There are 3 cargo compartments in the 330. The foward, aft & bulk. (the aft and the bulk are seperated only by a net, so for the purpose of the fire detection/extinguishing system they are considered one compartment).
The forward compartment has 2 cavities, each with 2 smoke detectors. The aft/bulk has 3 cavites and 6 detectors.
Airbus use 2 types of detector...optical & ionisation. I dont know what sort QF 330s have.
There is also an optional system that, upon detecting smoke, isolates the effected compartment and turns off the extraction vans that ventilate the compartment. I do not know in QF brought this option?
There are 2 fire bottles that can be fired into either compartment. The ECAM checklist would have required the crew to fire both bottles.
The 1st bottle dischrages rapidly (60secs). The 2nd is flow metering and contniues to 'top up' the compartment for a further 280mins (4:40hrs)
The cockpit indications of a cargo fire will remain on...they cannot be extinguished as the fire bottle agent will contnue to trigger the sensors.
The crew cannot, obviously, assume the fire is out....they must assume otherwise. They can only attempt to confirm through other means if they fire indication etc was real...eg: ATC or cabin crew (sensing smoke or hot floor etc).
Hope this helps those interested in 'the system'.
KIX would be a **** of an airport to do a high speed, emergency approach into in the 330. (Due to terrain)
Its sounds like the crew did the right thing....however, as Kaptain M says, the real fun will start now that the Japanese police/system have got their fingers in the pie.
PS: as for the system itself; high humidity can set it off in error and as happened to me, so can the exhaust from the neighbouring aircrafts APU. Its very sensitive!
Last edited by petitfromage; 21st Aug 2005 at 05:07.