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electrical, for which you need a nonconducting
extinguishing agent. For
the latter two, you could use either
Carbon Dioxide or Dry Powder
(which ruins the avionics), but the
fumes may be toxic, so you will need
plenty of ventilation afterwards. A
Class D covers other materials, such
as metals, that may burn.
To help you identify the source,
smoke associated with electrical fires
is usually grey or tan and very
270 Operational Flying
irritating to the nose or eyes (it
doesn't smell too good, either).
Anything else (say from the heater)
tends to be white, but you may get
some black from upholstery.
If you think you have an electrical
fire, it's no good just using the
extinguisher, because you may just
be treating the symptom and not the
cause, although there is a school of
thought that advocates not using an
extinguisher at all if you can possibly
help it, due to the fumes and stuff
you have to breath in till you land.
Whatever you do, transmit a Mayday
before it’s too late—you can always
downgrade it afterwards. Bear in
mind also that your first strike with
your extinguisher is the best, because
the contents and pressure decrease
from then on.
Next, put an oxygen or smoke mask
on, if you have one, then bring on
essential electrics one at a time until
the smoke appears again.
On the ground, engine fire drills may
vary considerably between different
types, and these will have to be
memorised, but there are some
general points that can be made.
One is, before evacuating the
aircraft, make sure the parking brake
is off, so it can be moved
somewhere safer if things get out of
hand, always being aware that it
could run off by itself, as well! If the
fire has been caused by spilt fuel, has
spread to the ground under the wing
and the other engine has been
started, taxi clear of the area (or
more specifically, the fuel on the
ground) before evacuation, keeping
the fire on the downwind side. If the
other engine has not been started,
evacuate first, carrying out what
drills you can.
If you can, use the radio to summon
help, and don't forget to take the
extinguisher. Remember that human
beings en masse need very different
handling than when single.
In the air, initial shut down actions
are similar everywhere—after
performing vital actions from
memory (e.g. identifying the source
and all that), refer to the checklist to
see if you haven't forgotten anything.
If the engine has been secured
promptly, the fire should go out
quickly after the fuel supply has been
cut off. You will find, however, that
structural failure of the wing will be
imminent after about two minutes if
the fire is uncontrolled, which is a
sobering enough thought to make
you commence emergency descent
IMMEDIATELY, no matter how
good it looks.
If you've got extinguishers in the
engine bays, delay actuating them
until the engine has been secured
and you've no reason to suspect a
false alarm; that is, unless you can
actually see signs of a fire. In the
cabin, whether in the air or on the
ground, the priority is to get out, and
as soon as possible, because if the
flames don't get you, the fumes will.
The only difference between the two
situations is how quickly this can be
done, and what you can do about it.
Legal Stuff
The first point to bear in mind is
that this chapter applies mainly to
the UK, though there are enough
hints for people elsewhere to
benefit, especially in Canada, where
the legal systems are similar, and a
lot of it is international anyway. The
second is quite simple—I am not a
lawyer. I have had some training in it
as part of wider Transport
examinations, but I cannot lay claim
to any great theoretical knowledge.
However, in much the same way that
you don't have to be a doctor to
diagnose a headache, a layman can
have views on what is usually
regarded as the province of experts
(after all, the Wright Brothers were
bicycle mechanics). And that is what
this Chapter contains; my views, that
may very well have suffered from the
attempt to translate laws into plain
English, so if you need it, get proper
legal advice. In other words, sticking
to the medical theme, a headache
may be a symptom of something
worse.
Digression: The “proper” legal
advice can often be wrong, which is
helpful when your legal insurance
　
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