MD-11
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Troubleshooting; Situational Awareness; Communication Breakdown
Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Took Evasive Action; General Declared Emergency
Environment - Non Weather Related; Human Factors; Aircraft
Aircraft was at cruise FL340 when a Fire Suppression System alert appeared on glare shield. No other fire indications were present in cockpit; Fire Suppression System (FSS) main panel in courier section displayed 'Fire Suppression in Progress.' Temperature readout showed 451 degrees on panel; a quick inspection of main deck revealed foam overflowing pallet positions 7L and 7R. Informed Dispatch of event and the two loading positions of discharge; it was determined one of the two position was loaded at the previous foreign airport. Decision was made to divert. Emergency was declared; proceeded direct to the airport. Uneventful approach and landing; fire truck waiting. Limited assistance with ground personnel; language difficulties; poor SATCOM and cell phone coverage.
When 3 hours into the flight at FL340; the 2 Fire Suppression Systems (FSS) warning lights lit up. No other associated warning messages were presented to us. I put on a portable O2 mask and went back to check the main cargo compartment. I saw that the FSS panel indicated that fire suppression was ongoing on the 7L/7R cargo positions and it was confirmed when saw thick fire suppression agent covering the pallet and the area around 7L cargo position. I reported this to the Captain and after a while he decided to have a look for himself. When he came back we started planning our actions and; with the coordination of Dispatch we decided to declare an emergency and divert to a nearby foreign airport. The descent to approach was not a high speed; but rather at a controlled and expedited maneuver and we were vectored to our landing runway approach by foreign controllers precisely. The landing was uneventful and emergency men and equipment were on standby during our approach and escorted us during the landing and subsequent taxi to a remote part of the aerodrome. When we opened the door; the airport personnel were apprised of our condition and we showed them the area in the cargo compartment where foam was discharged. They were not able to verify the presence of any fire or heat in the affected area as it was engulfed in foam. Afterward; the rest of the day was spent coordinating cargo handling; maintenance and security for the aircraft as well as; customs and immigration protocol for the Captain and myself. The heat source which triggered the activation of the FSS may have been prevented but; the FSS did work as advertised by expending fire suppression agent into the suspected heat source in the 7L/7R cargo positions. Most importantly; it gave the flight crew plenty of time to assess the situation and plan for the consequences. There is; however; a need for clear directives and/or QRH actions if/when an FSS event happens. One very important concern that we raised; was whether the FSS had spent all its agent into the heat source and; if it was still capable of suppressing additional heat sources that may arise later in flight; either from the same source or from another cargo position. We believed this was a major contributory factor; among many; in our decision to divert to the most suitable airport and land safely.
A MD-11 cargo compartment Fire Suppression System alerted and activated at cruise so after visually verifying foaming action; an emergency was declared and the flight diverted to a nearby foreign airport.