A320 fire detection system
Thread Starter
Joined: Nov 2018
Posts: 49
Likes: 0
From: Kuwait
A320 fire detection system
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?
whats the procedure that help to distinguish the fire if it is on flight or on ground?
Joined: Sep 2004
Posts: 161
Likes: 2
From: France
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 .
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 .
Thread Starter
Joined: Nov 2018
Posts: 49
Likes: 0
From: Kuwait
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 .
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 👌.
Joined: Sep 2004
Posts: 161
Likes: 2
From: France
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
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
Joined: Jun 2014
Posts: 28
Likes: 1
From: UAE
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 .
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 .
Joined: Sep 2004
Posts: 161
Likes: 2
From: France
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 % .
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 % .
Last edited by Citation2; 29th September 2019 at 19:27.
Joined: Jun 2007
Posts: 3,443
Likes: 39
From: Wanderlust
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 % .
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 % .
Joined: Oct 2015
Posts: 279
Likes: 3
From: 43N
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
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.
Thread Starter
Joined: Nov 2018
Posts: 49
Likes: 0
From: Kuwait
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?
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?
Thread Starter
Joined: Nov 2018
Posts: 49
Likes: 0
From: Kuwait
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.
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.
Last edited by Shatwa07; 15th October 2019 at 09:39.
