ATA 26 Fire Protection

LEGEND

Procedures Required

(O) – An operational procedure
(M) or (M#) – A maintenance procedure
(O)(M) or (O)(M#) – Both operational and maintenance procedures

Repair Interval Categories

Category A

Items in this category shall be repaired within the time interval specified in the "Remarks or Exceptions" column of the air operator's approved MEL. Whenever the proviso in the "Remarks or Exceptions" column of the MMEL states cycles or flight time, the time interval begins with the next flight. Whenever the time interval is listed as flight days, the time interval begins on the flight day following the day of discovery.

Time Limited Dispatch - Some MMEL's for aircraft that are equipped with FADEC engines have relief that is subject to time limited dispatch expressed as a specific number of engine hours, and will start in accordance with the times established by the engine manufacturer or as indicated in the remarks column of the MMEL. Time limited relief cannot be extended.

Category B

Items in this category shall be repaired within 3 consecutive calendar days excluding the day of discovery.

Category C

Items in this category shall be repaired within 10 consecutive calendar days, excluding the day of discovery.

Category D

Items in this category shall be repaired within 120 consecutive calendar days, excluding the day of discovery. To be considered for placement in Category D, the item must be of an optional nature, or excess equipment which an air operator may, at his/her discretion, deactivate, remove from or install on an aircraft.

To be approved for Category D, the item must meet the following criteria:

  1. the absence of the item does not adversely affect crew member's workload;
  2. the crew members do not rely on the function of that item on a routine or continuous basis; and,
  3. the crew members' training, subsequent habit patterns and procedures do not rely on the use of that item.

Category D relief will generally not be approved for equipment which is considered to increase the level of safety, even if that equipment is of an optional nature.

ITEM:  26-10-1  ENGINE FIRE DETECTION LOOPS

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Engine Fire Detection Loops C - -
Except for ETOPS beyond 120 minutes, one loop per engine may be inoperative.

DISCUSSION:

References:   AWM 525.1203, FAA PL 40 (ETOPS) (Rev. 1, 15 Aug. 1997)

Any ETOPS limitations will be addressed during the extended range approval and it is noted that this relief is neither automatic nor necessarily retroactive.

FAA Differences:  FAA relief is identical to TCCA.

ITEM:  26-10-2  ENGINE OVERHEAT DETECTION LOOPS

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Engine Overheat Detection Loops C - -
Except for ETOPS beyond 120 minutes, one loop per engine may be inoperative.

DISCUSSION:

References:   FAA PL 40 (Rev. 1, 15 Aug. 1997)

Any ETOPS limitations will be addressed during the extended range approval and it is noted that this relief is neither automatic nor necessarily retroactive.

FAA Differences:  FAA relief is identical to TCCA

ITEM:  26-10-3  APU FIRE DETECTION SYSTEM

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
APU Fire Detection System
Detection Loops C/D - 1
Except for ETOPS beyond 120 minutes, one loop may be inoperative.
C/D - 0 (M)

May be inoperative for ground operations only provided:

a) The APU is continuously monitored,

b) The APU external control system is operative, and

c) The APU is shut down before taxi.

DISCUSSION:

References:   FAA PL 40 (ETOPS) (Rev. 1, 15 Aug. 1997)

Dispatch with the detection system inoperative even if the protection (auto–shutdown) and extinguishing systems were operative is not acceptable since the flight crew would not know the reason for an auto shutdown and would be unable to carry out the appropriate emergency procedure.

Depending on monitoring and automatic shutdown features available it may be necessary to have the APU monitored by a fire guard outside the aircraft in the vicinity of the APU and consideration may also be given to not having passengers on board; hence the (M) procedure.

In the absence of an APU external control system, automatic shutdown features may be required to be operative. This would address the inability to shut down the APU from the external panel and reflect the difficulty communicating with the flight deck to initiate shutdown.

The choice of category C or D in the MEL should reflect how the MEL is used operationally, e.g. if the APU is routinely used to start the aircraft, then a category C would be considered appropriate.
Any ETOPS limitations will be addressed during the extended range approval and it is noted that this relief is neither automatic nor necessarily retroactive.

FAA  Differences:  FAA relief is identical to TCCA.

ITEM:  26-10-4  MAIN LANDING GEAR BAY OVERHEAT DETECTION SYSTEM

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Main Landing Gear Bay Overheat Detection System B 1 0 (M)(O)

May be inoperative provided:

a) Brakes are inspected prior to each flight and are cool to the touch,

b) Landing gear is left extended for a minimum of ten minutes after takeoff,

c) Takeoff performance is in accordance with the AFM (Flight with Landing Gear Down), and

d) Takeoff is not conducted in icing conditions.

NOTE:
In case of engine failure after V1, performance is the prime consideration and the landing gear should be retracted normally until performance penalty with gear down is not a problem. Pilots must consider the effects associated with delayed raising of landing gear or lowering landing gear during operation from contaminated runways in icing conditions.

DISCUSSION:

References:  nil

A shorter time at b) could be acceptable if substantiation is provided.

FAA  Differences: TCCA does not accept the Brake Temperature Monitoring System as an equivalent system.  Cat B assigned to remaining relief (cat C for FAA) since leaving the landing gear down only addresses hot brakes and does not necessarily address other fire sources.

ITEM:  26-10-5  BAGGAGE OR CARGO COMPARTMENT SMOKE DETECTORS

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Baggage or Cargo Compartment Smoke Detectors C - 0

May be inoperative provided cargo is not carried in the associated compartment.

NOTE:
Unit Load Devices (ULDs) may be carried in the associated compartment provided no cargo is carried on or in these devices. For ballast purposes, use of bags (made of glass fibre or kevlar) of sand or ingots of non-magnetic metals (such as lead) is acceptable.

Smoke Detectors in excess of requirements C - -
May be inoperative provided certification requirements are met with the remaining serviceable detectors.

DISCUSSION:

References:   AWM 525.858, FAA PL 102 (Original, 29 Sep. 1999)

Some alleviation to the number of detectors required may be granted depending on the class of compartment, access, and ability of remaining detectors to perform the intended function.

FAA  Differences: TCCA has not yet accepted a definition of non-combustible materials, hence no permission to carry non-combustible cargo or luggage as the FAA permits.

ITEM:  26-10-6  LAVATORY SMOKE DETECTION SYSTEMS

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Lavatory Smoke Detection Systems C - 0 (M)(O)

For each lavatory, the lavatory smoke detection system may be inoperative provided:

a) Lavatory is not used by passengers for any purpose,

b) Lavatory waste receptacle is empty.

c) Lavatory door is locked closed and placarded “INOPERATIVE - DO NOT ENTER”,

d) Access to waste receptacle from outside the lavatory must be secured closed and placarded “INOPERATIVE - DO NOT USE”,

e) Lavatory is used only by crew members, and

f) In-flight service waste bags are not stored in the lavatory.

NOTE:
The above-mentioned provisos are not intended to preclude crew member lavatory inspections, which must be detailed in the (O) procedures.

Aircraft that provide passenger access to an emergency exit through the lavatory C - 0 (M)(O)

For each lavatory, the lavatory smoke detection system may be inoperative provided:

a) Lavatory is not used for any purpose except in an emergency requiring a rapid deplanement or evacuation,

b) Lavatory waste receptacle is empty,

c) Lavatory door is locked closed and placarded “INOPERATIVE - DO NOT ENTER” except during takeoff and landing when a door MUST be secured or locked open,

d) Access to waste receptacle from outside the lavatory must be secured closed and placarded “INOPERATIVE - DO NOT USE”, and

e) In-flight service waste bags are not stored in the lavatory.

NOTE:
The above-mentioned provisos are not intended to preclude crew member lavatory inspections, which must be detailed in the (O) procedures.

Non-passenger Carrying Operations B - 0 (O)

For each lavatory, the lavatory smoke detection system may be inoperative for non-passenger carrying operations provided:

a) Crew members are the only occupants of the aircraft,

b) Occupants are briefed as to which smoke detection system(s) is/are inoperative, and

c) In-flight service waste bags are not stored in the lavatory.

NOTE:
The above-mentioned provisos are not intended to preclude crew member lavatory inspections, which must be detailed in the (O) procedures.

All Cargo Operations C - 0 (O)

For each lavatory, the lavatory smoke detection system may be inoperative provided:

a) crew members have been briefed as to which lavatory smoke detection system(s) is inoperative, and

b) In-flight service waste bags are not stored in the lavatory.

NOTE:
The above-mentioned provisos are not intended to preclude crew member lavatory inspections, which must be detailed in the (O) procedures.

D - 0 (M)(O)

For each lavatory, the lavatory smoke detection system may be inoperative provided:

a) Crew members have been briefed as to which lavatory smoke detection system(s) is inoperative,

b) The lavatory is placarded, “INOPERATIVE - DO NOT ENTER”, and

c) In-flight service waste bags are not stored in the lavatory.

NOTE:
The above-mentioned provisos are not intended to preclude crew member lavatory inspections, which must be detailed in the (O) procedures.

DISCUSSION:

References:   CAR 705.76, CBAAC 0102R, FAA PL 24 (Rev. 3, 15 Oct. 2001)

The lavatory fire extinguishing system is not in itself considered sufficient compensation for an inoperative smoke detector as it only protects against one source of fire. Periodic inspections are also required to ensure detection of smoke from sources other than the waste receptacle.

The associated NOTE with this relief emphasizes that the referenced inspections must be detailed in the (O) procedures and carried out as part of the means of demonstrating an acceptable level of safety. An aircraft may not be dispatched with an inoperative smoke detection system if in-flight service waste bags will be placed in the lavatory (Ref. CBAAC 0102R “Stowage of Disposable In-Flight Service Waste in Aircraft Lavatories” and NPA 1999-255).

This item is revised to reflect FAA Policy Letter 24 Revision 3.

FAA  Differences.   For safety reasons, TCCA requires more provisos and is more conservative in the all cargo case.  TCCA permits the carriage of crew members with the system inoperative as a category B.

ITEM:  26-10-7  CREW REST FACILITY- BUNK SMOKE DETECTION SYSTEM

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Crew Rest Facility - Bunk Smoke Detection System

1) Individual Bunk (If applicable)

C - 0 (M)

One or more may be inoperative provided:

a) Affected bunk is placarded INOPERATIVE - DO NOT USE, and

b) Procedures are established and used to alert crew members.

2) Common Area and/or Bunk Aisle

C - 0 (M)

May be inoperative provided:

a) Crew rest area is empty,

b) Crew rest area door is locked and placarded ”INOPERATIVE - DO NOT ENTER”, and

c) Crew rest area is not used for any purpose.

DISCUSSION:

References:  nil

Any in excess of certification requirements may be inoperative.

FAA  Differences:  No FAA equivalent.

ITEM:  26-20-1  ENGINE/APU FIRE EXTINGUISHER DISCS (THERMAL AND DISCHARGE)

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Engine/APU Fire Extinguisher Discs (Thermal and Discharge) C 2 0 (M) May be missing provided adequate charge is confirmed prior to the first flight of each day.

DISCUSSION:

References:  nil

FAA  Differences:  FAA relief is identical to TCCA.

ITEM:  26-20-2  APU FIRE EXTINGUISHING SYSTEM

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
APU Fire Extinguishing System C/D 1 0
May be inoperative provided the APU is considered inoperative and is not used.

DISCUSSION:

References:  nil

The choice of category C or D in the MEL should reflect how the MEL is used operationally, e.g. if the APU is routinely used to start the aircraft, then a category C would be considered appropriate.

FAA  DifferencesFAA relief is identical to TCCA.

ITEM:  26-20-3  LAVATORY FIRE EXTINGUISHING SYSTEMS

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Lavatory Fire Extinguishing Systems C - - (O) For each lavatory, the lavatory fire extinguishing system may be inoperative provided the lavatory smoke detection system is operative.
C - 0 (M)(O)

For each lavatory, the lavatory fire extinguishing system may be inoperative provided:

a) Lavatory is not used by passengers for any purpose,

b) Lavatory waste receptacle is empty,

c) Lavatory door is locked closed and placarded “INOPERATIVE - DO NOT ENTER”,

d) Access to waste receptacle from outside the lavatory must be secured closed and placarded “INOPERATIVE - DO NOT USE”, and.

e) Lavatory is used only by crew members.

Aircraft that provide passenger access to an emergency exit through the lavatory C - 0 (M)(O)

Lavatory fire extinguishing system may be inoperative provided:

a) Lavatory is not used for any purpose except in an emergency requiring a rapid deplanement or evacuation,

b) Lavatory waste receptacle is empty,

c) Lavatory door is locked closed and placarded “INOPERATIVE - DO NOT ENTER” except during takeoff and landing when a door MUST be secured or locked open, and

d) Access to waste receptacle from outside the lavatory must be secured closed and placarded “INOPERATIVE - DO NOT USE”.

Non-passenger Carrying Operations B - 0 (O)

For each lavatory, the lavatory fire extinguishing system may be inoperative for non-passenger carrying operations provided:

a) Crew members are the only occupants of the aircraft, and

b) Occupants have been briefed as to which lavatory fire extinguishing system(s) is/are inoperative.

All Cargo Operations C - 0 (O) For each lavatory, the lavatory fire extinguishing system may be inoperative provided crew members have been briefed as to which lavatory fire extinguishing system(s) is inoperative.
D - 0 (M)(O)

For each lavatory, the lavatory fire extinguishing system may be inoperative provided:

a) Crew members have been briefed as to which lavatory fire extinguishing system(s) is inoperative, and

b) The waste receptacle is emptied, secured closed and placarded “INOPERATIVE - DO NOT USE”.

DISCUSSION:

References:   CAR 705.76, FAA PL 24 (Rev. 3, 15 Oct. 2001)

The first option is possible in that the smoke detection system is considered adequate to alert the crew to take appropriate action.

This item is revised to reflect FAA Policy Letter 24 Revision 3.

FAA  differences:  FAA PL refers specifically to 121 operators.  TCCA addresses aircraft that use the lavatory as an escape route. TCCA adds proviso d) where applicable for safety reasons.  TCCA permits expanded relief with the system inoperative for category B.  TC requires an (O) for all cargo relief and if a category D is used, adds a more restrictive proviso, both for safety reasons.

ITEM:  26-20-4  PORTABLE FIRE EXTINGUISHERS

System and Sequence No. Item Repair
Interval
Category
Number
Installed
Number
required
for
dispatch
Procedures
required
Remarks or Exceptions
Portable Fire Extinguishers D - - (M)(O)

Any in excess of those required by regulations may be inoperative or missing provided:

a) The inoperative fire extinguisher(s) is/are removed from the passenger cabin, flight deck, and/or class E cargo compartment that is accessible to crew members during flight, and its location is placarded INOPERATIVE, or it is removed from the installed location, secured out of sight and the fire extinguisher and its installed location are placarded INOPERATIVE.

b) Required distribution is maintained in the passenger compartment on each deck, the flight deck and each class E cargo compartment that is accessible to crew members during flight, as applicable, and

c) Procedures are established to alert crew members of missing portable fire extinguishers.

DISCUSSION:

References:   CAR 602.59, CAR 704.83, CAR 705.93, FAA PL 75 (Rev. 1, 15 Aug. 1997)

The number of required fire extinguishers in the passenger compartment is dependent on the seating capacity of the aircraft.  Proviso c), with the (O), will ensure proper crew handovers and preclude any confusion in an emergency situation.  The Canadian Aviation Regulations also require a fire extinguisher on the flight deck. This fire extinguisher forms part of those required by regulations.

FAA  Differences:  TCCA has added the (O) and proviso (c) requirements for completeness.  TCCA allows removal from the aircraft.

Date modified: