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It is isolated from the rest of the airplane by a firewall.
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The APU compartment is by definition a fire zone (see fig. 2). Minimizing the accumulation of flammable fluids and vapors through the use of drainage and ventilation.ĪPU compartment.Providing a shut-off means for flammable fluids into and out of the fire zone.Providing a means for detecting and extinguishing fires in fire zones.Using nonflammable construction materials.Routing flammable fluid-carrying lines away from electrical wires and hot pneumatic ducts.Boeing mitigates fire hazards in engine and nacelle compartments by: Other compartments are isolated by bulkheads and vapor barriers. The areas adjacent to the engine fire zone - such as the engine fan compartment, strut or pylon, and strut heat shield - are isolated by firewalls. The gearbox and its accessories are also considered potential ignition sources during failure conditions that could cause temperatures to exceed the auto ignition temperatures of fluids that may be present in the compartment. Examples are the engine case around the compressor, combustor, and turbine sections of the engine. Only the compartments that contain ignition sources and the potential for flammable fluid leakage are classified as fire zones. Each engine nacelle or strut compartment is designated as a zone, such as fire zone, flammable fluid leakage zone, or dry bay zone, according to the potential for the presence of flammable fluids and ignition sources (see fig. 1).įigure 1: Compartmentation in a typical engine podĮngine pods incorporate zones designed to minimize the probability of a fire and to isolate a fire, should one occur. The engines and strut or pylon structures on Boeing airplanes form compartments, each of which is isolated by basic structure and ancillary surfaces. An engine pod consists of the engine, the inlet, the nacelle, the thrust reverser, the exhaust section, and the strut or pylon.Įngine zones. This article describes how Boeing provides fire protection for the engine pods, also termed “engines,” and for APUs. Fire protection systems on Boeing airplanes meet all aviation regulatory requirements as well as internal Boeing design requirements.īecause of the importance of engines to safe flight, it is critical that they incorporate extensive and reliable fire-protection systems. Active systems include fire and overheat detection systems, fire-extinguishing systems, temperature sensing, air and fuel shut-off means, and automatic shutdown of nonflight critical systems. Passive systems include the use of noncombustible or self-extinguishing materials separation by routing, compartmentation, isolation, ventilation, and drainage and bonding and grounding. To effect this separation, isolation, and control, Boeing uses both passive and active systems. These principles involve separating the three essentials for creating a fire (i.e., fuel, ignition source, and oxygen), isolating potential fires from spreading to other parts of the airplane, and controlling a fire should one occur. In designing an airplane’s fire protection systems, Boeing uses the principles of separation, isolation, and control. This article is the first in a series exploring the implementation of fire protection on transport category airplanes.įire protection is given one of the highest considerations at Boeing in airplane design, testing, and certification.