TomVal
Well Known Member
Some thoughts on managing a non-extinguishable aircraft fire:
I won’t get into the wearing of proper protective attire because this topic was discussed at length in a safety discussion authored by “dr”. This discussion also assumes that you are not equipped with an onboard fire suppression system, smoke goggles, PBE, etc.
1. Continue to FLY THE AIRPLANE
Maintain aircraft control and start pointing the aircraft in the direction of the nearest landing site, don’t waste time flying away from a potential landing site while wrestling with the emergency.
2. ANALYZE THE SITUATION
Remember to continue with Step 1. Determining the source of fire and/or smoke can be difficult to ascertain. One highly potential outcome is that the initial source of fire, (e.g. fuel), may now have progressed to igniting additional combustible materials or fluids onboard the aircraft. EAA magazine recently had an article discussing the odor characteristics of different types of burning fluids and materials.
Your instrument warning system or gauges, e.g. FQ, FF, FP, OP, OT, Amp meter, instrument failure flag, or a tripped circuit breaker, etc., may also provide useful information as to the potential source of the fire.
3. TAKE PROPER ACTION
Remember to continue with Step 1. Consider opening all sources of ventilation. If possible, crack the canopy open, that action may help pull smoke and other contaminants out of the cockpit. However, wrt opening the canopy, depending on the location of the fire, the outflow of air could possibly draw flames into the cockpit. Push in your heater control knob. Consider directing the airflow vents at your face (unless smoke is pouring out of a vent).
Get a call off to ATC, declare an emergency, and hit the ident button. You do not know how long you will have communications capability. If you are also dealing with smoke intrusion in the cockpit, the inhalation of smoke will quickly irritate your eyes, nose, and throat. Your ability to see or to speak clearly will diminish rapidly. In the mean time, ATC will notify emergency authorities and will clear all traffic that they are in communication with that is proximate to your location. They can also give you a steer to the nearest airport. You now own the skies…you won’t have to say another word.
Download all unnecessary electrical equipment. You are eliminating another possible source of fire, particularly if the heat from the original fire source begins to melt wire insulation on other components creating short circuits, sparks, or total electrical system failure.
If you feel you are dealing with a fuel tank leak that is the potential source of fire, your options are arguably limited…do you switch tanks or do you continue to feed off the leaking tank in hopes that the fuel level will drop below the level at which the tank was leaking. If the fuel leak is at the engine, you might consider closing the fuel shutoff valve and plan a forced landing.
Remember, one possible option to consider in fighting a fire related to a fuel, oil, or hydraulic/brake fluid leak, is to increase your airspeed to the maximum possible. The increase in speed may extinguish the fire. This technique may or may not work, however, keep this option in your bag of tricks. If inceasing speed extinguished the fire, be cognizant that upon slowdown, the fire may re-ignite.
Wrt using a hand held fire extinguisher, be familiar with any cautions or warnings that may apply to the operation of your fire extinguisher. In some types, the discharge of the agent in a confined space could create serious breathing issues. However, if you have fire lapping at your feet, you do not have much choice except to discharge the bottle.
You may have a detailed checklist in your POH covering Electrical or In-flight Fires. Be aware, with smoke and/or fire intrusion in the cockpit, you may have to accomplish the procedure from memory. Have a good working knowledge of your procedure in the event the checklist is unusable.
4. LAND AS SOON AS CONDITIONS PERMIT
Remember to continue with Step 1. There are many factors that may impede your progress towards landing ASAP (e.g. terrain, urban buildup, IMC versus VMC, etc). However, hopefully, you are now in a position to land. When landing is assured, what additional actions could you consider to help facilitate your ability to quickly stop and safely egress from the aircraft?
On short final, do you shutoff the fuel supply, kill all electrical, kill the ignition, wedge the canopy slightly open with a flashlight (perhaps you accomplished this step earlier)? Or do you wait until after coming to a complete stop before accomplishing any of the above items? This part of the decision tree has no correct answers, just food for thought...however, your primary concern is to Get Her Stopped, and Get Out!
I once witnessed a flight crew egress from a King Air with a serious brake fire, only to re-enter the cockpit to retrieve their flight bags while fire trucks were still on scene fighting the fire!
In conclusion, my post is not all inclusive, and is not intended to create an endless circle of debate. I hope others will add their constructive input on this topic for all to review and for us to contemplate the many variables to contend with in managing an aircraft fire.
Thank you for taking the time to read my missive!
Respectfully,
Tom
I won’t get into the wearing of proper protective attire because this topic was discussed at length in a safety discussion authored by “dr”. This discussion also assumes that you are not equipped with an onboard fire suppression system, smoke goggles, PBE, etc.
1. Continue to FLY THE AIRPLANE
Maintain aircraft control and start pointing the aircraft in the direction of the nearest landing site, don’t waste time flying away from a potential landing site while wrestling with the emergency.
2. ANALYZE THE SITUATION
Remember to continue with Step 1. Determining the source of fire and/or smoke can be difficult to ascertain. One highly potential outcome is that the initial source of fire, (e.g. fuel), may now have progressed to igniting additional combustible materials or fluids onboard the aircraft. EAA magazine recently had an article discussing the odor characteristics of different types of burning fluids and materials.
Your instrument warning system or gauges, e.g. FQ, FF, FP, OP, OT, Amp meter, instrument failure flag, or a tripped circuit breaker, etc., may also provide useful information as to the potential source of the fire.
3. TAKE PROPER ACTION
Remember to continue with Step 1. Consider opening all sources of ventilation. If possible, crack the canopy open, that action may help pull smoke and other contaminants out of the cockpit. However, wrt opening the canopy, depending on the location of the fire, the outflow of air could possibly draw flames into the cockpit. Push in your heater control knob. Consider directing the airflow vents at your face (unless smoke is pouring out of a vent).
Get a call off to ATC, declare an emergency, and hit the ident button. You do not know how long you will have communications capability. If you are also dealing with smoke intrusion in the cockpit, the inhalation of smoke will quickly irritate your eyes, nose, and throat. Your ability to see or to speak clearly will diminish rapidly. In the mean time, ATC will notify emergency authorities and will clear all traffic that they are in communication with that is proximate to your location. They can also give you a steer to the nearest airport. You now own the skies…you won’t have to say another word.
Download all unnecessary electrical equipment. You are eliminating another possible source of fire, particularly if the heat from the original fire source begins to melt wire insulation on other components creating short circuits, sparks, or total electrical system failure.
If you feel you are dealing with a fuel tank leak that is the potential source of fire, your options are arguably limited…do you switch tanks or do you continue to feed off the leaking tank in hopes that the fuel level will drop below the level at which the tank was leaking. If the fuel leak is at the engine, you might consider closing the fuel shutoff valve and plan a forced landing.
Remember, one possible option to consider in fighting a fire related to a fuel, oil, or hydraulic/brake fluid leak, is to increase your airspeed to the maximum possible. The increase in speed may extinguish the fire. This technique may or may not work, however, keep this option in your bag of tricks. If inceasing speed extinguished the fire, be cognizant that upon slowdown, the fire may re-ignite.
Wrt using a hand held fire extinguisher, be familiar with any cautions or warnings that may apply to the operation of your fire extinguisher. In some types, the discharge of the agent in a confined space could create serious breathing issues. However, if you have fire lapping at your feet, you do not have much choice except to discharge the bottle.
You may have a detailed checklist in your POH covering Electrical or In-flight Fires. Be aware, with smoke and/or fire intrusion in the cockpit, you may have to accomplish the procedure from memory. Have a good working knowledge of your procedure in the event the checklist is unusable.
4. LAND AS SOON AS CONDITIONS PERMIT
Remember to continue with Step 1. There are many factors that may impede your progress towards landing ASAP (e.g. terrain, urban buildup, IMC versus VMC, etc). However, hopefully, you are now in a position to land. When landing is assured, what additional actions could you consider to help facilitate your ability to quickly stop and safely egress from the aircraft?
On short final, do you shutoff the fuel supply, kill all electrical, kill the ignition, wedge the canopy slightly open with a flashlight (perhaps you accomplished this step earlier)? Or do you wait until after coming to a complete stop before accomplishing any of the above items? This part of the decision tree has no correct answers, just food for thought...however, your primary concern is to Get Her Stopped, and Get Out!
I once witnessed a flight crew egress from a King Air with a serious brake fire, only to re-enter the cockpit to retrieve their flight bags while fire trucks were still on scene fighting the fire!
In conclusion, my post is not all inclusive, and is not intended to create an endless circle of debate. I hope others will add their constructive input on this topic for all to review and for us to contemplate the many variables to contend with in managing an aircraft fire.
Thank you for taking the time to read my missive!
Respectfully,
Tom
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