Single Aisle 
 TECHNICAL TRAINING MANUAL 
 T1 (CFM 56) (Lvl 2&3) 
 FIRE PROTECTION 
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 Single Aisle TECHNICAL TRAINING MANUAL

FIRE PROTECTION
GENERAL
Fire Protection System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . 2
ENGINE FIRE PROTECTION
Engine Fire Detection Logic (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Engine Fire Pushbutton Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . 32
SYS Operation in Case of ENG Fire in Flight (3) . . . . . . . . . . . . . . . 34
SYS Operation in Case of ENG Fire on GND (3) . . . . . . . . . . . . . . . 40
Precautions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Electrical Circuits (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
APU FIRE PROTECTION
APU Fire Detection Logic (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
APU Fire Pushbutton Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 66
System Operation in Case of APU Fire (3) . . . . . . . . . . . . . . . . . . . . 68
Auto Extinguishing on Ground (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Precautions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Electrical Circuits (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
AVIONICS SMOKE DETECTION
Avionics Smoke Procedure (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
CARGO & LAVATORY FIRE PROTECTION
Cargo Fire Protection System Presentation (2) . . . . . . . . . . . . . . . . 114
Cargo & Lavatory Smoke Detection System D/O (3) . . . . . . . . . . . 120
FAP Smoke Detection Page (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Cargo Smoke Procedure (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
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Precautions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

Cargo Fire Protection for ETOPS (option) (3) . . . . . . . . . . . . . . . . . 142

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

SYSTEM OVERVIEW
The engine and APU fire protection is provided by two sub-systems -
the FIRE detection system and the FIRE extinguishing system.
ENGINE AND APU FIRE DETECTION
The engines and the APU have individual fire detection systems.
Each system consists of two identical detection loops (A and B)
mounted in parallel. Each loop is made up of 3 detector elements
mounted in different areas of the engine. These areas are the fan case,
the core engine and the pylon area. For the APU, each loop consists
of a single detector element. Both loops are monitored by a Fire
Detection Unit (FDU). The FDU sends FIRE and FAULT signals to
the Flight Warning Computer for display on the ECAM.
ENGINE AND APU FIRE EXTINGUISHING
The guarded FIRE P/B switches provide FIRE indication and the
means to isolate affected systems. When the FIRE pushbutton is
released out, the engine or APU will shut down. This also arms the
extinguishing system.
Each engine is equipped with 2 fire bottles located in the pylon.
Each bottle is discharged by an associated AGENT P/BSW. The P/B
switches are located on the FIRE panel on the overhead.
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For the APU, there is just one fire extinguisher bottle located in the
aft fuselage forward of the APU firewall. It is discharged by a single
AGENT P/BSW. On the ground, an APU FIRE will trigger an APU
automatic shutdown and discharge the bottle automatically.
The TEST buttons are used to test the respective fire detection and
extinguishing system integrity.

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SYSTEM OVERVIEW - ENGINE AND APU FIRE DETECTION & ENGINE AND APU FIRE EXTINGUISHING

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

SYSTEM OVERVIEW (continued)
AVIONICS SMOKE DETECTION
The A320 family aircraft are provided with a cooling system for the
avionics equipment. The cooling system is controlled and monitored
by the Avionics Equipment Ventilation Controller (AEVC). The air
is circulated through the system by a blower fan (cool air supply)
working together with an extraction fan (warm air removal).
The extraction airflow is downstream of the avionics equipment, so
the Avionics SMOKE detector is fitted in the extraction duct and will
detect smoke coming from the computers and control boxes. The
detector is monitored by the AEVC. The AEVC signals the Flight
Warning Computer to display the AVIONICS SMOKE warning in
the cockpit.
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SYSTEM OVERVIEW - AVIONICS SMOKE DETECTION

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

SYSTEM OVERVIEW (continued)
CARGO SMOKE DETECTION
The cargo compartment smoke detection system is monitored by the
Smoke Detection Function (SDF) integrated in the Cabin
Intercommunication Data System (CIDS). The CIDS-SDF receives
signals from the cargo detectors and sends SMOKE or FAULT
warnings to the Flight Warning Computer (FWC) to alert the flight
crew.
CARGO FIRE EXTINGUISHING
The cargo compartment fire-extinguishing agent is discharged into
the FWD compartment through one nozzle (2 nozzles for A321) or
into the AFT compartment using two nozzles (3 nozzles for A321).
The standard system includes one extinguishing bottle located into
the FWD cargo compartment (for A318 and A319 relocated to the
AFT bulk cargo compartment RH side). For the A320, the
extinguishing bottle can also be located in the AFT cargo compartment.
An optional system includes two bottles. The second bottle is required
for extended range operations.
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SYSTEM OVERVIEW - CARGO SMOKE DETECTION & CARGO FIRE EXTINGUISHING

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

SYSTEM OVERVIEW (continued)
LAVATORY SMOKE DETECTION AND
EXTINGUISHING
The lavatory smoke detection system is monitored by the SDF
integrated in the CIDS. The CIDS-SDF receives signals from the
lavatory detectors and sends SMOKE or FAULT warnings to the
FWC to alert the flight crew.
Each lavatory waste bin is protected by an automatic fire extinguishing
system. A small pressurized extinguisher will automatically discharge
in case of a fire. Fusible material in the discharge tube melts at high
temperature and the pressurized agent discharges into the waste bin.
In addition, LAV SMOKE warnings are sent to the CIDS to alert the
cabin crew.
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SYSTEM OVERVIEW - LAVATORY SMOKE DETECTION AND EXTINGUISHING

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

SERVICING
The ENGINE and APU FIRE tests must be performed prior to start.
Press and hold the TEST pushbutton on the Engine or APU fire panel.
The test will trigger all of the FIRE warnings in the cockpit.
During the engine FIRE test:
- FIRE light on overhead panel illuminates,
- FIRE light on engine start panel illuminates,
- both SQUIB lights illuminate,
- both DISCH lights illuminate,
- both red MASTER WARNING lights illuminate on the glare shield
panel,
- continuous chime sounds,
- engine FIRE procedure displayed on upper ECAM DU,
- ENGINE page displayed on lower ECAM DU.
During the APU FIRE test:
- FIRE light on overhead panel illuminates,
- SQUIB light illuminates,
- DISCH light illuminates,
- both red MASTER WARNING lights illuminate on the glare shield
panel,
- continuous chime sounds,
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- APU FIRE procedure displayed on upper ECAM DU,

- APU page displayed on lower ECAM DU.

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SERVICING

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

DAILY CHECKS
Each lavatory waste bin is protected from fire by an automatically
discharged fire bottle. The bottle is located above the waste bin. The
lavatory fire bottle pressure may be checked at the pressure gage on the
bottle.
The APU fire bottle is located forward of the APU firewall. Prior to
starting the APU, the bottle pressure may be insured by checking the red
disc located on the rear fuselage lower left side. The red disc is connected
to an overpressure discharge tube. If the bottle pressure becomes
excessive, the bottle will discharge to protect the structure and the red
disc will blow out.
The cargo compartments should be checked for integrity. Any damage
to the cargo compartment ceiling or sidewall liner should be repaired
immediately. If the compartment is ventilated, the ventilation isolation
valves are automatically closed when SMOKE is detected. A hole in the
liner could induce airflow through the compartment, compromising the
fire protection of the compartments. If the compartment is not ventilated,
no airflow is permitted.
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DAILY CHECKS

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION
The aircraft may be dispatched per the MEL with an engine or APU
LOOP A or LOOP B fault. A fire test must be performed to verify the
integrity of the other loop. The aircraft may not be dispatched with a
FIRE DETECTION fault (A and B loops faulty).
A single cargo smoke detector fault will be indicated by a STATUS
message on ECAM. The aircraft may be dispatched in this condition per
the MEL.
If both detectors in one cavity are faulty, the aircraft may be dispatched
with the compartment empty. The aircraft may be dispatched with the
use of the compartments as long as the compartment does not contain
inflammable or combustible materials. If the aircraft is equipped with
cargo compartment ventilation, the isolation valves must be selected
closed. Before each flight, the compartment liner must be checked for
condition and integrity.
Each lavatory has a single detector. If this detector fails, the aircraft may
be dispatched with the lavatory locked closed and the waste bin empty.
The lavatory may be used as long as the extinguisher pressure is verified
OK and periodic smoke checks are done by the cabin staff. To lock the
lavatory, lift the "LAVATORY" cover plate on the outside of the door
and slide the unlocking pin to the LOCK position.
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MEL/DEACTIVATION

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MEL/DEACTIVATION

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FIRE PROTECTION SYSTEM LINE MAINTENANCE (2)

MAINTENANCE TIPS
The APU auto extinguishing test should be performed every 3000 flight
hours. This test will insure that the APU will be protected in case of a
fire. When a fire is detected the APU will shut down and the fire bottle
will be discharged automatically.
The Auto extinguishing test pushbutton is found on the overhead MAINT
panel. The test must be done with the APU shut down but with the master
switch selected ON. During the test the APU auto shutdown is simulated
and the APU fuel supply valve is closed.
Both squibs of each engine fire bottle No. 1 and one squib of the APU
fire bottle are supplied by 28 VDC from the HOT bus. When performing
maintenance with the FIRE pushbutton released out, make sure to pull
both squib C/Bs to protect against bottle discharge. If the C/Bs are not
pulled, the bottle may be discharged even without power on the aircraft.
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MAINTENANCE TIPS

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MAINTENANCE TIPS

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ENGINE FIRE DETECTION LOGIC (3)

FIRE DETECTORS STATE
In NORMAL STATE, the INTEGRITY switch is closed and the ALARM
switch is open.
In ALARM STATE:
The effect of an average temperature expands the helium (inert) gas,
which in turn closes the ALARM switch, or the effect of heat caused by
a flame or hot gas, releases core (active) gas from the hybrid core, which
in turn closes the ALARM switch.
In both cases, the detector sends a fire signal.
In FAULT STATE:
In the event of gas pressure loss (pipe fracture or cut off due to a torching
flame), the INTEGRITY switch opens and generates a fault signal.
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FIRE DETECTORS STATE

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ENGINE FIRE DETECTION LOGIC (3)

GENERAL
The engine Fire Detection Unit (FDU) has two channels capable of
detecting any case of engine fire and loop failure. Each channel does the
same detection logic depending on the loop A and loop B status.
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GENERAL

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ENGINE FIRE DETECTION LOGIC (3)

FIRE WARNING
In case of a fire detected on both loops or on one loop with the other
faulty, the channels provide a fire warning to the ENGINE FIRE panel,
ENGINE START control panel, MASTER WARN and ECAM displays.
The FDU generates a fire warning signal if any of the following conditions
are met:
- fire on loop A and fire on loop B,
- fire on loop A and fault on loop B,
- fault on loop A and fire on loop B,
- fault on loop A and fault on loop B within 5 seconds (both loops broken
due to a torching flame).
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FIRE WARNING

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ENGINE FIRE DETECTION LOGIC (3)

LOOP FAULT WARNING
In case of a loop failure the FDU supplies a loop fault warning signal to
the ECAM and Centralized Fault Display Interface Unit (CFDIU).
The FDU generates an inoperative signal if any of the following
conditions are met:
- electrical failure,
- integrity failure,
- detection of a single loop FIRE during more than 16 s while the other
loop is in normal condition.
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LOOP FAULT WARNING

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ENGINE FIRE DETECTION LOGIC (3)

DETECTION FAULT WARNING
The detection fault logic is based on a dual loop failure. It agrees with a
total loss of the detection system. When the FDU generates two
inoperative signals related to loop A and loop B fault logic, the Flight
Warning Computer (FWC) elaborates the fault warning.
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DETECTION FAULT WARNING

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ENGINE FIRE PUSHBUTTON INTERFACES (3)

GENERAL
During the engine fire procedure, the ENGINE FIRE P/BSW is manually
released out. This triggers several automatic sequences simplifying further
crew actions and system monitoring.

MONITORING INTERFACES
Releasing the fire P/BSW out cancels the Continuous Repetitive Chime
(CRC), signals the action to the Flight Warning Computer (FWC) for
further management of other warnings and messages and the SQUIB
light comes on, on the engine fire control panel.

SUPPLY INTERFACES
Quick isolation of all systems on the related engine, which could be the
origin of the fire or feed the fire, is achieved as soon as the fire P/BSW
is released out. These systems are:
- fuel,
- air,
- electric power,
- hydraulic power.
The electric supply to the Engine Interface Unit (EIU) is also
disconnected.
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GENERAL ... SUPPLY INTERFACES

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SYS OPERATION IN CASE OF ENG FIRE IN FLIGHT (3)

GENERAL
The following fire procedure describes the flight crew procedure when
an engine FIRE warning occurs in flight. The procedure takes engine 2
as an example.

FIRE PROCEDURE
FIRE DETECTION
When a fire is detected, the Continuous Repetitive Chime (CRC)
sounds, the MASTER Warning flashes, the ENGINE FIRE P/BSW
light comes on and the FIRE light on the Engine panel comes on. The
warning is shown on the Engine and Warning Display and the engine
system page comes up automatically.
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GENERAL & FIRE PROCEDURE

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SYS OPERATION IN CASE OF ENG FIRE IN FLIGHT (3)

FIRE PROCEDURE (continued)
ISOLATION
To follow the fire procedure the following actions have to be done:

NOTE: Note: The Master Warning P/BSW may be pressed to cancel

the continuous repetitive chime.
- set thrust lever to "IDLE".
- set ENG MASTER 2 lever to "OFF". When the MASTER lever is
set to OFF, the low pressure and the high pressure fuel valves close
and cause engine shutdown.
- release ENG 2 FIRE P/BSW.
When the ENGINE FIRE P/BSW is released out the Single Chime
(SC) sounds. The MASTER CAUTion comes on due to systems
deactivation. The fuel low pressure valve closure is confirmed .The
SQUIB lights illuminate on the AGENT P/BSWs to indicate that
AGENT P/BSWs can be used.
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FIRE PROCEDURE - ISOLATION

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SYS OPERATION IN CASE OF ENG FIRE IN FLIGHT (3)

FIRE PROCEDURE (continued)
FIRE EXTINGUISHING
To extinguish the fire the following actions have to be done:
- wait for 10 seconds: this is required to reduce engine windmilling,
reducing the nacelle ventilation which increases the agent effect,
- press AGENT 1 P/BSW. When the AGENT 1 P/BSW is pressed,
the fire bottle one is discharged in the engine compartment and the
DISCHarge light comes on. If the fire still persists after 30 seconds,
the second bottle must be discharged,
- press AGENT 2 P/BSW. When the fire is extinguished, the ENGINE
FIRE P/BSW light and the FIRE indication on the ENG panel go off.
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FIRE PROCEDURE - FIRE EXTINGUISHING

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SYS OPERATION IN CASE OF ENG FIRE ON GND (3)

GENERAL
The following FIRE procedure describes the procedure when an engine
FIRE warning occurs on the ground. The procedure takes Engine 2 as an
example.

FIRE PROCEDURE
FIRE DETECTION
When fire is detected, the Continuous Repetitive Chime (CRC) sounds,
the MASTER WARNing flashes, the ENGINE FIRE P/BSW light
comes on and the FIRE light on the ENGine panel comes on. The
warning is shown on the Engine and Warning Display and the engine
system page comes up automatically.
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GENERAL & FIRE PROCEDURE

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SYS OPERATION IN CASE OF ENG FIRE ON GND (3)

FIRE PROCEDURE (continued)
ISOLATION
To follow the fire procedure the following actions have to be done:

NOTE: Note: The MASTER WARN P/BSW may be pressed to

cancel the CRC.
- as long as the rolling speed of the aircraft does not exceed V1, the
crew must stop the aircraft,
- set thrust levers to "IDLE". Note that full REVerse may be used to
stop the aircraft,
- when the aircraft is stopped and parking brake is set to "ON", set
ENG MASTER 2 lever to "OFF". When the ENG MASTER lever is
set to "OFF", the low pressure and high pressure valves close and
cause engine shutdown,
- select ENG 2 FIRE P/BSW. When the ENGINE FIRE P/BSW is
released out the Single Chime (SC) sounds. The MASTER CAUTion
comes on due to systems deactivation. The fuel low pressure valve
closure is confirmed. The SQUIB lights on the AGENT P/BSWs come
on to indicate that AGENT P/BSWs can be used.
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FIRE PROCEDURE - ISOLATION

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SYS OPERATION IN CASE OF ENG FIRE ON GND (3)

FIRE PROCEDURE (continued)
FIRE EXTINGUISHING
To follow the fire procedure, the following actions have to be done:
- select AGENT 1 and AGENT 2 P/BSWs. When the AGENT 1 and
AGENT 2 P/BSWs are pressed, both engine fire bottles are discharged
in the engine compartment and the DISCHarge lights come on,
- select ENG MASTER 1 lever to OFF.
When the second engine is shut down, if the APU is not running the
ECAM displays are lost. If the APU is running, it must be shut down.
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FIRE PROCEDURE - FIRE EXTINGUISHING

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PRECAUTIONS (3)
GENERAL
Specific precautions must be taken during removal or installation of a
fire extinguishing bottle and a discharge cartridge.

FIRE BOTTLE
WARNING: The fire bottle cartridges are explosive. Remove them before
working on the bottle. Protective caps must be installed during bottle
removal/installation to prevent damage to discharge diaphragm, which
could result in injury to personnel.

DISCHARGE CARTRIDGE
WARNING: Before power is supplied to the A/C make sure that electrical
circuits upon which work is in progress are isolated. Cartridges are class
"C" explosives and must be handled or stored by authorized personnel
or disposed of by an approved method. When cartridge electrical
connectors are disconnected, the cartridge electrical pins must be shunted
with a protective shunt, which is given by the manufacturer. A shunt plug
or shorting clip will prevent bottle discharge which could cause injury
to maintenance personnel. The cartridge installed must be supplied by
fire bottle vendor and agreed with the specification indicated in the AMM.
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GENERAL ... DISCHARGE CARTRIDGE

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ELECTRICAL CIRCUITS (3)

FIRE DETECTION CIRCUIT
The engine fire and overheat detection system is supplied by the electrical
power from the DC system. Each engine has two continuous loops
connected in parallel to a Fire Detection Unit (FDU). Each FDU has two
identical channels: channel A and B. Each one has its own power supply
and is connected to one fire detection loop.
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FIRE DETECTION CIRCUIT

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ELECTRICAL CIRCUITS (3)

FIRE EXTINGUISHING CIRCUIT
The engine fire extinguishing system is supplied by electrical power from
the DC system. For each engine the system comprises one ENGine FIRE
P/BSW, two SQUIB/DISCHarge P/BSWs and one TEST P/B located on
the ENG and APU FIRE panel; and two fire extinguishing bottles located
in the engine pylon.
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FIRE EXTINGUISHING CIRCUIT

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ELECTRICAL CIRCUITS (3)

FIRE EXTINGUISHING CIRCUIT (continued)
TEST PUSHBUTTON
The operational test lets the pilot monitor and activate the fire
protection system. It can be done on the ground or in flight. Each
engine has its TEST P/B which must be pushed and held when doing
the test. When the TEST P/B is pressed, the fire warning indications
are triggered on the related engine section on the ENG and APU FIRE
panel. Each TEST P/B lets the crew check the condition of the fire
detectors, the FDU, and the indication warnings. It initiates the loops
and squib tests.
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FIRE EXTINGUISHING CIRCUIT - TEST PUSHBUTTON

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ELECTRICAL CIRCUITS (3)

FIRE EXTINGUISHING CIRCUIT (continued)
ENGINE 2 FIRE PUSHBUTTON
Pushing the ENG 2 FIRE P/BSW arms the engine 2 fire extinguishing
bottles firing system. The SQUIB lights come on to indicate that fire
bottles can be used. At the same time the engine is isolated from the
rest of the aircraft systems.
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FIRE EXTINGUISHING CIRCUIT - ENGINE 2 FIRE PUSHBUTTON

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ELECTRICAL CIRCUITS (3)

FIRE EXTINGUISHING CIRCUIT (continued)
DISCH PUSHBUTTON
When the AGENT 1 P/BSW is selected the extinguishing agent flows
in the rigid pipes and is immediately sprayed in the engine zones. The
amber DISCH legend comes on when the fire extinguisher bottle is
completely discharged. The DISCH alarm module sends the related
signal to the Flight Warning Computer (FWC).
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FIRE EXTINGUISHING CIRCUIT - DISCH PUSHBUTTON

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APU FIRE DETECTION LOGIC (3)

FIRE DETECTORS STATE
In NORMAL STATE, the INTEGRITY switch is closed and the ALARM
switch is open.
In ALARM STATE:
The effect of an average temperature expands the helium (inert) gas,
which in turn closes the ALARM switch, or the effect of heat caused by
a flame or hot gas, releases core (active) gas from the hybrid core, which
in turn closes the ALARM switch.
In both cases, the detector sends a fire signal.
In FAULT STATE:
In the event of gas pressure loss (pipe fracture or cut off due to a torching
flame), the INTEGRITY switch opens and generates a fault signal.
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FIRE DETECTORS STATE

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APU FIRE DETECTION LOGIC (3)

GENERAL
The APU Fire Detection Unit (FDU) has two channels capable of
detecting any case of APU fire and loop failure. Each channel does the
same detection logic depending on the loop A and loop B status.

FIRE WARNING
In case of a fire detected on both loops or on one loop with the other
faulty, the channels send a fire warning to the APU FIRE panel, EXTernal
PoWeR control panel, MASTER WARN and ECAM displays. The FDU
supplies a fire warning signal if any of the following conditions are met:
- fire on loop A and fire on loop B,
- fire on loop A and fault on loop B,
- fault on loop A and fire on loop B,
- fault on loop A and fault on loop B within 5 seconds (both loops broken
due to a torching flame).
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GENERAL & FIRE WARNING

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APU FIRE DETECTION LOGIC (3)

LOOP FAULT WARNING
In case of a loop failure the FDU supplies a loop fault warning signal to
the ECAM and Centralized Fault Display Interface Unit (CFDIU). The
FDU supplies an inoperative signal if any of the following conditions
are met:
- electrical failure,
- integrity failure,
- detection of a single loop fire during more than 16 s while the other
loop is in normal condition.
ELECTRICAL FAILURE
An electrical failure is signaled by a loop fault message if there is a
loss of electrical power of the APU fire detection system.
INTEGRITY FAILURE
An integrity failure is signaled by a loop fault message if there is a
loss of pressure in a fire sensor element.
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LOOP FAULT WARNING - ELECTRICAL FAILURE & INTEGRITY FAILURE

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APU FIRE DETECTION LOGIC (3)

DETECTION FAULT WARNING
The detection fault logic is based on a dual loop failure. It agrees with a
total loss of the detection system. When the FDU supplies two inoperative
signals related to loop A and loop B fault logic, the Flight Warning
Computer (FWC) elaborates a detection fault warning.
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DETECTION FAULT WARNING

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APU FIRE PUSHBUTTON INTERFACES (3)

GENERAL
During the APU fire procedure, the APU FIRE PUSHbutton switch is
manually released out. This triggers several automatic sequences
simplifying further crew actions and system monitoring.

MONITORING INTERFACES
Releasing the FIRE P/BSW out cancels the Continuous Repetitive Chime
(CRC), signals the action to the Flight Warning Computer (FWC), for
further management of other warnings and messages and the SQUIB
light comes on, on the APU fire control panel.

SUPPLY INTERFACES
Quick isolation of all systems on the APU, which could be the origin of
the fire or feed the fire, is achieved as soon as the FIRE P/BSW is released
out. These systems are:
- fuel,
- air,
- electric power.
The Electronic Control Box (ECB) of the APU is triggered to initiate an
emergency APU shutdown.
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AUTO EXTINGUISHING ON GROUND

When an APU fire is detected on ground, the APU shuts down
automatically and the fire extinguishing system is automatically triggered.

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GENERAL ... AUTO EXTINGUISHING ON GROUND

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SYSTEM OPERATION IN CASE OF APU FIRE (3)

GENERAL
The aircraft is in flight and the APU is running.

FIRE DETECTION
When a fire is detected, the Continuous Repetitive Chime (CRC) sounds,
the MASTER WARNing flashes and the APU FIRE PUSH button switch
light on the APU FIRE panel comes on.
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GENERAL & FIRE DETECTION

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SYSTEM OPERATION IN CASE OF APU FIRE (3)

APU ISOLATION
To isolate the APU, the APU FIRE PUSH button switch must be released
out. In this case, the CRC stops, the fuel low pressure shutoff valve and
the fuel solenoid valve close and cause APU shutdown. The Single Chime
(SC) sounds, the MASTER CAUTion and the FAULT light on the APU
MASTER SWitch P/B come on. The SQUIB light comes on to indicate
that the AGENT P/BSW can be used.
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APU ISOLATION

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SYSTEM OPERATION IN CASE OF APU FIRE (3)

FIRE EXTINGUISHING
A 10 s delay allows the airflow to reduce, this increases the agent effect.
Then AGENT P/BSW must be pressed in. The fire bottle is discharged
in the APU compartment and the DISCHarge light comes on. When the
fire is extinguished, the MASTER WARN and the APU FIRE PUSH
button switch lights go off. The APU MASTER SW P/B has to be released
out; when this is done the FAULT light and the MASTER CAUT go off.
This completes the procedure.
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FIRE EXTINGUISHING

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AUTO EXTINGUISHING ON GROUND (2)

GENERAL
The aircraft is on ground, and the APU is running without supervision.

FIRE DETECTION
When a fire is detected, the Continuous Repetitive Chime (CRC) sounds,
the MASTER WARNing flashes and the APU FIRE PUSH button switch
light on the APU FIRE panel comes on. The APU FIRE light on the
EXTernal PoWeR panel comes on, and the external horn sounds.
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GENERAL & FIRE DETECTION

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AUTO EXTINGUISHING ON GROUND (2)

APU ISOLATION
The fuel low pressure shut off valve and the fuel solenoid valve close
and the APU shuts down. The Single Chime (SC) sounds, the MASTER
CAUTion and the FAULT light on the APU MASTER SWitch button
come on.
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APU ISOLATION

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AUTO EXTINGUISHING ON GROUND (2)

FIRE EXTINGUISHING
Three seconds after APU isolation, the APU fire bottle is discharged
automatically and the DISCHarge light on the AGENT P/BSW comes
on.
FIRE EXTINGUISHED
When the fire is extinguished, the MASTER WARN, the APU FIRE
PUSH button switch light on the APU FIRE panel and the APU FIRE
light on the EXT PWR panel go off, the external horn stops.

NOTE: Note: It is not necessary to use the APU SHUT OFF switch
on the EXT PWR panel in case of APU fire auto
extinguishing.
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FIRE EXTINGUISHING - FIRE EXTINGUISHED

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PRECAUTIONS (3)
GENERAL
Specific precautions must be taken during removal or installation of a
fire extinguishing bottle and a discharge cartridge.

FIRE BOTTLE
WARNING: The fire bottle cartridges are explosive. Remove them before
working on the bottle. Protective caps must be installed during bottle
removal/installation to prevent damage to discharge diaphragm, which
could result in injury to personnel.

DISCHARGE CARTRIDGE
WARNING: Before power is supplied to the A/C make sure that electrical
circuits upon which work is in progress are isolated. Cartridges are class
"C" explosives and must be handled or stored by authorized personnel
or disposed of by an approved method. When cartridge electrical
connectors are disconnected, the cartridge electrical pins must be shunted
with a protective shunt, which is given by the manufacturer. A shunt plug
or shorting clip will prevent bottle discharge, which could cause injury
to maintenance personnel. The cartridge installed must be of the same
make as the fire bottle and agreed with the specification indicated in the
UAJ09471 - U3BT1T0 - UM26O2000000001

AMM.

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GENERAL ... DISCHARGE CARTRIDGE

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ELECTRICAL CIRCUITS (3)

DETECTION CIRCUIT
The APU fire and overheat detection system is supplied by the aircraft
DC electrical power. The detection system has two identical and
electrically independent loops connected in parallel to a Fire Detection
Unit (FDU). Each FDU has two identical channels: channel A and B.
Each one has its own power supply and is connected to one fire detection
loop.
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DETECTION CIRCUIT

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ELECTRICAL CIRCUITS (3)

EXTINGUISHING CIRCUIT
The APU fire extinguishing system gets the electrical power from the
DC system of the aircraft. The system has an APU FIRE PUSH button
switch, a SQUIB/DISCHarge P/BSW and one TEST P/BSW located on
the ENGine and APU FIRE panel. A fire extinguishing bottle is installed
forward the APU compartment firewall.
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EXTINGUISHING CIRCUIT

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ELECTRICAL CIRCUITS (3)

EXTINGUISHING CIRCUIT (continued)
APU FIRE PUSHBUTTON
When fire is detected, the APU FIRE PUSH button switch light comes
on. Pushing this P/BSW arms the APU fire extinguishing bottle firing
system. The SQUIB light comes on to indicate that fire bottle can be
used. At the same time the APU is isolated from the rest of the aircraft
systems.
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EXTINGUISHING CIRCUIT - APU FIRE PUSHBUTTON

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ELECTRICAL CIRCUITS (3)

EXTINGUISHING CIRCUIT (continued)
DISCH PUSHBUTTON
When the AGENT P/BSW is selected the extinguishing agent is
released and flows into the APU compartment. The amber DISCH
legend comes on when the fire extinguisher bottle has lost pressure.
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EXTINGUISHING CIRCUIT - DISCH PUSHBUTTON

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ELECTRICAL CIRCUITS (3)

AUTO EXTINGUISHING CIRCUIT
When an APU fire is detected on ground, the extinguishing system is
automatically activated. The system circuit gets its power supply from
the DC system of the aircraft.
FIRE DETECTED
In case of fire detected on the ground and input signal from LGCIU
1 (MLG 1+2 compressed) valid, 28 VDC is provided to several Relays
inside the APU Auto Extinguishing Relay Circuit to initiate the EMER
shut down and automatic fire extinguishing of the APU. The relay
circuit energizes the ground horn and the APU FIRE light on the
EXTernal PoWeR panel. The APU LP Valve Motors will be supplied
with electrical power to close the Valve, the APU ECB receives a
discrete input signal to initiate an EMER shut down and the APU fire
bottle squib will be supplied with 28VDC 3sec. after EMER shut
down has been initiated by the ECB.
The bottle is discharged and the extinguishing agent is released into
the APU compartment.

NOTE: Note: APU automatic extinguishing is only triggered by

APU Fire Loop "A".
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AUTO EXTINGUISHING CIRCUIT - FIRE DETECTED

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ELECTRICAL CIRCUITS (3)

AUTO EXTINGUISHING CIRCUIT (continued)
AUTO EXTINGUISHING TEST
The test is initiated from the APU AUTO EXTINGuishing section of
the overhead panel (50VU). Pressing the TEST P/BSW, the white ON
light is illuminated and 28VDC is connected to a number of relays
inside the Auto Extinguishing Relay Circuit, which then energize the:
- Extinguishing Ground Test Relay (36WF), to isolate the Fire
Extinguishing Bottle from the automatic fire extinguishing circuit, to
prevent 28VDC power supply to the filaments of Fire Extinguishing
Bottle Cartridge, during the Test.
Once this Extinguishing Ground Test Relay is energized, the test
continues as follows:
- The APU FIRE P/B Loop A lights illuminate.
With the A/C ON GROUND condition, supplied by LGCIU 1:
- The Relay Auto Push (34WF) controls the Fire EMER Stop Relay
1 (5WF) to initiate the closing of the APU Fuel LP Valve and the
EMER Shut down signal to the ECB,
- The Relay Auto Push (34WF) also controls Fire EMER Stop Relay
2 (6WF), also responsible to initiate the closing of APU Fuel LP Valve,
- The RED APU FIRE light on the External Power panel 108VU
illuminates,
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- The Ground Horn sounds.

Finally the white OK indicator light on the Auto Extinguishing Test
P/BSW comes on to indicate the correct operation of the tested Relays,
indicating a successful circuitry test.

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AUTO EXTINGUISHING CIRCUIT - AUTO EXTINGUISHING TEST

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ELECTRICAL CIRCUITS (3)

AUTO EXTINGUISHING CIRCUIT (continued)
SYSTEM RESET
The reset is initiated from the APU AUTO EXTING section of the
overhead panel. When the RESET P/BSW is pressed all the relays
are de-energized. The fire bottle is connected to the automatic fire
extinguishing circuit again. The horn and the APU FIRE light go off.
The ON and OK indicator lights go off.
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AUTO EXTINGUISHING CIRCUIT - SYSTEM RESET

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AVIONICS SMOKE PROCEDURE (3)

MASTER CAUTION
When smoke is detected, the MASTER CAUTion comes on, the Single
Chime (SC) sounds, GENerator 1 LINE SMOKE light comes on, on the
EMERgency ELECtrical PoWeR panel and the BLOWER FAULT and
EXTRACT FAULT lights on the VENTILATION panel come on. The
actions to do appear on the upper ECAM display.

NOTE: The smoke is directly perceptible by the crew through the center
pedestal.
The MASTER CAUT must be selected before doing the ECAM actions.
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MASTER CAUTION

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AVIONICS SMOKE PROCEDURE (3)

OXYGEN MASK
As smoke is confirmed, the crew has to use the oxygen masks and
establish communication. Avoid the use of interphone position to
minimize the interference from oxygen mask breathing noise.
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OXYGEN MASK

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AVIONICS SMOKE PROCEDURE (3)

CABIN AND COCKPIT ISOLATION
CABIN FANS
To prevent smoke from entering into the cockpit and cabin, the cabin
fans have to be stopped by setting to OFF the CABin FANS P/BSW
on the VENTILATION panel.
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CABIN AND COCKPIT ISOLATION - CABIN FANS

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AVIONICS SMOKE PROCEDURE (3)

CABIN AND COCKPIT ISOLATION (continued)
BLOWER FAN
The blower and extract fans of the avionics ventilation system must
be set to the OVeRriDe position to evacuate the smoke overboard.
When the BLOWER P/BSW is set to OVRD, the blower fan stops
and the air conditioning system is used as a cold air source by opening
the air conditioning inlet valve.
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CABIN AND COCKPIT ISOLATION - BLOWER FAN

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AVIONICS SMOKE PROCEDURE (3)

CABIN AND COCKPIT ISOLATION (continued)
EXTRACT FAN AND EXTRACT VALVE
The EXTRACT P/BSW must be set to OVRD position. Then, the air
is extracted overboard through the auxiliary flap inside the Skin Air
Outlet Valve, which is partially open. The extract fan keeps on
running. When the SMOKE warning is displayed, a 5 minutes
countdown is also displayed on ECAM. After the ventilation system
reconfiguration, the cockpit crew should allow 5 minutes for the
SMOKE warning to disappear.
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CABIN AND COCKPIT ISOLATION - EXTRACT FAN AND EXTRACT VALVE

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AVIONICS SMOKE PROCEDURE (3)

SMOKE SOURCE ISOLATION
As smoke is still perceptible, it is necessary to act on the electrical system.
The actions shown on the EWD indicate how to shed the normal electrical
network to isolate the smoke source.
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SMOKE SOURCE ISOLATION

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AVIONICS SMOKE PROCEDURE (3)

SMOKE SOURCE ISOLATION (continued)
GENERATOR 1
To isolate the smoke source the GEN 1 LINE P/BSW must be set to
the OFF position. This opens the GEN 1 LINE contactor. Generator
1 keeps on supplying one fuel pump on each wing tank, and the galleys
are shed. AC BUS 1 is supplied by generator 2 through the Bus Tie
Contactor (BTC).
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SMOKE SOURCE ISOLATION - GENERATOR 1

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AVIONICS SMOKE PROCEDURE (3)

ESSENTIAL ELECTRICAL NETWORK
RAM AIR TURBINE SUPPLYING
The MANual ON P/B must be selected to extend the Ram Air Turbine
(RAT). The RAT is now extended and the EMER GEN is connected
to keep the aircraft essential electrical network supplied.

NOTE: The emergency generator parameters are displayed on the

ECAM.
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ESSENTIAL ELECTRICAL NETWORK - RAM AIR TURBINE SUPPLYING

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AVIONICS SMOKE PROCEDURE (3)

ESSENTIAL ELECTRICAL NETWORK (continued)
GENERATOR 2
With the emergency generator running, the engine 2 and APU
generators have to be switched off in order to isolate the normal
electrical network. Engine 1 generator must be kept running for fuel
pump operation.
EMERGENCY CONFIGURATION
The GEN 2 P/BSW on the ELEC PWR panel is set to OFF. As both
engine generators have been disconnected, the electrical system is
now in emergency configuration and the lower ECAM display is no
longer supplied. The aircraft has to land as soon as possible by
following the emergency procedure. The avionics smoke procedure
is then completed.
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ESSENTIAL ELECTRICAL NETWORK - GENERATOR 2 & EMERGENCY CONFIGURATION

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CARGO FIRE PROTECTION SYSTEM PRESENTATION (2)

GENERAL
The cargo fire protection is supplied by two systems:
- the cargo smoke detection (separate FWD & AFT systems),
- the cargo fire extinguishing (separate FWD & AFT systems).

SMOKE DETECTORS
The cargo smoke detection system is installed in the FWD and in the
AFT/BULK cargo compartments. Four optical smoke detectors are located
in two cavities in the ceiling of the AFT/BULK cargo compartment and
two additional detectors in the FWD cargo compartment. The cargo
smoke detectors are electrically connected to the Cabin
Intercommunication Data System (CIDS) directors via Controller Area
Network (CAN) buses.
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GENERAL & SMOKE DETECTORS

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CARGO FIRE PROTECTION SYSTEM PRESENTATION (2)

CIDS SMOKE DETECTION FUNCTION BOTTLE
For each compartment, the Smoke Detection Function (SDF) integrated On A320 and A321, one extinguisher bottle is installed in the FWD cargo
in each CIDS director triggers cabin and cockpit warnings. The directors compartment, on A318 and A319 the bottle is installed in the Bulk cargo
interface with the Centralized Fault Display Interface Unit (CFDIU), the compartment. Optionally, on the A320, the extinguisher bottle can be
ventilation system, and the cargo fire extinguishing bottle condition installed in the AFT cargo compartment. The bottle supplies fire
monitoring system. A SMOKE warning is generated when both detectors extinguishing for the FWD and for the AFT/BULK cargo compartments.
in a cavity detect smoke ('AND' logic). The CIDS-SDF also monitors the The bottle has a pressure switch to monitor agent pressure and two
smoke detectors in case of a single detection. When only one cargo smoke electrically firing cartridges or squibs for agent discharges. The bottle
detector detects smoke, the CIDS-SDF checks the second detector pressure and the two squibs circuit conditions are continuously monitored
automatically: by the CIDS-SDF. In case of bottle pressure drop or loss of electrical
- if this test shows a normal operation of the second detector, the first squib continuity, the CIDS-SDF sends signals to the ECAM and CFDS.
detector is declared faulty. The result is no smoke warning in the cockpit,
- if this test shows an abnormal operation of the second detector, the TEST PUSHBUTTON
smoke warnings are activated. The second detector is declared faulty.
When the TEST P/B is pressed and held, the CIDS-SDF carries out an
WARNINGS automatic test. Smoke and a bottle pressure drop conditions are simulated.
The smoke detectors are tested. When the TEST P/B is pressed and held,
The CIDS-SDF sends signals for cockpit local warnings, ECAM system the SMOKE and DISCH lights on the CARGO SMOKE panel come on
and cargo ventilation controller. It also supplies the fault messages to the twice, and the ECAM warnings are activated. The isolation valves of the
Centralized Fault Display System (CFDS). In case of FWD or AFT/BULK cargo compartment ventilation system close and the extraction fan stops.
smoke detection; the respective SMOKE light comes on, on the CARGO The CIDS also passes the test and in case of a failure of one CIDS-SDF
SMOKE panel. At the same time the cargo ventilation controller closes channel the lamps come on only once. When the TEST P/B is released,
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the isolation valves of the affected compartment (If ventilation installed). the DISCH lights and the SMOKE lights go off. The isolation valves of
In case of a smoke detector failure, the CIDS-SDF sends signals to the the cargo compartment ventilation system open and the extraction fan
ECAM and CFDS systems. starts. The information is stored in the CFDS.

DISCH PUSHBUTTON
Action on one of the FWD or AFT guarded DISCHarge P/Bs discharges
the bottle in the respective cargo compartment. When smoke is detected,
the FWD or AFT DISCH P/BSW has to be pressed, in order to fire the
related squib of the extinguishing bottle. Both DISCH lights come on
when the fire extinguishing bottle is discharged.
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CIDS SMOKE DETECTION FUNCTION ... TEST PUSHBUTTON

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CARGO FIRE PROTECTION SYSTEM PRESENTATION (2)

A321 SYSTEM
The A321 cargo fire protection is supplied by two basic systems:
- the cargo smoke detection,
- the cargo fire extinguishing.
The A321 cargo fire protection system operation is identical to the A320.
The A321 cargo smoke detection system is installed in the FWD and in
the AFT/BULK cargo compartments. Six optical smoke detectors are
located in three cavities in the ceiling of the AFT/BULK cargo
compartment and four additional detectors are located in two cavities in
the ceiling of the FWD cargo compartment. The cargo smoke detectors
are electrically connected to the CIDS directors via CAN busses.
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A321 SYSTEM

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CARGO & LAVATORY SMOKE DETECTION SYSTEM D/O (3)

GENERAL
The cargo and lavatory smoke detectors are connected to both Smoke
Detection Functions (SDFs) integrated in the Cabin Intercommunication
Data System (CIDS) directors via Controller Area Network (CAN) busses.

LAVATORY SMOKE
The lavatory smoke detectors are connected to type B Decoder/Encoder
Units (DEUs) via CAN buses and the DEUs B are linked to the CIDS
directors via the CIDS middle line bus. The lavatory smoke detection is
done by the Central Processing Unit (CPU) and the CIDS-SDF. When
smoke is detected in a lavatory, the CPU 1 or 2 sends the following cabin
warnings:
- a triple chime is broadcast in all cabin or attendant station loudspeakers,
- a flashing amber light on the related Area Call Panel (ACP),
- "SMOKE LAV X" message is displayed and a red indicator flashes on
all the Attendant Indication Panels (AIPs),
- SMOKE DETECTION page appears automatically on the Flight
Attendant Panel (FAP) on which "SMOKE DETECTED" red message
is displayed and a red icon is displayed at the affected location,
- the affected amber lavatory call light flashes.
Simultaneously, the SDF 1 or 2 sends a smoke alert to the Flight Warning
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Computers (FWCs), which generates the following cockpit warnings:

- a Continuous Repetitive Chime (CRC),
- the red MASTER WARNing light,
- the LAVATORY SMOKE warning message on the EWD.
If smoke is no longer detected, the directors automatically reset all visual
and aural indications.

NOTE: An option disables lavatory warnings in the cockpit.

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GENERAL & LAVATORY SMOKE

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CARGO & LAVATORY SMOKE DETECTION SYSTEM D/O (3)

LAVATORY FAULT
When a lavatory smoke detector failure is detected by CIDS-SDF, the
faulty detector is automatically isolated in the bus system. The lavatory
detection fault is shown in the cockpit and on the FAP for the cabin. The
cabin warnings are:
- a flashing amber CAUTion light on FAP upper left corner if the SMOKE
DETECTION page cannot be immediately displayed,
- an amber icon displayed at the affected location on the SMOKE
DETECTION page,
- a failure message displayed in amber.
The inoperative lavatory smoke detector FAULT is sent to:
- the Centralized Fault Display Interface Unit (CFDIU) for maintenance
purposes,
- the FWC, for ECAM indication,
- the CIDS directors for FAP indications.
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LAVATORY FAULT

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CARGO & LAVATORY SMOKE DETECTION SYSTEM D/O (3)

CARGO SMOKE
When cargo smoke is detected, the CIDS-SDF function sends the SMOKE
warning signal to the cockpit through the FWCs. When smoke is detected
in one compartment, (aft shown as example), the following activated
warnings are:
- the CRC,
- the MASTER WARN light,
- the ECAM message,
- the SMOKE light on the CARGO SMOKE panel.
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CARGO SMOKE

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CARGO & LAVATORY SMOKE DETECTION SYSTEM D/O (3)

CARGO FAULT
When a cargo smoke detector failure is detected by the CIDS-SDF, the
faulty detector is automatically isolated in the bus system. The cargo
detection fault is shown in the cockpit. The inoperative cargo smoke
detector (bulk shown as example) FAULT is sent to:
- the CFDIU for maintenance purposes,
- the FWCs, for ECAM indication.
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CARGO FAULT

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CARGO & LAVATORY SMOKE DETECTION SYSTEM D/O (3)

BOTTLE FAULT
In case of a fire bottle pressure drop or a loss of electrical squib continuity,
the CIDS-SDF sends signals to the ECAM and to the CFDIU. When a
discontinuity occurs on the squib circuit, the following warnings are
activated in the cockpit by the FWCs:
- Single Chime (SC),
- MASTER CAUT light,
- ECAM message.
The inoperative squib is also shown on the CFDIU.
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BOTTLE FAULT

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CARGO & LAVATORY SMOKE DETECTION SYSTEM D/O (3)

CIDS SDF FAULT
If one SDF card in one CIDS director fails, the smoke detection function
is transferred to the remaining SDF card in the other CIDS director and
a status/maintenance message is shown. If the SDF cards in the CIDS
director 1 and 2 fails, an automatic fault indication is shown on the Engine
and Warning display accompanied by the SC and MASTER CAUT light.
The failure message is also sent to the CFDIU.
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CIDS SDF FAULT

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FAP SMOKE DETECTION PAGE (2)

INDICATIONS
The Flight Attendant Panel (FAP) SMOKE DETECTION page indicates
cabin related smoke alerts and smoke sensor faults (LAVatory E shown
as example). In case of smoke alert (LAV A shown as example) the page
will come up automatically regardless of any other previous selected
page or FAP function. The following messages shall be indicated:
- smoke alerts with location,
- sensor faults with location,
- smoke signal reset.
If smoke is no longer detected, the Smoke Detection Function (SDF)
integrated in the Cabin Intercommunication Data System (CIDS) directors
resets all the indications automatically. The visual and aural indications
in cabin can be manually reset by pushing the Smoke Reset button on
the FAP touchscreen or the SMOKE RESET hard key on the FAP
subpanel. A system configuration by plug-in memory cassette, the Cabin
Assignment Module (CAM), is installed in the front of the FAP. It defines
the smoke detection properties:
- definition of chime distribution,
- definition of Attendant Indicating Panels (AIPs) indications,
- assignments of call lights,
- assignments of Area Call Panels (ACPs) indications,
- assignments of smoke zones reset commands,
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- assignments of flashing modes for smoke indications.

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INDICATIONS

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CARGO SMOKE PROCEDURE (3)

AURAL AND VISUAL INDICATIONS
When cargo smoke is detected (bulk smoke is shown as an example), the
Continuous Repetitive Chime (CRC) sounds, the MASTER WARNing
flashes and the SMOKE light on the CARGO SMOKE panel comes on.
The isolation valves of the cargo compartment are automatically closed
and the ISOLation VALVE FAULT light on the CARGO HEAT panel
comes on.

NOTE: The ventilation and the heating systems are optional and
independent for each compartment.
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AURAL AND VISUAL INDICATIONS

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CARGO SMOKE PROCEDURE (3)

EXTINGUISHING PROCEDURE
The AFT ISOL VALVE P/BSW must be pressed (available only if AFT
ventilation system is installed). The isolation valves closure is confirmed.
Then, the DISCHarge P/B is pressed for the AFT cargo compartment.
When the DISCH P/BSW is pressed, the fire bottle is discharged into the
cargo compartment. As the bottle pressure is released, the pressure switch
gives the DISCH light activation. With the smoke extinguished, all
warnings disappear except the DISCH lights, which remain on.

NOTE: In case of cargo smoke warning on ground you should never

discharge the on-board extinguishing bottle. A visual inspection
of the cargo compartment must be done. If fire is confirmed,
portable extinguishers must be used.
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EXTINGUISHING PROCEDURE

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CARGO SMOKE PROCEDURE (3)

A321 CONFIGURATION
In case of a cargo smoke detected on the A321 cargo compartment (bulk
smoke is shown as an example) the procedure is the same as described
for the other single aisle family aircraft. Only the layout of the detection
and extinguishing system is different.
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A321 CONFIGURATION

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PRECAUTIONS (3)
GENERAL
Specific precautions must be taken during removal or installation of a
fire extinguishing bottle and a discharge cartridge.

FIRE BOTTLE
WARNING: The fire bottle cartridges are explosive. Remove them before
working on the bottle. Protective caps must be installed during bottle
removal/installation to prevent damage to discharge diaphragm, which
could result in injury to personnel.

DISCHARGE CARTRIDGE
WARNING: Before power is supplied to the A/C, make sure that electrical
circuits upon which work is in progress are isolated. Cartridges are class
"C" explosives and must be handled or stored by authorized personnel
or disposed of by an approved method. When cartridge electrical
connectors are disconnected, the cartridge electrical pins must be shunted
with a protective shunt which is given by the manufacturer. A shunt plug
or shorting clip will prevent bottle discharge which could cause injury
to maintenance personnel. The cartridge installed must be supplied by
fire bottle vendor and agreed with the specification indicated in the AMM.
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GENERAL ... DISCHARGE CARTRIDGE

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CARGO FIRE PROTECTION FOR ETOPS (OPTION) (3)

ETOPS REQUIREMENTS FOR CARGO HOLD
PROTECTION
The ETOPS rules require the A/C to be protected against cargo fire, for
the duration of the diversion (120 min, 180 min) with added 15 min
supplemental, in the scenario of a go-around requiring a second approach
to the alternate airport.
Additional features are installed in order to guarantee sufficient agent
concentration for the time of the diversion plus 15 minutes.
Such features with the single shot system configuration, requires:
- a large bottle.
Such features with the dual shot system configuration, requires:
- an additional bottle (two bottles),
- a flow metering system on the second bottle.
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ETOPS REQUIREMENTS FOR CARGO HOLD PROTECTION

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CARGO FIRE PROTECTION FOR ETOPS (OPTION) (3)

BOTTLE CONFIGURATION TO SATISFY ETOPS 120 OR
180 MIN
Depending on the volume of the cargo holds on the SA family models
(A318, A319, A320 and A321) the A/C has:
- for the A318, A319 and the A320, two 630 cu. in. bottles to protect up
to 180 min ETOPS,
- for the A319, a single 800 cu. in. bottle, gives/protects a protection up
to 120 min ETOPS
- for the A321, two bottles gives/protects a protection up to 135 min
ETOPS, extended up to 180 min ETOPS.
Because of the maintenance access constraints in the FWD and AFT
cargo holds, particularly with the installation of the ACT on the A319CJ
and also on other models, such bottles, squib and flow metering system
are installed on the side or AFT of the bulk cargo hold.
The A321 bottles, squib and flow metering system are installed on the
side of the FWD cargo hold.

NOTE: The installation of the flow metering system is on the discharge

circuit of the second bottle.
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BOTTLE CONFIGURATION TO SATISFY ETOPS 120 OR 180 MIN

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CARGO FIRE PROTECTION FOR ETOPS (OPTION) (3)

DUAL SHOT CARGO SMOKE CONTROL PANEL AND
FLOW METERING SYSTEM
This optional panel 22VU has an additional feature to control the
discharge on the second cargo fire bottle, by cockpit crew manual, also
called dual shot system.
The ETOPS panel 22VU controls each of the squib on the two bottles.
A priority relay prevents the bottle 2 to be discharged before bottle 1.
The TEST pushbutton switch on the overhead panel 22VU, activates the
Smoke Detection Function within the Director (CIDS-SDF), starting an
automatic test. Smoke and bottle pressure drop conditions are simulated.
Indications appear on the cargo smoke panel 22VU as follows:
- the FWD and AFT smoke indication lights come on,
- the FWD and AFT discharge indication lights come on.
The smoke detection function in the CIDS-Director (CIDS-SDF)
continuously monitors the bottle pressure condition, the cartridges and
the wiring. If faults occur, they show on the ECAM upper display unit.
The faults are also transmitted to the Centralized Fault Display (CFDS).
The second bottle equally supplies the FWD and AFT cargo compartment
discharge nozzles through an ETOPS flow metering system.
This ETOPS flow metering system is made of:
- a water absorbing filter,
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- a solid particle filter,

- a pressure reducer,
- a diaphragm (for flow metering) and non-return valve.
The ETOPS flow metering system makes sure that there is a sufficient
concentration in the cargo compartment during ETOPS flight diversion.

NOTE: the second bottle on ETOPS A/C will be discharged through a

flow metering system 60 min. after the first bottle.

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DUAL SHOT CARGO SMOKE CONTROL PANEL AND FLOW METERING SYSTEM

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 AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UAJ09471
NOVEMBER 2009
PRINTED IN FRANCE
AIRBUS S.A.S. 2009
ALL RIGHTS RESERVED

AN EADS COMPANY