D8 ATA 26 Fire Protection

DHC 8 -100
Chapter
26
FIRE PROTECTION
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deHavilland Dash 8 100/300 26 - Fire Protection
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Table of Contents Fire Extinguishing . . . . . . . . . . . . . . 38
Operation . . . . . . . . . . . . . . . . . . . . 42
FIRE PROTECTION. . . . . . . . . . . . . . . . . . 6 General. . . . . . . . . . . . . . . . . . . . 42
General . . . . . . . . . . . . . . . . . . . . . . 6 Operating Sequence. . . . . . . . . . . . . 42
FIRE DETECTION SYSTEM − NACELLE . . . . . . 8 Fire Extinguishing Bottle Manual Discharge . 42
Description. . . . . . . . . . . . . . . . . . . . . 8 ENGINE FIRE EXTINGUISHING . . . . . . . . . . 46
General. . . . . . . . . . . . . . . . . . . . . 8 Description. . . . . . . . . . . . . . . . . . . . 46
Fire Detection Sensor Loops. . . . . . . . . . 8 General. . . . . . . . . . . . . . . . . . . . 46
Responder . . . . . . . . . . . . . . . . . . . 8 Fire Protection Panel. . . . . . . . . . . . . 46
Fire Detection Control Unit. . . . . . . . . . 10 Fire Extinguisher Bottles. . . . . . . . . . . 48
Fire Protection Panel. . . . . . . . . . . . . 12 Distribution Lines. . . . . . . . . . . . . . . 48
Power Supply. . . . . . . . . . . . . . . . .12 System Discharge Indicator. . . . . . . . . 50
Operation . . . . . . . . . . . . . . . . . . . . 16 Thermal Discharge Indicator. . . . . . . . . 50
General. . . . . . . . . . . . . . . . . . . . 16 Operation . . . . . . . . . . . . . . . . . . . . 50
Fire Alarm Operation. . . . . . . . . . . . . 16 General. . . . . . . . . . . . . . . . . . . . 50
Loop Fault Operation. . . . . . . . . . . . . 20 Operating Sequence. . . . . . . . . . . . . 50
Fire Detection Test. . . . . . . . . . . . . . 24
LAVATORY FIRE PROTECTION SYSTEM. . . . . 54
SMOKE DETECTION SYSTEM . . . . . . . . . . 28 Description. . . . . . . . . . . . . . . . . . . . 54
Description. . . . . . . . . . . . . . . . . . . . 28
General. . . . . . . . . . . . . . . . . . . . 28 PORTABLE FIRE EXTINGUISHERS . . . . . . . . 56
Operation . . . . . . . . . . . . . . . . . . . . 30 General . . . . . . . . . . . . . . . . . . . . . 56
LAVATORY SMOKE DETECTION SYSTEM . . . . 32 DHC8-300 Differences . . . . . . . . . . . . . . . 60

Description. . . . . . . . . . . . . . . . . . . . 32 FIRE PROTECTION . . . . . . . . . . . . . . . . 60
General. . . . . . . . . . . . . . . . . . . . 32 General . . . . . . . . . . . . . . . . . . . . . 60
Operation . . . . . . . . . . . . . . . . . . . . 32
General. . . . . . . . . . . . . . . . . . . . 32 FIRE DETECTION SYSTEM − NACELLE . . . . . 62
System Test . . . . . . . . . . . . . . . . . 34 Description. . . . . . . . . . . . . . . . . . . . 62
General. . . . . . . . . . . . . . . . . . . . 62
APU FIRE PROTECTION SYSTEM. . . . . . . . . 36 Fire Detection Sensor Loops. . . . . . . . . 62
General . . . . . . . . . . . . . . . . . . . . . 36
Description. . . . . . . . . . . . . . . . . . . . 36 PORTABLE FIRE EXTINGUISHERS . . . . . . . . 66
Fire Detection . . . . . . . . . . . . . . . . 36 General . . . . . . . . . . . . . . . . . . . . . 66


List of Figures Figure 23 – Fire Protection Panel Ops. (1 of 2) . 51
Figure 24 – Fire Protection Panel Ops. (2 of 2) . 53
FIRE PROTECTION
Figure 1 – Fire Protection. . . . . . . . . . . . . 7 LAVATORY FIRE PROTECTION SYSTEM
Figure 25 – Lav Fire Extinguisher . . . . . . . . 55
FIRE DETECTION SYSTEM − NACELLE
Figure 2 – Engine Fire Detection System . . . . . 9 PORTABLE FIRE EXTINGUISHERS
Figure 3 – Responders. . . . . . . . . . . . . . 11 Figure 26 – Portable Fire Extinguishers. . . . . 57
Figure 4 – Fire Detection Control Units. . . . . 13 DHC8-300 Differences
Figure 5 – Fire Protection Panel. . . . . . . . . 15
Figure 6 – Engine Fire Det. Schematic (1 Of 2) . 17 FIRE PROTECTION
Figure 7 – Engine Fire Det. Schematic (2 Of 2) . 19 Figure 27 – Engine Fire Detection. . . . . . . . 61
Figure 8 – Loop Fault Schematic (1 Of 2) . . . . 21 FIRE DETECTION SYSTEM − NACELLE
Figure 9 – Loop Fault Schematic (2 Of 2) . . . . 23 Figure 28 – Engine Fire Detection Loop. . . . . 63
Figure 10 – Fire Detection Test (1 Of 2). . . . . 25
Figure 11 – Fire Detection Test (2 Of 2) . . . . . 27 PORTABLE FIRE EXTINGUISHERS
Figure 29 – Portable Fire Extinguishers 1. . . . 67
SMOKE DETECTION SYSTEM Figure 30 – Portable Fire Extinguishers 2. . . . 69
Figure 12 – Baggage Smoke Detection . . . . . 29
Figure 13 – Baggage Smoke Det. Schematic . . 31
LAVATORY SMOKE DETECTION SYSTEM
Figure 14 – Lav Smoke Detection. . . . . . . . 33
Figure 15 – Lav Smoke Det. Schematic. . . . . 35
APU FIRE PROTECTION SYSTEM
Figure 16 – APU Fire Protection Panel . . . . . 37
Figure 17 – APU Fire Protection - Components. 39
Figure 18 – APU Fire Bottle . . . . . . . . . . . 41
Figure 19 – APU Fire Protection Schematic. . . 43
Figure 20 – APU Fire Test Panel. . . . . . . . . 45
ENGINE FIRE EXTINGUISHING
Figure 21 – Fire Protection Panel . . . . . . . . 47
Figure 22 – Engine Fire Extinguishing. . . . . . 49

FIRE PROTECTION
General
Fire protection consists of fire detection, smoke detection
and fire extinguishing systems. Fire detection is provided
by an independent duplicated pneumatic loop for each
engine nacelle. Smoke detection is provided by individual
smoke detectors in the rear baggage compartment and
lavatory.
Fire extinguishing is provided by an independent two
bottle engine fire extinguishing system, a single bottle
APU fire extinguishing system, an automatic single
bottle lavatory fire extinguishing system, a single
hand−operated fire extinguisher in the flight compartment
and two hand−operated fire extinguishers in the
passenger cabin.

Figure 1 – Fire Protection


FIRE DETECTION SYSTEM − NACELLE to each other and are routed through zones 1, 2, 3 and
3A.
Description
The loops are made of stainless steel capillary tubes .063
General inches (1.6 mm) in diameter, with a .018 inch (.45 mm)
Two independent fire detection systems, one for each wall thickness. Through the center of each tube runs a
nacelle, provide the crew with an immediate warning titanium wire around which is a sponge−like inert metallic
when a fire or overheat condition occurs. Each system material impregnated with hydrogen gas. There is a
consists of two separate parallel routed fire detection space between the inert metallic material and the inside
sensor loops (each with a responder attached) a fire of the stainless steel tube which is charged with helium
detection control unit, control switches and warning lights. gas. One end of the tube is sealed shut while the other
end is permanently mated to a responder assembly. The
The fire detection sensor loops, designated loop A gases in the loop create and maintain a certain minimum
and loop B, pass through fire zones in each nacelle. pressure which is transferred to the attached responder.
The loops are each connected to the appropriate fire
detection control unit to form a duplicated fire detection Overall heating of the loop causes an increase in
system for each nacelle. Each loop is filled with gases pressure from the helium gas on a switch within the
that expand in response to an increase in temperature, attached responder. Localized heating of the loop causes
causing a proportional increase in internal gas pressure. a release of hydrogen gas from the inert metallic material,
At a preset pressure, an alarm switch within the loop creating a similar effect by increasing pressure on the
responder closes, triggering alarm circuits in the fire switch within the responder.
detection control unit. The fire detection control unit then Responder
generates signals to put on warning lights, located on
the fire protection panel (overhead console) and on the Permanently mated to one end of each fire detection
glareshield panel. Warning lights also come on if there is sensor loop is a hermetically sealed responder unit. This
a malfunction of a sensor loop circuit. unit is mated to the loop by a ceramic electrical isolator
which provides a continuation of gas passage into the
The system requires 28 V dc for operation. Both systems responder from the loop. The responder unit contains
are supplied by the left and right essential buses. two pressure switches, an alarm pressure switch and an
Fire Detection Sensor Loops integrity
Two separate pneumatic fire detection sensor loops pressure switch. The unit also contains a resistor (3K
are installed in each nacelle to detect a fire or overheat ohms) connected to and in series with the integrity
condition. The loops are mounted in each nacelle parallel switch. Internal ducts within the responder direct the gas

Figure 2 – Engine Fire Detection System


from the loop to one side of the two pressure switches. its respective loop for both alarm and fault conditions.
Both switches consist of a metal diaphragm each of The test circuit provides a self test to the control unit by
which snaps overcenter at different gas pressures. Under simulating both alarm and fault conditions in the monitor
pressure, the diaphragm moves to make contact with circuits.
a stationary pin to complete an electrical circuit (switch
Both loop monitor circuits are identical in their logic
closed). The switches are wired to a connector at the
operation. Fire alarm condition is monitored by a PULL
other end of the responder which mates with an electrical
FUEL OFF handle drive circuit and an alarm generator
cable from the fire detection control unit.
circuit. The PULL FUEL OFF handle drive circuit, upon
The function of the integrity switch, within the responder, receiving an alarm signal, applies power to put on the
is to detect damage to the loop. The switch is held in lights in the PULL FUEL OFF handle (fire protection
the normally closed position by normal gas pressure. panel) and triggers the CHECK FIRE DET warning light
From the integrity switch, the 3K ohm resistor provides a on the warning lights panel. The alarm generator circuit,
voltage drop and passes the integrity signal to the control upon receiving an alarm signal, triggers the fire warning
unit. If loop pressure is lost, due to a leak or cut in the drive circuit which in turn puts on both ENGINE FIRE
loop, the integrity switch will open, breaking the integrity warning lights. Fault conditions which develop from the
signal triggering the fire detection system fault indicators. integrity switch in the loop responder are monitored by
the fault comparator and drive. Upon receiving a fault
The alarm switch function is to signal the control unit
signal from the responder, the fault comparator and drive
in the event a fire or overheat condition occurs in the
powers the respective loop FAULT light and the CHECK
nacelle. The switch is normally open and snaps closed
FIRE DET warning light on.
when pressure from the gases in the sensor loop
increases beyond a certain point corresponding to an The test circuit consists of an oscillator which, when
average temperature of approximately 390 degrees F triggered by an external test switch, feeds the fault
(199 degrees C), or a local temperature of 1000 degrees and test drive circuits. The fault and test drive circuits
F (538 degrees C). alternately trigger alarm test loop A and alarm test loop
B. The alarm test loop A and B circuits provide the test
Fire Detection Control Unit
signals for their respective PULL FUEL OFF handle
Two identical fire detection control units (one for each drives and alarm generators. The fault and test drive
nacelle) are mounted behind the avionics rack on circuits also alternately test the power failure fault and the
electrical equipment panel number 2. Each control unit integrity fault for both loops through the fault comparator
consists of two solid state monitor circuits (one for each and drive circuit for each loop.
loop) and a test circuit. Each monitor circuit monitors

Figure 3 – Responders

The control unit also contains a fire warning cutout/reset When the TEST DETECTION switch is selected to the
circuit. This circuit, when triggered by an external voltage left, the fire detection system for No. 1 nacelle is tested
from the ENGINE FIRE press−to−reset switch, cuts off and when selected to the right, the system for No. 2
the output of the triggered fire warning drive and turns off nacelle is tested.
the ENGINE FIRE warning light(s)
Power Supply
Fire Protection Panel
Power is supplied to the loop select switches via 5
Located on the fire protection panel (overhead console) ampere circuit breakers, from the 28 V dc right and left
are: two LOOP SELECTION switches, FAULT A and essential buses. In the event one power source (bus)
FAULT B lights, PULL FUEL OFF handle lights and a fails, the fire detection system for one loop in each
TEST DETECTION switch. nacelle will continue to receive power from the other
source (bus). Engine 1, loop A circuit, is powered by the
The LOOP SELECTION switches, one for each nacelle,
left essential bus from the circuit breaker labelled FIRE
are three position rotary switches labelled A−BOTH−B.
DET ENG 1, while loop B circuit, is powered by the right
When set in the A position, the A loop only will be
essential bus from the circuit breaker labelled FIRE DET
monitored and when set in the B position, the B loop only
ENG 1. Engine 2, loop A circuit, is powered by the right
will be monitored. When the switch is set in the BOTH
essential bus from the circuit breaker FIRE DET ENG 2,
position, both loops will be monitored simultaneously.
while loop B circuit, receives power from the left essential
A total of four loop indicator lights provide a visual bus from the circuit breaker labelled FIRE DET ENG 2.
indication of a fault within the loops or their associated
circuitry. The two loop indicator lights, labelled FAULT
A and FAULT B, on the left side of the panel serve No.
1 nacelle. The other two lights, also labelled FAULT A
and FAULT B on the right side of the panel, serve No. 2
nacelle.
The two PULL FUEL OFF handles, designed for arming
the fire extinguishing system, are equipped with lights to
indicate a fire or over heat condition. The handle on the
left, serves No. 1 nacelle and the right handle serves No.
2 nacelle. Two lamps installed behind a red lens on the
face of each handle are powered by 28 V dc from the
associated fire detection control unit.

Figure 4 – Fire Detection Control Units



Figure 5 – Fire Protection Panel


Operation the other nacelle. The fire warning drive circuit can only
be latched off if an alarm condition exists. If the alarm
General input clears, the triggered fire warning drive circuit will
Each fire detection system monitors its nacelle fire zones automatically reset and will be ready to be actuated if an
and provides a visual indication of fire, overheat or fire alarm condition reoccurs.
detection sensor loop fault conditions. Since the system
operation for each nacelle is identical, only the operation
of No. 1 nacelle fire detection system is described.
Fire Alarm Operation
In the event of fire or an overheat in the nacelle, the dual
fire detection sensor loops will react to the increase in
temperature with an increase of internal gas pressure.
When the internal gas pressure reaches a preset
pressure, the alarm switch within the responder snaps
overcenter and contacts a stationary pin (switch closed).
The closing of the alarm switch causes a rise in voltage
of the detector alarm signal input to the fire detection
control unit. This rise in voltage triggers the PULL FUEL
OFF handle drive and the alarm generator. The PULL
FUEL OFF handle drive powers the PULL FUEL OFF
handle lights causing the handle to glow red and the
CHECK FIRE DET warning light to come on. The alarm
generator circuit triggers the fire warning drive which in
turn puts on two flashing ENGINE FIRE warning lights
on the glareshield panel.
Pressing an ENGINE FIRE lens applies a voltage to
the fire warning cutout/reset circuit in the fire detection
control unit. The cutout/reset circuit latches the fire
warning drive circuit off, disabling the output to the
ENGINE FIRE light(s) The ENGINE FIRE lights will then
be available should a fire or overheat condition occur in

Figure 6 – Engine Fire Det. Schematic (1 Of 2)



Figure 7 – Engine Fire Det. Schematic (2 Of 2)


Loop Fault Operation available when the loop selector switch is in the BOTH
position.
In the event of a malfunction of the fire detection sensor
loop or its associated wiring, the FAULT A or FAULT
B lights (as applicable) will come on together with the
CHECK FIRE DET warning light.
Under normal conditions, current from the fire detection
control unit is transmitted via the detector power line to
the integrity switch in the responder. When the integrity
switch is in the normally closed position, the current is
routed through a resistor and is sent back to the fire
detection control unit via the detector alarm/integrity
signal line to the fault comparator and drive. If either the
detector power or the detector alarm signal lines are
broken, or if loop damage causes the integrity switch
to open, the resistance of the responder will increase
resulting in a drop of voltage to the fault comparator and
drive. If a short occurs between either line of the detector
and ground this will also cause a drop in voltage to the
fault comparator and drive. When the voltage is reduced,
the fault comparator and drive will trigger and put on the
CHECK FIRE DET warning light and the respective fire
detection sensor loop fault light.
A power failure, to either loop A or loop B control circuits,
will be sensed by the respective fault comparator and
drive. Alternate power to the failed loop fault comparator
and drive circuit is automatically provided by the
functioning loop power source.
When the power failure fault is activated the CHECK
FIRE DET warning light will come on together with the
failed loop fault light. Power failure fault warning is only

Figure 8 – Loop Fault Schematic (1 Of 2)



Figure 9 – Loop Fault Schematic (2 Of 2)


Fire Detection Test
Under normal conditions, the test circuitry in the fire
detection control unit remains passive and is only active
when the TEST DETECTION switch is moved to the left
to test No. 1 or right to test No. 2 nacelle system. When
the test is initiated, power is applied to the oscillator
circuit within the fire detection control unit. The oscillator
feeds the fault test and drive circuits causing them
to test alternately loop A and loop B fire alarm, plus
integrity fault and power bus fault for both loops. The test
signals simulate fault and alarm conditions within each
loop circuit. The test will continue to alternate as long
as the TEST DETECTION switch is held in the right or
left position. If only one loop is selected by the LOOP
SELECTION switch, the deselected loop will not be
tested and the selected loop will have its alarm circuits
tested continuously while its integrity fault and power fault
will be tested alternately.
During the test the following must come on:
■■ENGINE FIRE warning lights (flashing red).
■■CHECK FIRE DET warning light (red).
■■PULL FUEL OFF handle (red).
■■FAULT A and FAULT B lights (amber).
If during the test the CHECK FIRE DET, PULL FUEL
OFF, FAULT A or FAULT B lights do not come on, or flash
at 1/2 second intervals, the loop system associated with
the fault light has failed. Selecting the serviceable loop
will cause its fault light to glow steadily. Selecting the
unserviceable loop will cause its fault light to not come
on.

Figure 10 – Fire Detection Test (1 Of 2)



Figure 11 – Fire Detection Test (2 Of 2)


SMOKE DETECTION SYSTEM components are mounted on an aluminum base plate
equipped with shock mounts to protect against vibration.
Description A perforated, removable cage protects the components
General against damage.
A smoke detection system continuously monitors the

rear baggage compartment to detect smoke generated
by an incipient or active fire and provides a visual
warning when smoke density exceeds a predetermined
level. The system contains two identical smoke detector
assemblies, one mounted on the baggage compartment
front bulkhead (Sta X543.50) and the other mounted
on the baggage compartment ceiling (Sta X610.00), a
smoke detector control amplifier located on the avionics
rack, and a test switch.
The detectors are interconnected with, and transmit
electrical signals to the amplifier. The output of the
amplifier is connected to a red SMOKE warning light on
the warning lights panel.
The BAGGAGE SMOKE WARNING test switch has three
marked positions TEST 1/OFF/TEST 2 with a spring to
OFF and is located on the overhead fire protection panel
in the flight compartment. Position TEST 1 is connected
to smoke detector No. 1 and position TEST 2 to smoke
detector No. 2.
The system is powered by 28 V dc from the right
essential bus through a 5−ampere SMOKE DET circuit
breaker.
Each smoke detector contains a labyrinth assembly
which houses a beacon light (constant light source),
a photocell, a test light and associated circuitry. The

STRUCTURE
(REF)
Cage assembly
STRUCTURE
(REF) Connector
Connector
FW
D
Smoke detector
Smoke detector
Cage assembly
Figure 12 – Baggage Smoke Detection


Operation
Air in the baggage compartment passes through the
perforated cage of the smoke detectors and enters the
labyrinths, where it is sampled for presence of smoke.
Smoke accompanying the air directs light from the
constantly lit beacon light onto the photocells, lowering
their resistance, to initiate voltage signals to the control
amplifier, proportional to density of smoke. Should the
smoke reduce light transmission within the labyrinth to 90
+ or − 5 percent, the voltage signal(s) from one or more
of the smoke detectors will exceed the amplifier alarm set
point (13 to 15V dc). This causes an alarm relay in the
amplifier to energize and trigger an electronic logic circuit
in the caution lights panel. The SMOKE warning light
comes on together with the master WARNING flashing
light.
The smoke detectors maintain the alarm signal until
the smoke density returns to a level associated with a
safe condition, when the voltage signal to the amplifier
decreases to 9 to 11V dc causing the control amplifier to
reset and turn off the warning lights.
With the test switch held at TEST 1, No. 1 smoke
detector test light comes on to provide a light source
directed at the photocell, causing a simulated alarm
condition which verifies operation of the system. The
SMOKE warning light should come on together with the
masterWARNING flashing light.
Releasing the test switch to OFF turns off the warning
lights. Holding the switch at TEST 2, repeats the above
test for smoke detector No. 2.

Figure 13 – Baggage Smoke Det. Schematic


LAVATORY SMOKE DETECTION a (green) power indicator light, a (red) alarm indicator
light, an interrupt switch, a self test switch and associated
SYSTEM circuitry. The detector is mounted on a galvanized steel
Description universal mounting bracket.
General Operation
A smoke detection system continuously monitors the General
lavatory compartment to detect smoke generated by an
Pre Mod 8/0832
incipient or active fire and provides a visual and audible
warning when smoke density exceeds a predetermined Air in the lavatory passes through the smoke
level. The system consists of one smoke detector detector and enters the sensing chamber where it is
assembly, mounted in the lavatory at the top of the sampled for the presence of smoke. When smoke
forward wall, a built in evacuation horn, and a test switch. accompanying the air enters the sensing chamber,
light from the pulsing LED light source is reflected by
The detector is interconnected with a red indicator light
the smoke particles onto the photodiode light sensor.
located on the overhead bin end cap beside airstair door
At the first sighting of smoke, the pulse rating of the
entrance (Sta. X 251.30), and an audible ping of the
LED increases 8 times faster than the normal rate
public address system chimes.
(4 to 5 seconds). When the light sensor confirms
A lavatory smoke detector switch, located on the smoke for two consecutive pulses inside the chamber,
passenger briefing control panel assembly located above this causes the light sensor to produce the signal
the wardrobe is a push button alternate action switch, necessary to trigger the audible warning sound from
reading LAV DET SMOKE OFF, with amber light for OFF the smoke detector, and the red warning indicator
and green light for ON. light comes on together with the audible pings of the
passenger public address system chimes.
Aircraft with Mod 8/0832 incorporated, the lavatory
smoke detector switch is removed. The smoke detector maintains the alarm signal until
the smoke density returns to a level associated with
The system is powered by 28V dc from the right essential
a safe condition, or when the LAV SMOKE DET OFF
bus through a 5−ampere LAV SMK DET circuit breaker.
switch is selected to the off (amber) position. The
The smoke detector contains a sensing chamber which
audible sound from the smoke detector stops, the red
houses an infrared (invisible) LED, a photodiode and
warning light is extinguished and the passenger public
associated circuitry. On Mod 8/0832 aircraft, the smoke
address system chimes are silenced.
detector contains a dual chamber ionization sensing unit,

Figure 14 – Lav Smoke Detection


Mod 8/0832 detector clockwise back to original position turns
off the red warning indicator light and silences the
Air in the lavatory passes through the smoke detector
audible sound on the detector and passenger public
and enters the dual chamber ionization sensor.
address system chimes. Select lavatory smoke
When smoke is present, the change of ion density
detect switch off and check that the green section is
is sensed, and a signal is generated to trigger an
extinguished and the amber section illuminates.
audible warning sound from the smoke detector,
illuminate a red alarm indicator on the face of the Mod 8/0832.
detector, the red indicator light on the overhead bin
Selecting the self test (right hand inset) switch,
and the audible pings of the passenger public address
causes a simulated alarm condition which verifies
system chimes. The smoke detector maintains the
operation of the system. The audible sound from the
alarm signal until the smoke density returns to a level
smoke detector and red alarm indicator on the sensor
associated with a safe condition, or when the interrupt
will come on together with the flashing red warning
switch is selected. The audible sound from the smoke
light on the overhead bin and audible pings on the
detector stops, the red indicator light on the overhead
passenger public address system chimes. Releasing
bin extinguishes and the passenger public address
the self test switch or selecting the interrupt (center
system chimes are silenced. The red alarm indicator
inset) switch, will extinguish the red alarm indicator on
on the face of the sensor will remain illuminated
the sensor and red warning light on the overhead bin
until all smoke has been cleared, then extinguish,
and silence the audible sound from the detector and
indicating that the sensor has reset.
passenger public address system chimes.
System Test
Pre Mod 8/0832.
Selecting the LAV SMOKE DET OFF switch to the
on (green) position and rotating the smoke detector
keyed test button counterclockwise 30 degrees
causes a simulated alarm condition which verifies
operation of the system. The audible warning sounds
from the smoke detector will come on together with
the flashing red warning indicator light and audible
pings on the passengers public address system
chimes. Rotating the test button on the smoke

Figure 15 – Lav Smoke Det. Schematic


APU FIRE PROTECTION SYSTEM passes through the shroud to detect a fire or overheat
condition at the APU fuel manifold area.
General
APU Fire Protection Panel
A fully automatic fire protection system is provided for
the APU. The system monitors the APU and surrounding The APU fire protection panel, located on the
area within the APU compartment (rear bay) continuously overhead console in the flight compartment, consists
when the main batteries are installed in the aircraft. The of FUEL VALVE OPEN and CLOSED indicator lights,
fire protection system consists of two sub−systems; fire a BTL indicator light, FAULT and FIRE warning
detection and fire extinguishing. In the event of fire being lights, a FIRE TEST switch and a manual fire bottle
detected the APU is automatically shut down. discharge switch.
The system is powered by 28V dc from the battery bus White FUEL VALVE CLOSED and green FUEL
through a 5−ampere APU FIRE DET circuit breaker. VALVE OPEN lights provide visual indication of APU
fuel shutoff valve position.
Fire extinguisher bottle release in the event of fire is
automatic, with provisions for manual release of the fire The amber BTL light provides visual indication that
extinguisher bottle by means of a toggle switch on the the fire extinguisher bottle is charged. The light
APU section of the aircraft fire protection panel. The illuminates when the fire extinguisher circuits are
switch and associated circuit is powered by 28V dc from armed and extinguishes when the bottle discharges.
the battery bus through a 5−ampere APU FIRE MAN The light also illuminates when the system is tested.
DISC circuit breaker. When pressure in the bottle is The amber FAULT light provides visual indication of
below requirements, APU starting is prevented. a fire detection malfunction. The light will illuminate
when the fire detector loop develops a fault.
Description
The red FIRE light provides visual indication of an
Fire Detection
APU fire. The FIRE TEST switch allows for the fire
The fire detection sub−system consists of a fire detection protection system circuits to be tested. During the
sensor loop (with a responder attached) and associated test the circuit to the fire extinguisher bottle discharge
control switches and warning lights. The fire detection cartridge is inhibited.
sensor loop is routed along the APU exhaust and around
The guarded EXTG switch allows for manual fire
the APU shroud and terminates at a responder mounted
bottle discharge in the event the automatic discharge
on the rear pressure bulkhead. A portion of the loop
circuits fail.

Figure 16 – APU Fire Protection Panel


Test circuits for the lights are supplied with power from The pressure switch/gage provides a reading of bottle
the advisory lights system pressure between 0 and 1500 psi. A pressure switch
within the gage is interconnected with bottle arm
Fire Extinguishing
light circuits. A contact set in the switch opens with
The fire extinguishing sub−system is fully automatic decreasing pressure between 265 and 200 psig.
and consists of a fire extinguisher bottle, associated
Distribution Lines
distribution lines and a thermal discharge indicator.
A distribution line from the discharge valve swivel of
Fire Extinguisher Bottle
the fire extinguisher bottle terminates under the APU
The stainless steel fire extinguisher bottle, located to extinguish an external fire. A second distribution
adjacent to the APU consists of a discharge valve, line, tapped from the first, terminates inside the APU
a combination fill and thermal relief valve and a shroud to extinguish an internal fire. A restrictor at the
pressure switch/gage.The discharge valve consists junction of the two lines meters the correct amount
of a valve plug that is held by a destructible housing of extinguishant to each line. The restrictor also has
assembly and a stem assembly. A swivel, capable of an orifice which directs extinguishant down to the
rotating 360 degrees to facilitate piping alignment, is fuselage skin area under the APU.
located between the housing assembly and the valve
Thermal Discharge Indicator
boss. The swivel incorporates an integral, threaded
discharge port. An electrically actuated discharge A red thermal discharge indicator, located on the
cartridge (squib) is installed in the housing assembly. right rear fuselage at Sta X 736.00, provides a visual
indication of fire extinguisher bottle thermal discharge.
The fill and thermal relief valve installation consists
The indicator assembly is connected through a line to
of a fill fitting with a thermal relief valve connected in
the bottle fill fitting. The discharge of bottle contents,
series. Under normal conditions, the valve acts as a
due to high temperature in the rear fuselage, ejects
check valve to prevent reverse flow through the fill
the red discharge indicator and the contents are
fitting. If the temperature in the rear fuselage exceeds
dumped overboard.
220 degrees + or − 4 degrees F (104 degrees + or
− 2.8 degrees C), causing bottle pressure to rise to System Discharge Indicator
an unacceptable level, a disc in the valve ruptures to
A yellow system discharge indicator, located on the
relieve pressure in the bottle through the fill fitting. A
right rear fuselage at Sta X735.4, provides visual
line connected to the fill fitting directs any discharge to
indication of normal discharging of the bolttle. The
a red thermal discharge indicator.
indicator assembly is connected, through a line, to the

Figure 17 – APU Fire Protection - Components



Fire Bottle
Pressure Gauge
Thermal Discharge
Line
Electrical Connector
Swivel
Cartridge
Discharge Line
Electrical
Connector
Figure 18 – APU Fire Bottle


system distribution line. The discharge of the bottle 44The extinguisher bottle is discharged and BTL
contents into the discharge line, acts on a piston to PRESS relay 2623−K1 is deenergized causing the
rupture the yellow discharge indicator. BTL light to extinguish.
Operation NOTE: Loss of bottle pressure due to either manual
or automatic extinguisher discharge sends a
General signal to the APU shutdown circuit to perform
APU fire extinguishing is fully automatic when the aircraft a loss of bottle pressure shutdown.
is on ground. When aircraft is airborne, the bottle is With the fire extinguisher bottle discharged,
discharged by operating the manual discharge switch APU restarting is prevented by interlocking fire
located on the fire protection panel. When a fire or protection circuits until the bottle is recharged.
overheat condition is sensed by the fire detection loop,
the APU is automatically shut down followed by the fire 44With relay 2622−K3 energized, power is supplied
extinguisher bottle discharging. to the closed (during ground operation) contacts
of the AIR/GRD relay 7615−K4 to complete a
Operating Sequence circuit to the 2623−P2 (SQUIB) contact of the
A sensed fire or overheat condition in the APU extinguisher bottle.
compartment, as detected by fire detector pin A, will NOTE: During airborne operation, the AIR/GRD
cause the fire protection system control circuits to relay 7615−K4 contacts inhibit the 2623−P2
operate to shut down the APU and extinguish the fire. (SQUIB) discharge contact of the extinguisher
The sequence is as follows: bottle, and the bottle must be discharged
44Auto shutdown relay 7615−K2 is energized and manually by activating the EXTG toggle switch
APU is shutdown. on the APU part of the fire protection panel.
44The bleed valve closes and the BL AIR OPEN light The master warning CHECK FIRE DETECT, master
on the APU control panel extinguishes; the fuel caution APU and fire protection panel APU FIRE light
valve closes and the FUEL VALVE OPEN light on illuminate.
the fire protection panel extinguishes and CLOSE
light illuminates Fire Extinguishing Bottle Manual Discharge
44The APU compartment ventilation blower shuts In the event of a fire or overheat warning and the APU
down). fire extinguisher bottle does not discharge automatically,
44Fire system relay 2622−K3 is energized after a (indicated by the BTL light remaining illuminated) the
time−delay of 0.5 seconds. bottle can be discharged by selecting the guarded toggle

Figure 19 – APU Fire Protection Schematic


switch marked EXTG on the APU fire protection panel. ■■Releasing the FIRE TEST switch causes the test
The following takes place: circuits to return to their original condition and the
44The extinguisher bottle discharges as indicated by following takes place:
the BTL light extinguishing. ■■Advisory, caution and warning lights are
44Circuit action and visual indication take place as extinguished.
described for bottle automatic discharge ■■APU starting permissive after the APU PWR
switch has been cycled OFF, and then ON to
System Test
reset the system.
To test the fire protection system control circuits and ■■Ventilation system is reactivated.
lights, select the APU PWR switch ON (to energize APU
PWR relay 7615−K3) and press and hold the FIRE TEST
switch on the APU fire protection panel. The following
takes place:
■■FIRE TEST switch applies power to pin B of the
fire detector simulating a fire condition. Auto
shutdown relay 7615−K2 is energized and APU
is shutdown. The switch also energizes the fire
system test relay 2622−K1 which simulates an
extinguisher bottle loss of pressure, BTL light
illuminates, and at the same time prevents the
discharge of the bottle during the test.
■■Fire system fault relay K2 is de−energized causing
the FAULT light on the fire protection panel to
illuminate.
■■Fire relay 2622−K3 is energized causing the
master warning CHECK FIRE DETECT, master
caution APU and FIRE warning light to illuminate.
■■The deenergized relay 2623−K1 sends a signal to
the auto shutdown relay 7615−K2 to start a loss of
bottle pressure shutdown sequence.
■■The APU ventilation blower is shutdown

Figure 20 – APU Fire Test Panel


ENGINE FIRE EXTINGUISHING Fire Protection Panel
Description The fire protection panel, located on the overhead

console, incorporates the following switches and
General indications:
The engine fire extinguishing system consists of two ■■PULL FUEL OFF handles Each red PULL FUEL
bottles (containing extinguishing agent), discharge OFF handle incorporates a switch which, when the
cartridges (squibs) and associated discharge valves and handle is pulled, completes electrical circuits to
lines to No. 1 and No. 2 nacelles. A red thermal discharge arm the extinguisher control circuits and close the
indicator provides visual indication of fire extinguisher fuel and hydraulic fluid emergency shutoff valves.
bottle thermal discharge. A yellow system discharge Each handle also contains lights which come on
indicator provides visual indication of fire extinguishing when a fire or overheat condition is detected
system discharge. A pressure switch/gage on each bottle ■■Loop Selection Switches and Fault Lights
completes the circuit to each arm advisory light and ■■Fire Extinguisher Control Switches The two fire
provides a visual check of bottle contents. extinguisher switches, labelled EXTG AFT BTL −
The extinguisher control circuit for each engine is armed FWD BTL, are double−pole, spring−loaded, center
by pulling the corresponding PULL FUEL OFF handle on off switches. The switches control the application
the fire protection panel on the overhead console. Pulling of power for detonation of the fire extinguisher
the handle also initiates fuel and hydraulic fluid shutoff for bottle discharge cartridges (squibs).
the corresponding engine. Fire extinguisher discharge is ■■Fire Extinguisher Armed Indicator Lights Two
controlled by EXTG switches on the fire protection panel amber fire extinguisher armed indicator lights are
which initiates detonation of a corresponding discharge located beside each fire extinguisher switch. When
cartridge (squib) in the appropriate bottle. the related PULL FUEL OFF handle is pulled,
Power to the extinguishing system is from the battery power is applied to the indicator circuits, through
bus on the right dc circuit breaker panel through FIRE the pressure switch/gage, and the lights come on
EXT 1 & 2, FIRE EXT ENG 1 & 2, FUEL & HYD SOV to indicate that the fire extinguisher control circuits
ENG 1 and FUEL &HYD SOV ENG 2 circuit breakers. On are armed and the associated fire extinguisher
aircraft incorporating Mod 8/0195, additional FUEL SOV bottle is charged. Test circuits for the lights are
ENG 1 and FUEL SOV ENG 2 circuit breakers provide an supplied with power from the advisory lights
independent power supply to close the fuel emergency system
shutoff valves. ■■Fuel Emergency Shutoff Valve Position Indicator
Lights White FUEL VALVE CLOSED and green

Figure 21 – Fire Protection Panel


FUEL VALVE OPEN lights provide visual indication Under normal conditions, the valve acts as a check
of fuel emergency shutoff valve position. Test valve to prevent reverse flow through the fill fitting. If
circuits for the lights are supplied with power from temperature in the bottle compartment exceeds 187
the advisory lights system. Switches within each + or − 10 degrees F (86 +: or − 5 degrees C), causing
lights power supply are provided to prevent the bottle pressure to rise to 1300 to 1450 psig, a disc
lights from remaining on (through battery power) in the valve ruptures to relieve pressure in the bottle
when external dc power is removed from the through the fill fitting. Lines connected to the fill fittings
aircraft. The switches are controlled by relays direct any discharge to the red thermal discharge
2822−K1 and K2 through the REFUEL/DEFUEL indicators. The pressure switch/gage provides a reading
TANK 1 and TANK 2 circuit breakers. of bottle pressure between 0 and 1500 psi. Inspection
windows are provided in the wing/fuselage fairing to
Fire Extinguisher Bottles
enable pressure in each bottle to be checked without
Each of the two stainless steel fire extinguisher bottles, opening an access panel. A pressure switch within the
located behind the rear spar above the left side of the gage is interconnected with bottle arm light circuits.
fuselage in the wing/fuselage fairing, incorporates two A contact set in the switch opens with decreasing
discharge valves, a combination fill and thermal relief pressure between 265 and 200 psig. Each bottle has a
valve and a pressure switch/gage. volume of 378 cubic inches and is filled with 9 pounds
of Bromotrifluoromethane (CBrF3). The bottles are
Each discharge valve consists of a valve plug that is
pressurized with nitrogen to 600 to 625 psig at 70
held by a destructible housing assembly and a stem
degrees F (21 degrees C).
assembly. A swivel, capable of rotating 360 degrees to
facilitate piping alignment, is located between the housing Distribution Lines
assembly and the valve boss. The swivel incorporates an
The distribution lines from the discharge valve swivels
integral, threaded discharge port. An electrically actuated
of the fire extinguisher bottles terminate in fire zones 1,
discharge cartridge (squib) is installed in the housing
2, 3 and 3A of each nacelle. The unions and pipes as
assembly.
appropriate at discharge points are sized to deliver the
One discharge port of each bottle is connected to a correct quantity of extinguishant to suit the volume and
discharge line going to No. 1 nacelle and the other ventilation characteristics of each zone.
discharge port is connected to a discharge line to No. 2
nacelle.
The fill and thermal relief valve installation consists of a
fill fitting with a thermal relief valve connected in series.

Figure 22 – Engine Fire Extinguishing


System Discharge Indicator However a fire warning is not mandatory for operation of
the system.
The yellow fire extinguishing system discharge indicator,
located on the left wing/fuselage fairing at Sta. X 456.25, Operating Sequence
provides a visual indication of system discharge. The
NOTE: As the fire extinguishing system operation is
piston operated indicator assembly is connected through
similar for both engines, only engine No. 1
check valves and lines to a tapping in each discharge
operation is described.
line. The discharge of either bottles contents into either
discharge line acts on the piston to eject the yellow Pulling the PULL FUEL OFF handle completes electrical
discharge indicator. circuits with the following results:
Thermal Discharge Indicator 1. No. 1 engine fuel emergency shutoff valve is
energized closed as indicated by a white FUEL
The red thermal discharge indicator, located above the VALVE CLOSED light coming on. Green FUEL
system discharge indicator on the left wing/fuselage VALVE OPEN light goes off.
fairing, provides a visual indication of fire extinguisher
2. No. 1 engine firewall hydraulic shutoff valve is
bottle thermal discharge. The indicator assembly is
energized closed.
connected through lines to each bottles fill fitting.
The discharge of either bottles contents, due to high 3. The forward fire extinguisher bottle forward squib
temperature in the bottle compartment, ejects the is armed and engine 1 FWD BTL indicator light
red discharge indicator and the contents are dumped comes on providing pressure in the bottle meets
overboard. requirements. Power is derived from the 28V dc
right essential bus.
Operation 4. The aft fire extinguisher bottle aft squib is
General armed and engine 1 AFT BTL indicator light
comes on providing pressure in the bottle meets
Engine fire extinguishing is manually initiated. The requirements. Power is derived from the 28V dc
requirement for operation of the system for individual right essential bus.
engine(s) is normally preceded by a warning from the
engine fire detection system; with the master fire warning Selecting the EXTG switch to FWD BTL completes an
(red) and master caution (amber) lights flashing, the electrical circuit from the right essential bus to detonate
CHECK FIRE DET warning light coming on to indicate the forward bottle forward squib. Detonation of the squib
a fire in one or more nacelles, and an illuminated PULL ruptures the destructible area of the discharge valve
FUEL OFF handle indicating the affected nacelle. and the bottle discharges its contents into nacelle No. 1.

Figure 23 – Fire Protection Panel Ops. (1 of 2)


When the bottle discharges, the FWD BTL indicator light
goes out.
Some of the discharged extinguishing agent is routed
through a line to act on a piston to eject the yellow
system discharge indicator on the left wing/fuselage
fairing.
Selecting the EXTG switch to AFT BTL, if required,
completes an electrical circuit from the right essential
bus to detonate the aft bottle aft squib. Detonation of
the squib ruptures the destructible area of the discharge
valve and the bottle discharges into nacelle No. 1. When
the bottle discharges, the AFT BTL indicator light goes
out.
The armed or operated fire extinguishing system is reset
when the PULL FUEL OFF handle is pushed in. This
action disarms the fire bottle squibs and opens the fuel
emergency shutoff valve and firewall hydraulic shutoff
valve. The white FUEL VALVE CLOSED light goes off
and the green FUEL VALVE OPEN light comes on.

Figure 24 – Fire Protection Panel Ops. (2 of 2)


LAVATORY FIRE PROTECTION SYSTEM
Description
The lavatory fire protection system consists of fire
extinguisher bottle and associated distribution lines. A
stainless steel fully automatic disposable fire extinguisher
bottle is located in the lavatory garbage container
compartment with heat activated fused distribution lines.
The fire extinguisher is fully automatic. When a
fire condition occurs and the temperature reaches
approximately 170 degrees F (76 degrees C) it melts
the fused ends of the distribution lines activating the fire
retardant into the garbage container.

Figure 25 – Lav Fire Extinguisher


PORTABLE FIRE EXTINGUISHERS
General
Three hand−operated fire extinguishers are provided,
one aft of the pilot’s seat and two located in the cabin,
one in the emergency stowage compartment and the
other on the baggage compartment divider bulkhead.
All extinguishers are retained in quick release brackets.
Instructions for use are shown on the body of each
extinguisher.
The Halon 1211 universal extinguishant
(Bromochlorodifluoromethane) in each bottle is suitable
for use on electrical fires or fires involving fuel or oil.
Halon 1211 is not toxic or corrosive, nor does it cause
cold burns, harm fabrics or metals or leave any residue.

Figure 26 – Portable Fire Extinguishers



DHC 8 -300
(Differences)
26
FIRE PROTECTION
© Jazz Air LP, 2008. All rights reserved. No part of these materials may be reproduced, stored in any material form
(including photocopying or storing on any medium by electronic means) without the prior written permission of the
copyright holder, except in accordance with the provisions of the Copyright Act. The doing of any unauthorized act in
relation to a copyright work may result in a civil claim for damages and/or criminal prosecution.
DHC8-300 Differences
FIRE PROTECTION
General
Fire protection consists of fire detection, smoke detection
and fire extinguishing systems. Fire detection is provided
by an independent duplicated pneumatic loop (loop A and
loop B) for each engine nacelle. Both loops A and B are
routed through fire zones 1, 2, 3 and 3A.
On Mod 8/1835 aircraft, existing loop B is deactivated
and a new loop B, brazed onto a modified
intercompressor case P2.5/3.0 air pipe, is installed.
Fire detection for the APU is provided by a pneumatic
sensor element complete with responder routed along
and around the APU shroud and terminating on the rear
pressure bulkhead. Smoke detection is provided by
individual smoke detectors located in the rear baggage
compartment and lavatory. On aircraft with moveable
divider bulkhead, smoke detectors are also installed in
the cargo compartment at different stations, depending
on the divider bulkhead position.
Fire extinguishing system is provided by an independent
two−bottle engine fire extinguishing system, an APU fire
extinguishing bottle, an automatically discharged lavatory
fire extinguishing bottle, a single hand−operated fire
extinguishing bottle in the flight compartment and three
hand−operated fire extinguishing bottles in the passenger
compartment.

Figure 27 – Engine Fire Detection


FIRE DETECTION SYSTEM − NACELLE put on warning lights located on the fire protection panel
(overhead panel) and on the glareshield panel.
Description
Warning lights also come on if there is a malfunction of
General a sensor loop circuit. The system requires 28V dc for
Two independent fire detection systems, one for each operation. Both systems are supplied by the left and right
nacelle, provide the crew with an immediate warning essential buses.
when a fire or overheat condition occurs. Each system Fire Detection Sensor Loops
consists of two separate parallel routed fire detection
sensor loops designated loop A and loop B (each with a On Pre−Mod 8/1835 aircraft, two separate pneumatic fire
responder attached), a fire detection control unit, control detection sensor loops, loop A and loop B, are installed
switches and warning lights. in each nacelle to detect a fire or overheat condition. The
loops are mounted parallel to each other in each nacelle
On Pre−Mod 8/1835 aircraft, loops A and B pass through and are routed through the fire zones 1, 2, 3 and 3A.
fire zones 1, 2, 3 and 3A in each nacelle. The loops
are each connected to the appropriate fire detection On Mod 8/1835 aircraft, the loop B is brazed onto the
control units via the responders to form a duplicated fire modified intercompressor case P2.5/3.0 air pipe in
detection system for each nacelle. fire zone 2 in each nacelle to detect a fire of overheat
condition.
On Mod 8/1835 aircraft, the existing loop B is
disconnected from its fire detection control unit and the The loops are made of stainless steel capillary tubes .063
end capped (deactivated). This fire detection control inches (1.6 mm) in diameter, with a .018 inch (.45 mm)
unit is connected to a new loop B via an additional wall thickness. Through the center of each tube runs a
responder. The new loop B is brazed onto a modified titanium wire around which is a sponge−like inert metallic
intercompressor case P2.5/3.0 air pipe located in fire material impregnated with hydrogen gas. There is a
zone 2. space between the inert metallic material and the inside
of the stainless steel tube which is charged with helium
Each loop is filled with gases that expand in response gas. One end of the tube is sealed shut while the other
to an increase in temperature, causing a proportional end is permanently mated to a responder assembly. The
increase in internal gas pressure. At a preset pressure, gases in the loop create and maintain a certain minimum
an alarm switch within the loop responder closes, pressure which is transferred to the attached responder.
triggering alarm circuits in the fire detection control unit.
The fire detection control unit then generates signals to Overall heating of the loop causes an increase in
pressure from the helium gas on a switch within the

TO FIRE
9 DETECTION LOOP B
2. 1
10 CONTROL UNIT
XN
CHAIN
RESPONDER
.0
N9
8
11
−
P4
CAP (INTER−
X 26
COMPRESSOR
TO FIRE CASE P2.5/3.0
DETECTION AIR PIPE)
CONTROL
11
−
P5
UNIT
LOOP A 26
ELECTRICAL CROSS SECTION OF

CONNECTOR RESPONDER (TYP)
RESPONDER 2611−P5
NORMALLY
CONNECTING CLOSED
(REDUNDANT) RECEPTACLE
(CAPPED) INTEGRITY
ELECTRICAL
PRESSURE
HARNESS CABLE SWITCH
DETECTOR
POWER LINE
INERT
METALLIC
STAINLESS MATERIAL AND
STEEL HYDROGEN
TUBE FIRE ALARM/
INTEGRITY
TITANIUM INTERNAL FAULT SIGNAL
HELIUM
WIRE DUCTS NORMALLY LINE
OPEN ALARM
CROSS SECTION OF PRESSURE 3K OHMS
FIRE DETECTION SWITCH RESISTOR
SENSOR LOOP (TYP)
Figure 28 – Engine Fire Detection Loop


attached responder. Localized heating of the loop causes
a release of hydrogen gas from the inert metallic material,
creating a similar effect by increasing pressure on the
switch within the responder.


PORTABLE FIRE EXTINGUISHERS
General
Four fire extinguishers are provided at the following
locations (standard configuration): one on the flight
compartment divider bulkhead, behind the pilot’s seat;
one aft of the lavatory, behind the rear−facing seat;
one forward of the baggage compartment offset divider
bulkhead in the emergency stowage compartment and
one on the baggage compartment divider bulkhead left
side panel, behind the last seats.
On aircraft with flat divider bulkhead (optional), one fire
extinguisher is mounted on the left side panel of the
bulkhead and the second, a 17 Ib fire extinguisher, is
mounted on the lift−out panel of the same bulkhead.
On aircraft with forward galley installed (optional), the fire
extinguisher is located in the galley emergency stowage
compartment (Figure 2) and replaces the existing fire
extinguisher aft of the lavatory.
All extinguishers are retained in quick−release brackets.
Instructions for use are shown on the body of each
extinguisher.
On aircraft with Mod 8/1103 incorporated, a new fire
extinguisher complete with a new quick−release bracket
is provided at all the locations in the aircraft.
The Halon 1211 (bromochlorodifluoromethane) universal
extinguishant in each bottle is suitable for use on
electrical fires or fires involving fuel or oil. Halon 1211 is
not toxic or corrosive, nor does it cause cold burns, harm
fabrics or metals or leave any residue.

Figure 29 – Portable Fire Extinguishers 1



Figure 30 – Portable Fire Extinguishers 2


D8 ATA 26 Fire Protection

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DHC 8 -100

Oct. 1/2009 - © Jazz Air LP Page 2

FOR TRAINING PURPOSES ONLY

LAVATORY SMOKE DETECTION SYSTEM . . . . 32 DHC8-300 Differences . . . . . . . . . . . . . . . 60

Oct. 1/2009 - © Jazz Air LP Page 3

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 4

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 5

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 6

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Figure 1 – Fire Protection

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 8

FOR TRAINING PURPOSES ONLY

Figure 2 – Engine Fire Detection System

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 10

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 12

FOR TRAINING PURPOSES ONLY

Figure 4 – Fire Detection Control Units

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 14

FOR TRAINING PURPOSES ONLY

Figure 5 – Fire Protection Panel

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 16

FOR TRAINING PURPOSES ONLY

Figure 6 – Engine Fire Det. Schematic (1 Of 2)

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 18

FOR TRAINING PURPOSES ONLY

Figure 7 – Engine Fire Det. Schematic (2 Of 2)

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 20

FOR TRAINING PURPOSES ONLY

Figure 8 – Loop Fault Schematic (1 Of 2)

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 22

FOR TRAINING PURPOSES ONLY

Figure 9 – Loop Fault Schematic (2 Of 2)

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 24

FOR TRAINING PURPOSES ONLY

Figure 10 – Fire Detection Test (1 Of 2)

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 26

FOR TRAINING PURPOSES ONLY

Figure 11 – Fire Detection Test (2 Of 2)

FOR TRAINING PURPOSES ONLY

A smoke detection system continuously monitors the

Oct. 1/2009 - © Jazz Air LP Page 28

FOR TRAINING PURPOSES ONLY

Figure 12 – Baggage Smoke Detection

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 30

FOR TRAINING PURPOSES ONLY

Figure 13 – Baggage Smoke Det. Schematic

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 32