Locally Owned and Operated Since 1958

30,000 Feet from the Nearest Fire Hydrant

Fire at thirty thousand feet. It’s just about the scariest thing one can think of, and significantly more terrifying than a typical fire. What kind of fire alarm systems do airplanes have? What procedures does the pilot follow in the event of a fire while in the air? Today we’ll be getting behind the scenes with the fire alarm systems service on the internationally renowned Airbus series of planes. The Airbus fire alarm system comprises of a fire and overheat identification and smothering framework for the two motors and the auxiliary power unit (APU). Other than that, there is a smoke identification framework in the payload compartments and the toilets. Furthermore, a smoke detector in the flight sound and compact fire extinguishers for the cockpit and the cabin.

Let’s further investigate the fire alarm system framework in the motors and APU. Each motor has two extinguishing tanks, which electrically work squibs to release their material into the APU. The pilots control and release the two frameworks with the motor and APU fire on the overhead board. The two frameworks have a fire and overheat identification framework comprising of two indistinguishable fire discovery circles, A and B, mounted in parallel and a fire recognition unit (FDU). The circles are comprised of three to four detecting components for every motor. One in the arch, one in the motor center, and one in the fan area, additionally, there is a single autonomous detecting unit in the APU compartment.

So when is the fire alarm system activated? At the point when any sensor on the circle is liable to warm, it sends a flag to the fire identification unit and afterward triggers the alarm, or alternatively, when circle A and B recognize a temperature at a preset level. On the off chance that the two circles should break within five seconds of each other, the framework expects that the two circles were damaged by the fire and rings the alarm. If there should arise an occurrence of one broken circle, the other employable one dominates and still secures the aircraft. Other than that, if the framework identifies an APU fire while the airship is on the ground, it closes down the APU consequently and releases the extinguishing material.

Let’s investigate the controls and systems pilots see when a fire is in progress on the aircraft. On the overhead board, the push catch’s ordinary position is “in” and guarded by a protective frame. When a fire alarm is set off, the pilot opens the guard and pushes the catch. Then, several things happen at once: it silences the alarm, arms the flame douser squibs, shuts the low-weight fuel valve, shuts the pressure driven flame shutoff valve, shuts the motor drain valve, shuts the pack stream control valve, and deactivates the incorporated drive unit driving the generator (IDG). Nearby the fire catch are the two specialist push catches. These catches dynamically arm when the pilot presses the fire button for the influenced motor and a squib light comes up in white, helping the pilot recognize which the extinguishing material is prepared to be released. A push on the catch releases the relating fire extinguisher and notifies the pilot when the flame douser bottle is completely vacant, estimated by its packaged weight.