I'm sure this will create another never ending debate so here goes...
Purchased a Safecraft 3lb halon fire suppression system from Spruce. Component wise it looks to be a very high quality system. It comes with a 3lb halon bottle (full), a bowden type fire T-handle (with FIRE labeled on a red handle), a mounting bracket with two hose clamps, 10ft of 1/4 alum (here we go) tubing, flared hardware (steal) and three nozzles (two for engine compartment and one for cockpit).
The bottle has a discharge head with two discharge ports. It is a one shot all or nothing deal. Pulling the T-handle removes the pin which opens the valve. The pin cannot be replaced (not inflight anyway).
I have several decisions to make:
1. Do I put two nozzles in the engine compartment and one in my electrical bay (which is that weird fwd baggage compartment to the right side - it is covered).
2. If I go with both locations should I put a valve in the ckt to allow me to select the source of the fire (engine or electrical)?
3. Where should I point the nozzles in the engine compartment? The nozzles have a 120 degree dispersal pattern. Since fuel and oil lines are left of centerline it wouldn't make any sense to put halon aimed to the right but rather spray from the right to the left keeping the fire contained at the possible sources. I'm drawing upon my recent completion of Naval Aviation fire fighting school (which is required for us every 4 years) but this is a stretch since the course doesn't cover internal nacelle fires. Maybe one nozzle pointing toward left center and the other covers the firewall from near the top pointing down toward the firewall. I think on this for a bit...
anyone else installed this?
I'm using a dynon EGT thermocouple as a fire detector which will be located at the center of the cowl exit. Not sure what the set point will be - 500-600 degree?
This should be an interesting discussion given the recent activity concerning firewall insulation....
Ken
Purchased a Safecraft 3lb halon fire suppression system from Spruce. Component wise it looks to be a very high quality system. It comes with a 3lb halon bottle (full), a bowden type fire T-handle (with FIRE labeled on a red handle), a mounting bracket with two hose clamps, 10ft of 1/4 alum (here we go) tubing, flared hardware (steal) and three nozzles (two for engine compartment and one for cockpit).
The bottle has a discharge head with two discharge ports. It is a one shot all or nothing deal. Pulling the T-handle removes the pin which opens the valve. The pin cannot be replaced (not inflight anyway).
I have several decisions to make:
1. Do I put two nozzles in the engine compartment and one in my electrical bay (which is that weird fwd baggage compartment to the right side - it is covered).
2. If I go with both locations should I put a valve in the ckt to allow me to select the source of the fire (engine or electrical)?
3. Where should I point the nozzles in the engine compartment? The nozzles have a 120 degree dispersal pattern. Since fuel and oil lines are left of centerline it wouldn't make any sense to put halon aimed to the right but rather spray from the right to the left keeping the fire contained at the possible sources. I'm drawing upon my recent completion of Naval Aviation fire fighting school (which is required for us every 4 years) but this is a stretch since the course doesn't cover internal nacelle fires. Maybe one nozzle pointing toward left center and the other covers the firewall from near the top pointing down toward the firewall. I think on this for a bit...
anyone else installed this?
I'm using a dynon EGT thermocouple as a fire detector which will be located at the center of the cowl exit. Not sure what the set point will be - 500-600 degree?
This should be an interesting discussion given the recent activity concerning firewall insulation....
Ken