo compartment AFT cargo compartment Meter units FWD LRD catridge 1 high rate discharge bottle is filled with 5.91kg HALON 1301. 1 low rate discharge bottle is filled with 10kg HALON 1301. Figure 2: High rate/low rate discharge bottles 113. 190 Drier Metering Units The drier metering unit is a mechanical device that reduce the Halon flow rate from the low-rate discharge bottle. The unit contains a desiccant that prevents freezing moisture formation during operation. The desiccant is protected from exposure by an environmental seal that is broken by positive pressure from the firing of the low-rate discharge bottle. 114. Issue: Sept06 Page 6FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-23 DIS CHAR GE CAR TR IGE DIS CHAR GE CAR TR IGE S WE PT TEE AS S EMBLY HIGHR ATE DIS CHAR GE BOTTLE DIS CHAR GE HEAD DIS CHAR GE HEAD DRIER METER ING UNIT DRIER METER ING UNIT ZONE 148 A LOW R ATE DIS CHAR GE BOTTLE B B C A C DIS CHAR GE PIPING Figure 3: Cargo compartment fire extinguishing system - components location 115. 190 Fire extinguishing Depending on which EED is fired, the suppression agent is expelled through the extinguishing lines to nozzles in either the forward or aft cargo compartment. The high rate discharge extinguisher, FIREX #1, allows rapid discharge of the suppression agent. The low rate discharge extinguisher, FIREX #2, dis- charges through the drier/metering unit (DMU) that provides reduction of the agent flow rate and prevents moisture from forming at the restricted orifice. The agent from FIREX #2 will maintain a suppressive concentration in the compartment long enough to allow the crew to safely land the aircraft. 116. Issue: Sept06 Page 8FOR TRAINING ONLY - Reproduction Prohibited Chapter 26-23 Figure 4: Fire extinguishing Modular Avionics Unit SPDA HRD F/X LRD F/X HRD pressure indication AFT HRD catridge FWD HRD catridge FWD cargo compartment AFT cargo compartment Meter units FWD LRD catridge FIRE EXTINGUISHER CARGO SMOKE FWD AFT APU TEST 117. 190

fire protection emb 190

Education

smoke detection system

detection system introduction

engine drain system

protection system operation

extinguishing system

manual system test17

pro tection system

smoke detection subsystem