La alegria del querer - jairo anibal niño
Airplane fire protection demands a very high level of reliability. In flight there is no escape from a fire and with an abundance of fuel and ignition sources, the threat of a fire onboard an airplane is ever present. Today's airplanes comply with existing fire protectionregulations. The regulations affecting fire protection change with the advent of new technologies and experiences. This paper addresses methods for fire protection in the design of new airplanes. Prevention of a fire is the best method of fire protection, for it is best to prevent a fire than to have to deal with a fire in flight, but dealing with a fire in flight may become inevitable at one point oranother. This is why fire protection methods such as passive methods and active methods are addressed. This paper addresses various fire protection methods from eliminating fuels and ignition sources to reducing flammability, from zoning and compartmentation to material selection and ventilation, from temperature control to fire detection and fire extinguishing or fire suppression systems. In additionthe fire protection design basis for all areas of the airplane, from radome to the tail that include the flight deck, engines, auxiliary power unit (APU), cabin, cargo compartments, fuel tanks, lavatories, crew compartments, electrical and electronics compartment, accessory compartments and the tail compartment are discussed.
Protección de Incendio
El sistema provee detección continua en elcaso de fuego de motor y/o APU, y aviso a la tripulación a través de alarmas visuales, sonoras y vocales. El avión está equipado con extinguidores de incendio para cada motor o para el compartimento del APU. (Video de Testeo)
Sistema de Detección de Fuego
Un sistema de detección es provisto para cada motor y el APU. Cada sistema de detección consiste en dos elementos sensores de fuego (loops)montados paralelos el uno con el otro. La resistencia del elemento sensor es monitoreada por una unidad de control (amplificador). Las alarmas falsas son minimizadas (switch de LOOP en BOTH) porque ambos loops deben ser expuestos al fuego o a un exceso de temperatura para que disparen la alarma de fuego. Si un loop sensor está defecto, el avión igual se puede despachar o continuar en vuelo, usando...
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