A320 fire detection system

[Shatwa07]

Hi everyone, as we all knows LGCIU interfaces with many a/c systems , and these feedback singles used for GRND/FLT situation, but I confused about why FDU received such signal!!
whats the procedure that help to distinguish the fire if it is on flight or on ground?

[vilas]

Just taking a guess, but probably APU related.
True. Since on ground signal is required for Auto shutdown.

[Citation2]

Engine fire ECAM on ground is different than Engine fire ECAM in flight.

[Shatwa07]

Engine fire ECAM on ground is different than Engine fire ECAM in flight.


can you specify how ?

[Citation2]

can you specify how ?


If you take a look at abnormals you will notice a big difference between ENG FIRE ON GROUND and ENG FIRE IN FLIGHT and actually there are 2 titles in the FCOM one for ground and one for flight.

The on ground procedure directs the flight crew to stop the aircraf , notify ATC , shut down the engines , discharge the agents ( no countdown) and proceed with emergency evacuation. It's more of an evac procedure like and you will carry out the emer evac paper check list when you reach on ECAM "EMER EVAC PROC APPLY"
The in flight procedure directs the flight crew to secure the engine , and all the associated in flight procedures ( countdown to discharge the agent etc..) and then follows the engine shutdown ( fuel imbalance monitor etc..)

So on ground all the associated in flight procedures do not appear and the ECAM is reconfigured for "ON GROUND " engine fire .

[Shatwa07]

If you take a look at abnormals you will notice a big difference between ENG FIRE ON GROUND and ENG FIRE IN FLIGHT and actually there are 2 titles in the FCOM one for ground and one for flight.

The on ground procedure directs the flight crew to stop the aircraf , notify ATC , shut down the engines , discharge the agents ( no countdown) and proceed with emergency evacuation. It's more of an evac procedure like and you will carry out the emer evac paper check list when you reach on ECAM "EMER EVAC PROC APPLY"
The in flight procedure directs the flight crew to secure the engine , and all the associated in flight procedures ( countdown to discharge the agent etc..) and then follows the engine shutdown ( fuel imbalance monitor etc..)

So on ground all the associated in flight procedures do not appear and the ECAM is reconfigured for "ON GROUND " engine fire .


Thanks a lot my friend nice presentation
appreciated 👌.

[CaptainMongo]

To tag onto this with some thread drift.

How often does Airbus require an engine fire test to be accomplished?

I have heard once every 24 hours however I have not seen that written.

[Citation2]

To answer your question as when to perform an engine fire test , have a look at General part before SOPs . It states that : "items marked by asterisks are the only steps to be completed after a transit stop without flight crew change. Otherwise the new flight crew perform all the items".
ENG FIRE test does not have an asterisk so it needs to be done on every flight crew change , that might be the N th time of the day during the last 24 hours , it does not matter.

obviously , MEL takes precedance . If for instance you had " ENG FIRE DETECTION LOOP A on ENG 1 " , item 26-12-01 A , it states to perform the engine fire test before each flight . That means even during a transit stop without flight crew change , you are stil required to perform an engine fire test

[chobo97]

If you take a look at abnormals you will notice a big difference between ENG FIRE ON GROUND and ENG FIRE IN FLIGHT and actually there are 2 titles in the FCOM one for ground and one for flight.

The on ground procedure directs the flight crew to stop the aircraf , notify ATC , shut down the engines , discharge the agents ( no countdown) and proceed with emergency evacuation. It's more of an evac procedure like and you will carry out the emer evac paper check list when you reach on ECAM "EMER EVAC PROC APPLY"
The in flight procedure directs the flight crew to secure the engine , and all the associated in flight procedures ( countdown to discharge the agent etc..) and then follows the engine shutdown ( fuel imbalance monitor etc..)

So on ground all the associated in flight procedures do not appear and the ECAM is reconfigured for "ON GROUND " engine fire .
Anyone know why is it in ground you dont need to wait for countdown?

[Citation2]

ENG FIRE on ground is performed after a rejected take off in the worst case scenario, or after landing ? . Anyway we are talking about an aircraft stopped , parking brake set and affected engine in fire already at idle. This is when the ECAM ENG FIRE on ground is performed , with an aircraft stopped. If you think about it , a long time has elapsed since you rejected take off , from the moment thrust levers are set to idle and the moment you initiated ECAM actions . That might even be more than the "in flight countdown".
In flight it's different, you would have to wait for a spool down of the engine , as you will go from high thrust to idle ,hence the timing indicated on ECAM in order to increase the efficiency of the Agent , and avoir just discharging an Agent that would be thrown out.

For info , FCOM states for the inflight ENG FIRE : " The 10 sec delay allows N1 to decrease , reducing nacelle ventilation and thereby increasing the effect of the agent". From the moment you call "Stop" decelerate , set park brake , call for ECAM actions , more than 10 seconds have elapsed and engine N1 should be near 20 % .

[vilas]

ENG FIRE on ground is performed after a rejected take off in the worst case scenario, or after landing ? . Anyway we are talking about an aircraft stopped , parking brake set and affected engine in fire already at idle. This is when the ECAM ENG FIRE on ground is performed , with an aircraft stopped. If you think about it , a long time has elapsed since you rejected take off , from the moment thrust levers are set to idle and the moment you initiated ECAM actions . That might even be more than the "in flight countdown".
In flight it's different, you would have to wait for a spool down of the engine , as you will go from high thrust to idle ,hence the timing indicated on ECAM in order to increase the efficiency of the Agent , and avoir just discharging an Agent that would be thrown out.

For info , FCOM states for the inflight ENG FIRE : " The 10 sec delay allows N1 to decrease , reducing nacelle ventilation and thereby increasing the effect of the agent". From the moment you call "Stop" decelerate , set park brake , call for ECAM actions , more than 10 seconds have elapsed and engine N1 should be near 20 % .
Also since there is no forward speed N1 decrease is fast no windmill effect.

[CaptainMongo]

To answer your question as when to perform an engine fire test , have a look at General part before SOPs . It states that : "items marked by asterisks are the only steps to be completed after a transit stop without flight crew change. Otherwise the new flight crew perform all the items".
ENG FIRE test does not have an asterisk so it needs to be done on every flight crew change , that might be the N th time of the day during the last 24 hours , it does not matter.

obviously , MEL takes precedance . If for instance you had " ENG FIRE DETECTION LOOP A on ENG 1 " , item 26-12-01 A , it states to perform the engine fire test before each flight . That means even during a transit stop without flight crew change , you are stil required to perform an engine fire test


That would be the answer if that was our SOP but that is not our SOP.

[Shatwa07]

Our aircraft suffering lately an ENGIE FIRE LOOP B
fault , and sometimes the fault transfer to the other engine same loop “B”
we change the loops and the FDU , and the warning still triggers, before tracing the wiring issues , any ideas, experiences from our colleagues in the forum?

[Shatwa07]

hi ..
following up the problem
the 3 fire loop B give the same warning
fan /core /pylon.
so you have to change them individually and see if the fault disappear .
if fault continue check the wiring form the loop to the first terminal block,,,,,
the idea behind connecting the loop in series is to alert the maintenance to check the whole circuit (fan+core+pylon)
and locate the faulty one.