A380-LEVEL II - ATA 26 Fire Protection Systems

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL II - ATA 26 Fire Protection Systems
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
LEVEL II - ATA 26 FIRE PROTECTION SYSTEMS
Fire Protection System
Fire Protection System Description (2) . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire Protection System Operation, Control & Indicating (2) . . . . . . 14
Smoke Detection System
Cargo Smoke Detection & Fire Extinguishing Description (2) . . . . 24
Avionics & In-Flight Entertainment Compartment Smoke Detection
System Description (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Lavatories Smoke Detection Description (2) . . . . . . . . . . . . . . . . . . 30
Smoke Detection Systems Operation, Control & Indicating (2) . . . . 34
TABLE OF CONTENTS Mar 21, 2006
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A380 TECHNICAL TRAINING MANUAL
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FIRE PROTECTION SYSTEM DESCRIPTION (2)
Engine Fire Detection
General Presentation
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 independent loops (LOOP A and LOOP B) are installed
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,
- 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
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.
Fire And Fault Indications
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,
- 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 PROTECTION SYSTEM DESCRIPTION (2) Mar 17, 2006
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ENGINE FIRE DETECTION - GENERAL PRESENTATION & FIRE AND FAULT INDICATIONS
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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.
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ENGINE FIRE EXTINGUISHING - SYSTEM DESCRIPTION
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Engine Fire Extinguishing (continued)
Activating the Extinguisher
Each SQUIB/DISCHARGE (AGENT 1 and 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:
WARNING: BAT BUS CONTINUALLY SUPPLIES THE
EXTINGUISHING SYSTEM, SO THE SQUIB P/B
MUST BE PUSHED ONLY IN CASE OF FIRE.
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ENGINE FIRE EXTINGUISHING - ACTIVATING THE EXTINGUISHER
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APU Fire Protection
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 installed 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 pressurized 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 the FWS and on the APU/FIRE 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 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:
WARNING: BAT BUS CONTINUALLY SUPPLIES THE
EXTINGUISHING SYSTEM, SO THE SQUIB P/B MUST
BE PUSHED ONLY IN CASE OF FIRE.
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APU FIRE PROTECTION
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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 the MASTER 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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LANDING GEAR FIRE PROTECTION
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Power Supply
Each FDU and CM has its own power supply. 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 P/Bs are supplied by the 28VDC (HOT BUS and ESS BUS).
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POWER SUPPLY
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FIRE PROTECTION SYSTEM OPERATION, CONTROL & INDICATING (2)
General
FIRE PROTECTION SYSTEM OPERATION, CONTROL &
INDICATING (2)
Mar 17, 2006
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GENERAL
INDICATING (2)
Mar 17, 2006
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ENG FIRE Warning and Action
INDICATING (2)
Mar 17, 2006
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ENG FIRE WARNING AND ACTION
INDICATING (2)
Mar 17, 2006
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APU FIRE Warning and Action
INDICATING (2)
Mar 17, 2006
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APU FIRE WARNING AND ACTION
INDICATING (2)
Mar 17, 2006
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MLG FIRE Warning
INDICATING (2)
Mar 17, 2006
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MLG FIRE WARNING
INDICATING (2)
Mar 17, 2006
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Fire Warning Test
INDICATING (2)
Mar 17, 2006
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FIRE WARNING TEST
INDICATING (2)
Mar 17, 2006
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CARGO SMOKE DETECTION & FIRE EXTINGUISHING DESCRIPTION (2)
Power Supply
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 Intercommunication 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 AVAILable, the Fire
Extinguishing Data Converters are supplied by the 28VDC GrouND ESS
BUS.
CARGO SMOKE DETECTION & FIRE EXTINGUISHING
DESCRIPTION (2)
Mar 17, 2006
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POWER SUPPLY
DESCRIPTION (2)
Mar 17, 2006
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CARGO SMOKE DETECTION & FIRE EXTINGUISHING DESCRIPTION (2)
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 indications
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 is shown
by a red colored 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 Push To 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 system 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
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.
DESCRIPTION (2)
Mar 17, 2006
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TEST FUNCTIONS
DESCRIPTION (2)
Mar 17, 2006
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AVIONICS & IN-FLIGHT ENTERTAINMENT COMPARTMENT SMOKE DETECTION SYSTEM
DESCRIPTION (2)
Detection Function
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 Data System
(CIDS) - Smoke Detection Functions (SDFs), located in the CIDS
directors, which manage the smoke detection function.
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.
Test Function
The smoke detection system can be tested via:
- the TEST P/B on the CARGO SMOKE overhead panel,
- 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 SMOKE P/B on the VENTilation control panel,
- PAX SYStem P/BSW on the Flight/ConTroL panel.
This test is available during all flight phases. 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.
AVIONICS & IN-FLIGHT ENTERTAINMENT COMPARTMENT
SMOKE DETECTION SYSTEM DESCRIPTION (2)
Mar 17, 2006
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DETECTION FUNCTION & TEST FUNCTION
AVIONICS & IN-FLIGHT ENTERTAINMENT COMPARTMENT
SMOKE DETECTION SYSTEM DESCRIPTION (2)
Mar 17, 2006
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LAVATORIES 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 detector 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 that generates visual
and acoustical cockpit warnings.
LAVATORIES SMOKE DETECTION DESCRIPTION (2) Mar 17, 2006
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ELECTRICAL POWER
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LAVATORIES SMOKE DETECTION DESCRIPTION (2)
Test Functions
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
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,
- a repetitive chime.
In the cabin, a smoke alert from the lavatory triggers the 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 Onboard 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.
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TEST FUNCTIONS
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SMOKE DETECTION SYSTEMS OPERATION, CONTROL & INDICATING (2)
General
SMOKE DETECTION SYSTEMS OPERATION, CONTROL &
INDICATING (2)
Mar 17, 2006
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GENERAL
INDICATING (2)
Mar 17, 2006
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Cargo Bay Smoke Warning
INDICATING (2)
Mar 17, 2006
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CARGO BAY SMOKE WARNING
INDICATING (2)
Mar 17, 2006
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Avionics Compartment Smoke Warning
INDICATING (2)
Mar 17, 2006
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AVIONICS COMPARTMENT SMOKE WARNING
INDICATING (2)
Mar 17, 2006
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IFE Bay Smoke Warning
INDICATING (2)
Mar 17, 2006
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IFE BAY SMOKE WARNING
INDICATING (2)
Mar 17, 2006
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Smoke Warning Test by PTT for Non-Customized Areas
INDICATING (2)
Mar 17, 2006
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SMOKE WARNING TEST BY PTT FOR NON-CUSTOMIZED AREAS
INDICATING (2)
Mar 17, 2006
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Crew Rest Smoke Warning
INDICATING (2)
Mar 17, 2006
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CREW REST SMOKE WARNING
INDICATING (2)
Mar 17, 2006
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Lavatory Smoke Warning
INDICATING (2)
Mar 17, 2006
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LAVATORY SMOKE WARNING
INDICATING (2)
Mar 17, 2006
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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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