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Author Topic: A.P.U Fires  (Read 8280 times)

Offline blazing_air

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A.P.U Fires
« on: March 21, 2007, 07:47:05 PM »
Guys
I'd be interested in how different airports deal with an A.P.U Fire?
We have recently had the a.l.p from our local station added to the pda and our guys have had some cage training to alow us to get up there.
Before this we would comandeer the nearest piece of ground equipment we could, the last being a main deck loader for an airbus incident.
Failing that all that we could do was blat it from the ground.
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Offline Fireguy1230

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A.P.U Fires
« Reply #1 on: March 21, 2007, 09:22:10 PM »
Hi Blazing Air

 We also looked at utilising the height appliance from our local authority station, but the time to get in attendance was too great.

 I would use a branch coupled with an extending BCF applicator. Also ensure that the remote APU extinguishant has been fired.

 Les
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Offline Yeebsy

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A.P.U Fires
« Reply #2 on: April 20, 2007, 03:50:34 PM »
Heathrow are looking at this as we take delivery of our 42m ALP later this year.
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Isn't it funny, how if you sit in a library and scream, everyone looks at you and tuts...but do the same thing on an aircraft and everyone joins in!

Offline kurnal

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A.P.U Fires
« Reply #3 on: April 20, 2007, 05:03:54 PM »
Whats an APU guys?
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Offline blazing_air

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A.P.U Fires
« Reply #4 on: April 20, 2007, 08:22:43 PM »
Sorry Kurnal
An a.p.u is an Auxiallry Power Unit.
It is a seperate engine fitted mainly to commercial aircraft to power the on board services and avionics, once the main engines are turned off.
Generally just before the last engine is wound down, the a.p.u is started allowing the crew to keep all the cockpit computers and nav aids going etc etc.
The alternative to this is a g.p.u which is a Ground Power Unit - this unit is towed to the aircraft and plugged in, to perform the same function.
The biggest problem with a.p.u fires is access. They are normally housed in the tail section of an aicraft, resulting in a high up engine with little access to it, other than maybe a service or inspection panel.
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Offline kurnal

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A.P.U Fires
« Reply #5 on: April 20, 2007, 10:18:12 PM »
Thanks for the explanation.
Surprised to see the refernce to BCF- I was aware it is still used in aviation but thought this would just be on board/ in flight. Is there any move to replace it in your industry?
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Offline Fireguy1230

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A.P.U Fires
« Reply #6 on: April 29, 2007, 09:37:32 PM »
Hi Kurnal

 BCF is still available for application on external fires on aircraft engines, mainly due to the fact that it does not damage the engine components (it mainly acts as a degreasing agent), whereas the application of dry powder will clog up engine component parts and corrode certain area's. This may hinder investigations and also make the engine uneconomical to repair.

 Airport Fire Services still have a stock of BCF, but due to the restrictions put on its use by the Montreal Protocol, we can only use it at operational incidents and its use during training its prohibited.

 The protocols also restrict the production of BCF, but as the number of incidents that involve the application of the halon are minimal it is not seen as a pressing issue at the moment to source alternatives, as their are sufficent stockpiles of it to last many years.

 The replacement that i have heard about is a substance known as VIRO3.I believe it is gradually being phased into motorsport firefighting, but i believe it is currently untested in aviation.
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