47章

Training session_ part 1
Presented by
Geraldine VALLEE
Fuel Customer Services Engineering – SEEE5
And
Claire AMSELLEM
Pneumatic Customer Services Engineering – SEEE4
Fuel Tank Inerting System

ATA 47 and 21-58
Contents
• General system presentation
Objectives &Rules
Impact on Airbus fleet
Concept & general presentation
Nitrogen Enriched Air flows
• Detailed system description

Detailed system presentation
Individual components description
• System tests and associated tooling

Description of all leak tests
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• FTIS organisation
• System operation , MMEL & Interactive Bite

System operation
MEL
BITE & use of MCDU
Page 2
General System Presentation
Page 3
Why a new system?
• In 1996, a TWA B747 exploded after take-off due to a suspected spark

in the centre tank combined with little amount of fuel in this tank which
had been heating on ground, and generating fuel vapours.
• As a result, the Federal Aviation Authority (FAA) undertook researches

into fuel tank flammability
• The FAA and EASA have now released new rules in order to reduce
the flammability of aircraft fuel tanks.

Flammability Reduction System
Ignition risks addressed in SFAR88 rules.
Page 4
Flammability Reduction Objectives
• Flammability Exposure
A fuel tank is defined as being flammable when both of the following criteria are
met
– The fuel tank temperature is in the flammable range
– The fuel tank ullage is not inert
• In-Service Aircraft
Only requires high flammability tanks inerted
Definition of high flammability
– Tank with a fleet wide flammability exposure of 7% or greater
High Flammability tanks require their fleet wide flammability exposure reducing to
3% ; and 3% on hot day
• New Type Certificates

Alltanks totally or partially within fuselage contour and normally emptied have to
meet the flammability objective:
– 3% Fleet Wide Flammability Exposure
– 3% Flammability Exposure on Hot Day operations
Main tanks and those not within fuselage contour have to meet the flammability
objective:
– 3% Fleet Wide Flammability Exposure
Page 5
Airbus fleet impacted
• SA/LR
OnlyCentre Tanks impacted
SA ACTs require a new venting system
• A400M
All tanks, if requested by customers
• WB
To date (Q4 2010), no FRS required (under discussion with
the Authorities)
• A380
Not impacted (no Centre Tank)
• A350
All Tanks impacted
Page 6
FTIS
2. : Status
Flammability on Regulations
Reduction System update
FAA / EASA Status Timescale (planning)

FAA Final rule issued July 21st 2008 Forward fit
Forward-fit and retrofit are required A/C produced after Dec 27th 2010
Impacted Fleet Retrofit
Pax only SBs to be released by Dec 26th 2010
US operators & N-registered aircraft 50% fleet within 4 years (Dec 2014)
Aircraft produced after Jan 1st 1992 100% fleet within 7 years (Dec 2017)
Freighter conversion
FTIS not required if not already fitted
FTIS still required if already fitted
EASA Tentative planning Forward fit

NPA envisaging to mandate the installation of 1st January 2012

Flammability Reduction Means following
Closely the FAA final rule (Retrofit) Retrofit ( to be confirmed by the NPA)
50% fleet completed by Sept 2019
100% fleet completed by Sept 2022
Page 7
FTIS Concept
AIR
SEPARATION
MODULE
The air is extracted from engine bleed system , then the temperature and
pressure are reduced through a heat exchanger .
The air is then filtered through an ASM (Air Separator Module) by removing the
oxygen; this results in an oxygen depleted air flow (also called NEA: Nitrogen
Enriched air) which is distributed to the fuel centre tank.
Page 8
NEA Flows during flight phases
The FTIS has 3 flow modes depending on the flight phase:
NEA
Ullage O2 Air to
atmosphere
Low flow,
Climb High Purity
Fuel Fuel
Low flow is used Usage
in climb and
cruise NEA Air from
Ullage O2 atmosphere
Cruise Low flow,
High Purity
Fuel
Fuel
Usage
Air from
NEA atmosphere
Ullage
Descent O2
High flow,
- Med is used in approach Low Purity
and slow descent
Fuel
- High is used in descent Fuel
Usage
Page 9
Flammability Reduction System on SA Family
Page 10
Flammability Reduction System on LR Family
ASM pallet (2 ASMs) viewed

from MLG bay, left side
OEA outlet (flexible pipe)
Page 11
Flammability Reduction System on LR Family
Air supply
ASM pallet (3 ASMs) viewed

from MLG bay, left side
Page 12
System general presentation
Page 13
CSAS part – General view
Page 14
IGGS part – General view
FWC
CFDIU
CSAS controller IGGS controller
Twin check valve
Isolation
Valve Sensors Sensors
Centre
Tank
O3 converter Temp
control D-ULPA
valve Filter
Filter O2
sensor Dual Shut
Air Separation Module Off valve
TCM Pallet
Heat
Exchanger
Bleed Line
Overboard Exit
CSAS:Conditioned
CSAS: Conditioned Service
ServiceAir
AirSystem
System
Waste Flow
IGGS: Inert
Inert Gas
Gas Generation
Generation System
System
(O2 enriched) TCM: Temperature Control
ControlModule
Module
Page 15
Detailed System Description
Page 16
Detailed system description : SA family
Fuel Tank Inerting System (FTIS)
Aircraft Aircraft
CSAS IGGS
Cooled Service Air System Inert Gas Generation System
CSAS Controller IGGS Controller
Non
Return In Fuel
Valves Tank
Solenoid Control / Indication
Solenoid Control / Position Indication

Solenoid Control / Position Indication
Oxygen/Pressure Indication
Stepper Motor Control
Temp. Indication
Pressure Indication
Pressure Indication
Pressure Indication
Temp. Indication
ECS Cooling
Air Inlet
O3
Converter HEPA
Filter
T1 P1 T2 P2 O1 P3
Hot Air ASM
Drain Drain Plug

CSAS Isolation ECS HX

Valve (CIV)
V1 Hot Air Bypass Gate Valve
Valve (BPV)
V3
V2 Dual Flow SOV
(DFSOV)
Existing ECS Heat
Air Outlet Exchanger
OEA Exit
Page 17
Detailed system description: LR family
Page 18
Software Pre-requisites
FWC standards:
A320 family : FWC H2F5
A330 and A340-500/600 : FWC T3
A340 : FWC L11
Maintenance computers:
A320 family : CFDIU std 10 A

A330/A340 : CMC L8-A
Page 19
SA - List of FTIS equipment
Part description PN FIN Qty Supplier ATA
IGGS Pallet Assy 2070066-102 8YA 1 47-11-41
ASM 2060017-102 1YM 1
Filter 2050118-101 2YM 1
Dual Flapper Check Valve 2050121-201 4YM 1
In tank Housing 2070054-201 3YM 1 Parker AFD 47-20-04
IGGS function (Code 22650) or
ATA 47 Dual flow and shut of valve 2040029-104 6YA 1 Parker FSD 47-21-43
Isolation Gate Valve 2040031-102 3YA 1 (Code 34187130) 47-21-41
IGGS temperature sensor 2040064-101 2YA 1 47-41-11
Sensor oxygen monitoring 2040081-101 4YA 1 47-41-04
IGGS pressure sensor 2040065-101 5YA 1 47-41-13
IGGS Controller Unit 367-359-004 1YA 1 47-31-34
Temperature Control Module 3960A10000-02 1
CSAS Pressure sensor 2695A0000-01 117HW 1 21-58-12
CSAS temperature sensor 3964A0000K01 115HW 1 21-58-11
Bypass Valve 3958A0000-01 113HW 1 21-58-52
CSAS function Liebherr Toulouse
ATA 21-58 CSAS Isolation Valve (CIV) 3957A0000-02 111HW 1 (Code 22153) 21-58-51
Ozone Converter assembly 70227A010001 5101HM 1 21-58-42
Ozone Converter- converter 5101HM1 1
Ozone Converter- Insulation 5101HM2 1
CSAS Control Unit 3959A0000K05 110HW 1 21-58-54
FWC H2F5
CFDIU Std 10 or Std 10A Thales Avionics
ATA 34
pre-requisite SDAC H1-D1 or H2-D2
Page 20
LR - List of FTIS equipment
Part description PN FIN Qty Supplier ATA
IGGS Pallet Assy 2070067-102 8YA 1 47-11-41
2 modules or
ASM 2060032-101 5001YA 3 for 340-500-600
Filter 2050119-101 5002YA 1
Dual Flapper Check Valve 2050121-202 5004YB 1 Parker AFD
IGGS function In tank Housing 2070054-202 5003YB 1 (Code 22650) or 47-20-04
ATA 47 Parker FSD
Dual flow and shut of valve 2040029-102 6YA 1 (Code 34187130) 47-21-43
Isolation Gate Valve 2050120-101 3YA 1 47-21-41
IGGS temperature sensor 2040064-101 2YA 1 47-41-11
Sensor oxygen monitoring 2040081-101 4YA 1 47-41-04
IGGS pressure sensor 2040065-101 5YA 1 47-41-13
IGGS Controller Unit 367-359-004 1YA 1 47-31-34
Temperature Control Module 1
CSAS Pressure sensor 2695A0000-01 117HH 1 21-58-12

CSAS temperature sensor 3964A0000K01 115HH 1 21-58-11
Bypass Valve 4067A0000-01 113HH 1 21-58-52
CSAS function Liebherr Toulouse
CSAS Isolation Valve (CIV) 3957A0000-02 111HH
ATA 21-58 1 (Code 22153) 21-58-51

Ozone Converter assembly 3969A0000K01 5101HB 1 21-58-42
Heat exchanger 3968B0000K01 5103HB
Heat exchanger-Air frame 3968B10000-02 5103HB1

CSAS Control Unit 3959A0000K05 110HH 1 21-58-54
FWC T3 or L11
CMC L8-A Thales Avionics
ATA 34
pre-requisite SDAC H1-D1 or H2-D2
Page 21
SA Detailed Component Description
(despite FIN number difference, information are valid for LR)
Page 22
FIN 110HW: CSAS Control Unit
ARINC 600 rack
The CSAS Controller Unit (CCU) communicates with the

IGGS CU and monitors the CSAS parameters such as the
temperature and pressure of the FTIS inlet.
The CSAS controller can shut off the system if necessary
Note : - Without electrical or pneumatic power, the CSAS

Isolation Valve is in closed position. The CIV can additionally
be closed manually (manual override).
- The CCU shuts itself off in case of over temperature
Page 23
FIN 111HW: CSAS Isolation Valve
CIV
Ozone Converter
CSAS Isolation Valve
The CSAS Isolation Valve (CIV) is a solenoid controlled,

pneumatically actuated butterfly valve.
The CSAS isolation valve lets hot bleed air flow to the
Temperature Control Module (TCM).
Without bleed air pressure or without electrical power, the
valve closes automatically and stops the operation of the
system.
The isolation valve is operated by the CSAS controller
Page 24
CSAS Isolation Valve - Locking Mechanism
Maximum torque
value of 3,5 Nm
CIV locking device
CIV locked closed
CIV not locked closed
Page 25
FIN 5101HM: Ozone Converter
Ozone Converter
e
The Ozone Converter is located between the CSAS Isolation Valve and the Heat
Exchanger.
By using a catalytic process, the Ozone Converter decreases the ozone concentration of
the air supply to the Temperature Control Module in order to protect the ASM fibres .
Page 26
FIN 110HW: Temperature Control Module
Hot Air Outlet Hot Air
Temperature Inlet
Sensor
Bypass
Valve Mixing
Pack Air System Point
Temperature Control Module
The Temperature Control Module (TCM) is assembled with:

- a CSAS heat exchanger (5103HM), which decreases the
temperature of the hot bleed air from the pneumatic system;
- a hot air bypass valve (113HW), which adds hot bleed air to the
cold air from the heat exchanger to increase the temperature;

- a temperature sensor (115HW), which monitors the temperature
of the conditioned air in the duct when it flows to the IGGS;
- a pressure sensor (117HW), monitors the pressure of the
conditioned air in the duct when it flows to the IGGS.
Page 27
FIN 115HW: CSAS Temperature Sensor
TCM
The Temperature Sensor is installed in the duct to the

Inert Gas Generation System (IGGS) . It monitors the

conditioned air and transmits the signals to the CSAS
controller.
Temperature sensor
Page 28
FIN 117HW: CSAS Pressure Sensor
TCM
Pressure Sensor
The Pressure Sensor is
installed in the duct to the
Inert Gas Generation System

(IGGS) . It monitors the
conditioned air and transmits
the signals to the CSAS
controller.
Page 29
FIN 1YA: IGGS Control Unit
The IGGS Controller Unit (ICU) communicates

with the CSAS Controller Unit (CCU) and the Air

Data/Inertial Reference Unit 1 (ADIRU1) with the
ARINC 429 protocol
It also gives automatic system control and health
monitoring / BITE.
Page 30
IGGS Pallet Assembly & Air Separator Module
The IGGS Pallet Assembly (8YA) main

function is to produce a suitable Nitrogen
Enriched Air flow to fulfill the FTIS
requirements.
The pallet is a complex assembly built with
the following sub components: FIN 2YA,

4YA & 5YA (sensors); 3YA & 6YA (valves),
2YM (filter) and 1YM (ASM) - see following
slides.
Note : A dedicated tool must be used during
the installation of the pallet to fulfill structural
requirements (see Tooling chapter)
Page 31
IGGS Pallet sub components
• FIN 2YA : IGGS temperature sensor (T2)
monitor temperature of air entering through ASM to avoid injection of hot gasses from
CSAS in the fuel tank and protect integrity of ASM
• FIN 3YA: Isolation Gate valve
prevent hot air contacting fuel or fuel vapour during a CSAS over temperature
• FIN 4YA : oxygen monitoring sensor
provide concentration of O2 in NEA flows
• FIN 5YA : IGGS pressure sensor (P2)
sensor located between T2 and ASM. P2 goal is to detect over pressure and under-
pressure conditions
• FIN 6YA : Dual flow and shut of valve
provide relevant NEA flow depending of A/C flight phases
– no flow = solenoid not energized and valve closed

– Low/mid or high flow = solenoid energized and valve not fully closed
• FIN 2YM : D-ULPA Filter
located downstream of the gate valve. Its main function is to remove any
pollution from air to avoid ASM fibres damage
Page 32
SA IGGS Pallet Assembly & Air Separation Module
4YA
3YA
5YA
1YM
2YA
6YA
The IGGS pallet function is to deplete the oxygen concentration of the incoming
air supply from CSAS . The air supplied is separated in two flows:
¾ a Nitrogen Enriched Air (NEA) introduced into the CTR tank,
¾ an Oxygen Enriched Air (OEA) which is discharged overboard to the atmosphere.
Page 33
FIN 3YA: Isolation Gate Valve
The Isolation Gate Valve is a pneumatic valve located downstream of the IGGS
pallet inlet and upstream of filter.
This valve is used to prevent hot air getting in contact with fuel or fuel vapour
during a CSAS over temperature.
Hence, the valve is commanded closed in case of :
- Over temperature (Temp >85°C) detected by temperature sensor T2
- An overpressure event (pressure < 15psig) detected by pressure sensor P2
- CSAS controller signal commanding the shutdown of the FTIS.
Page 34
FIN 2YM: IGGS D-ULPA Filter
Filter
IGGS Filter
Note: MPD 470000-01-1 every 7000 FH

Page 35
LR Air Separation Modules overview
LR Basic IGGS Pallet Assembly
• A340/A330-200 : 2 ASM parts
• A340-500/600 : 3 ASM parts
Page 37
FIN 6YA: Dual Flow Shut-Off Valve
Dual Flow Shut-Off Valve
The Dual Flow Shut-Off Valve (DFSOV) is used to isolate the IGGS from
the centre fuel tank when necessary. It is normally closed when the FTIS
is not operating. In addition, the DFSOV closes if:

-the pressure of the NEA flow is less than 15 psi (1.0342 bar),
- and/or the NEA flow temperature is hotter than 85 °C (185.00 deg.F).
The IGGS Controller Unit gives a 28 VDC supply to the two solenoids of
the DFSOV. With these two solenoids the IGGS Controller Unit controls
the DFSOV to the open position, and the NEA flow between low/mid/high.
Page 38
FIN 6YA: Dual Flow Shut Off Valve
• The DFSOV uses two solenoid-operated poppets that allow the system controller to
manage the NEA flow to the fuel tank. The valve is designed to be failsafe in the closed
position so that it will be normally closed with low upstream pressure or a failed solenoid.
When closed, the valve allows zero upstream fuel leakage with up to 20 psig
backpressure. The operational modes is split in four modes:
Closed position Low Flow position Mid Flow position High Flow position
• The valve is equipped with fully-closed/ not fully-closed position indication switches (one
for each poppet). The switches will be used by the IGGS controller to provide status
information on the DFSOV for system monitoring and fault detection. The valve also
incorporates a mechanical visual position indicator on each poppet as an aid for line
maintenance to troubleshoot system anomalies with the valve installed on the aircraft.
Page 39
FIN 4YM: Dual Flapper Check Valve
FIN 3YM: In Tank Housing
DFCV CTR tank top skin
The Dual Flapper Check Valve

DFCV is located on top of the centre
tank and provides a means to stop
the flow of NEA into the centre tank
when required, and avoid a fuel leak
outside of the tank.
The In-Tank Housing ITH is located
inside the centre tank, just below the
DFCV and provides a second means
to stop the NEA flow and avoid fuel

leakage.
Note:
- The double barrier can be verified after installation by a simple pressure test as
there is a test port fitted on the valves for this purpose
- MPD 470000-05-1 at 12000 FH
Page 40
Page 41
System Tests & Associated Tooling
Test 1: NRV test in low pressure condition
Tools
Use Test set tool: 98D47009001000*
DFCV test port adaptor: 98D47009001-112*
Note: Test set Handbook should be used for test tools referencing
purposes. Enclosed in Todon.
Advice on tools
- Use digital manometer
- Use pressure regulator tool (0-1 bar)
Purpose of the test

This test aims to check the drop of pressure that would highlight a leak path
within the DFCV and the upper centre tank double skin panel. The test is
successful if there is no pressure drop
* Tool reference are subject to change

Page 42
Test 1: NRV test in low pressure condition
Usage of pressure test set 1st Mano at
Test set inflow
•Set the 1st manometer at 0.8/0.9 bar and wait for
the pressure to stabilize.
•Set the 2nd manometer at 0.7 bar
•When pressure is stabilized, close the 2nd 2ndMano at
manometer Test set out
flow
•Wait for 5 min with the 1st manometer still closed
to avoid counter pressure
•Then ensure there is no drop of pressure
After test
•Balance pressure using the 2nd manometer

before to remove tooling
Page 43
Test 2: Leak test of NEA Line in low pressure
condition
Tools:
Use Test set tool: 98D47009001000 *
IGGS connection adaptor 98D47009001-116*
NEA line adaptor 98D47009001-114 *
Two hoses required:
1 hose for the output of NEA inside of Center Tank
1 hose for the input of the pallet
Note: Test set Handbook should be used for test tools referencing purposes
Enclosed in Todon
Test instructions
• On the pallet, make sure the DFSV (6YA) is closed (see puppet
indicator) so that there is pressure between the pallet and CTR TK

• Connect one flexible hose inside the Center Tank on the inlet pipe
• Connect the second hose of the set to the port of 6YA
• Ensure that 1st manometer is closed to avoid counter pressure during leak test.
Page 44
Test 3 : Leak test of OEA Line
Use the tool: 98L36103002*
Test instructions:
Smoothly supply Air/He/Nitrogen to 0.35 bar (5 psi).
Once 0.35 bar is reached, close the Air/He/Nitrogen source.
Wait for 10 seconds and ensure that the pressure is higher than 0.16 bar (2.25 psi).
If the pressure is out of the limit:

Perform a check for leakage through the tie-clamps (then adjust the tie-clamps and
do the test again)
Or make sure that there is no damage to the OEA line by using leakage detection
fluid to the couplings or connections.

Page 45
Test 4 : CSAS leakage test (1/2)
Use the tool: 98L36103002*
Preparation of test : Connect the Tool to the CSAS/IGGS connection using the
adaptor P/N 35165V16*
adaptor
P/N35165V16
Tool 98L36103002
NOTE: Ensure that the CIV is manually locked in closed position

The aim is to test a leak rate but not a leak path.
Page 46
Test 4 : CSAS leakage test (2/2)
Test instruction :
Put leakage detection fluid on all potential
leaking connection
(see following picture )
Pressurize to 4.1 bar (58.6psi) through
manometer of tooling
Check there is no evidence of leakage as per
memo.
If no leakage continue the test :
Smoothly pressurize to 4.1 bar
- → close nitrogen supplyStart to measure time at
4 bar (57.1 psi)

Stop measure at 2 bar (28.6psi)
The measured time must be longer than 2.4 sec.
MEMO :
Permitted leaks: The leakage is permitted if the bubbles in the solutions that you applied
before on the connections stay permanently . It is also permitted if bubbles break after a time
Not permitted leaks: The leakage is not permitted if the bubbles do not stay around the
coupling, because the leak blows the solution away from the coupling.
Page 47
Test 5 : Leak test of CSAS and IGGS
connections in HI PR conditions
Tools:
• Test set tool 98D4700900100*
• Pressure service valve 7270HM
• Small adaptor 98D47009001-124* instead
of 7272HM to be removed
• Test instructions:
• Pressurize at 60PSI through adaptor by
using test set tool
• Perform leak detection on interfaces
between CSAS and IGGS
• Note: No manual action on CIV is

required, since it is in closed position

Page 48
Test 6 : Leakage test of the bleed air ducting (1/2)
Use the tool 98L36103002*
Remove the 7270HM from the engine bleed line.
Connect the adaptor PN 35165V10* at the location of 7270HM
Then connect hose of tool to the adaptor (as per below picture)
NOTE: CIV must be in closed position
98L36103002 tool
7270HM
Remove
7270 HM
35165V10
Page 49
Test 6 : Leakage test of the bleed air ducting (2/2)
Test 1 :
– Apply leakage
detection fluid to the
coupling and /or
connections
– Smoothly pressurize to
4.1 bar
→ no leakage must be
detected by fluid
Test 2 :
Smoothly pressurize to 4.1 bar

→ close nitrogen supply
Start to measure time at 4 bar (57.1 psi)
Stop measure at 2 bar (28.6psi)
Test successful if time

> 2.4 sec.
Page 50
Pallet installation (tooling use) 1/2
- Install IGGS pallet and connect rod 1 and 3 (see drawing)→ 2 mechanics are required due
to size of part.
- Reconnect NACA panel rod.
- Put in position the tool 63500D47170141000/001 by using frame 30 and 34.
The extremity of actuator must be perpendicular and in contact to the bracket (see pictures)
- Put and maintain the pressure to the tool 63500D47170141000 (air to 5.4bars).
- Adjust the length of rod 3 and connect it to the ASM.
- Connect the rods 4 and 5.
Rod 1 and 2
NACA panel
Rod Page 51
Pallet installation (tooling use) 2/2
Adjust and lock

pressure level
Connect to pressure source

circled part of the tool (with a white
extremity) must be perpendicular
to the rod/pallet.
Page 52
FTIS organisation
Page 53
AIB organisation – Design Office work sharing
• Current Work Share
Level 1 FTIS – A-UK
Programme Management, Chief Engineer
and Procurement level1 Eng.L1 Level 1 CSAS – A-D
Level 2 CSAS – A-D
FTIS level
FTIS level11AUK
AUK
Fuel Tank Inerting System Level 1 IGGS – A-UK
Requirement definition, Safety, V&V & Certification…
Level 2 IGGS – A-E
ATA47 Level 1 Integration A-UK
Level 1 IGDS – A-UK
Level 1 ATA21 Level 1
2 ATA47 Level 1 ATA47
A-D A-UK A-UK Level 2 IGDS – A-UK
CSAS
CSAS IGGS IGDS
IGDS Procurement for total system A-
(Conditioning (Inert Gas (Inert Gas
Gaz
service
sys airair
system)
system) Generation System) Distribution System)
UK
ATA 21.58 ATA 47 ATA 47
• Level 1 FTIS covers all integration
and certification activities and
Level 2 Level 2 Level 2 management across CSAS and
IGGS
A-D A-E A-UK • Supplier interface
FTIS Level 1 – A-UK

CSAS Level 2 – A-D
IGGS Level 2 – A-E
Parker––System
System supplier Procurement – A-UK
Liebherr––Sub-tiers
Sub-tiers System supplier
• Complex accountabilities
• Trans-national team
Page 54
FTIS CUSTOMER SUPPORT ORGANISATION
G
Generic email account:
DL-SEEE- FTIS
Laurent SEGUY
FTIS Support Engineering Leader
Tel: +33 562117553
E-mail: laurent.seguy@airbus.com
Claire Philip Geraldine VALLEE Sammy BOUGACI

AMSELLEM ROUTLEDGE FTIS Support Engineer FTIS Support Engineer
Tel: +33 562118743 Tel: +33 567192584
FTIS Support Engineer FTIS Support Engineer E-mail: E-mail:
Tel: +33 567197340 Tel: +33 567193999 geraldine.vallee@airbus.com sammy.bougaci@airbus.com
E-mail: E-mail:
claire.amsellem@airbus.com philip.routledge@airbus.com
January 2011 Page 55

Page 55
MOD breakdown
Internal AIB organisation & MODs SA family
Page 56
Suppliers Focal Points
• Parker
Program manager : Chris Horne

chorne@parker.com
Customer support operation Team Leader : Kerry Woodworth

Kwoodworth@parker.com
Systems Project Engineer: Alex Cruz

amcruz@parker.com
• Liebherr
Operation manager customer service : Xavier Andrieu

xavier.andrieu@liebherr.com
Technical Support Engineer Nicolas Weil

nicolas.weil@liebherr.com
Page 57
& Interactive Bite

System operation, MMEL
Page 58
FTIS operative conditions
• For SA, the FTIS will be operative when the following conditions are met:
BLEED AIR AVAILABLE = True
And Weight on Wheels (WOW) = false
And ECS COMMANDED OFF = false
And No digital latch is set (No Volatile Memory latch not set).
And IGGS TOTAL AVERAGE AIR TEMPERATURE <= 47°C.
And ENG1_FIRE = 'no fire‘
→ At landing, FTIS will be switched off (ie, Weight on Wheels (WOW) signal would be = true)
• For LR, the FTIS will be operative when the following conditions are met:
BLEED AIR AVAILABLE = True
And Weight on Wheels (WOW) = false
And ECS COMMANDED OFF = false
And no digital latch is set (NVM latch not set)

And IGGS_TOTAL_AVERAGE_AIR_TEMP <= 47°C
And:
– If A330: ENG1_FIRE = “no fire”
– If A340-200, -300, -500, -600: ENG1_FIRE = “no fire” or ENG2_FIRE = “no fire”
→ At landing, FTIS will be switched off.
Page 59
System operation
Most component or system failure detected by the ICU or CCU immediately leads
to a latch of system, ie:
- To the automatic closing of CIV, DFSOV & Isolation Gate Valve.

- A cockpit indication depending on a/c model and type of fault
¾ For A320 family, a maintenance status (class 2) FUEL INERT may be triggered
at all Flight phases.
¾ For A330/A340 family, an ECAM message (class 1) FUEL INERTING SYS

FAULT may be generated at FP 1 and 10
Note : For all aircraft, class 3 message can be also triggered
Page 60
Master Minimum Equipment List
• What do you do in case of inerting fault?
Consider dispatch under MMEL if no opportunity to perform trouble shooting
¾ For A320 family, when a class 2 maintenance status FUEL INERT is triggered.
MEL entry 47-00: FUEL INERT
Rectification interval:
- 10 renewable once (10+10) days for aircraft flying under EASA rules;
- 20 non-renewable days for aircraft flying under FAA
- No associated maintenance action
¾ For A330/A340 family, when a class 1 ECAM message FUEL INERTING SYS FAULT
is generated.
MEL entry 47-10 : FUEL INERTING SYS FAULT
Rectification interval:
- 10 renewable once (10+10) days for aircraft flying under EASA rules;
- 20 non-renewable days for aircraft flying under FAA
- No associated maintenance action
NO DEACTIVATION POSSIBILITY
Page 61
Built-In Test Equipment
The CSAS is connected to Centralized Maintenance System (CMS) via an
ARINC 429 interface.
It is equipped with BITE to respond to CMS and transmit the CSAS flight/ground
condition.
Besides the normal mode (failure message transmission, BITE status

transmission), the CSAS has an interactive mode providing:
- a system test without bleed air;
- a system test with bleed air;
- troubleshooting data;
- fault reports.
Page 62
Inerting menu in the MCDU
1. On the MCDU, select the

Maintenance Page
& select SYSTEM
REPORT/TEST
2. Select the second page

of the menu
INERTING menu
3. Select the INERTING
menu
Page 63
FTIS i-BITE – Test without bleed
A test without bleed checks the integrity of the system electrically-speaking by
sending & receiving signals to & from the various components.
Test without bleed = 3min
The test without bleed is to be performed as soon as the FTIS is latched.

A Test without bleed tests the following components: Does not test the following components:
o CSAS Controller o CSAS Isolation Valve in open position
o IGGS Controller o Gate Valve in open position
o CSAS Isolation Valve, closed position only
o Dual Flow Shut-Off Valve in open position
o Bypass Valve
o Ozone Converter
o Pressure Sensor, P1
o Heat Exchanger
o Temperature Sensor, T1
o Filter
o Gate Valve, closed position only
o Temperature Sensor, T2 o ASM
o Pressure Sensor, P2 o Dual Flapper Check Valve
o Oxygen Sensor (electrical wiring only
o Dual Flow Shut-Off Valve, closed position only
Page 64
FTIS i-BITE – Test with bleed
A test with bleed checks the integrity of the system electrically-speaking and
also checks the behaviour of valves at low, middle and high flows.
Test with bleed = 5min
Pre-requisites for tests with bleed :

- APU or HP ground cart
- Pack 1 ON and Pack 2 OFF
- Cross-bleed valve closed
- CSAS, IGGS computer C/B pushed
Note: it is recommended to use of HP ground carts compared to an APU bleed

source since ground carts provide a higher and more stable pressure.
A test with bleed is to be performed as soon as a valve fault is detected.

A test with bleed tests the following components: CSAS Controller, IGGS Controller, CSAS Isolation Valve, Bypass
Valve, Pressure Sensor P1, Temperature Sensor T1, Gate Valve,Temperature Sensor T2, Pressure Sensor P2,
Oxygen Sensor (electrical wiring only), Dual Flow Shut-Off Valve
A test with bleed does not test the following components: Ozone Converter, Heat Exchanger, Filter, ASM, Dual
Flapper Check Valve
Page 65
TSD & Ground Report prints
TSD
Ground Report
Page 66
Specific data
In this example Specific data allow to

identify failure of P2 IGGS pressure
sensor .
Page 67
© AIRBUS S.A.S. All rights reserved. Confidential and
proprietary document.
This document and all information contained herein is the sole
property of AIRBUS S.A.S.. No intellectual property rights are
granted by the delivery of this document or the disclosure of
its content. This document shall not be reproduced or
disclosed to a third party without the express written consent
of AIRBUS S.A.S. This document and its content shall not be
used for any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS S.A.S. will be pleased to
explain the basis thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321,
A330, A340, A350, A380, A400M are registered trademarks.
Page 68
FTIS Acronyms
• FTIS: Fuel Tank Inerting System
• NEA: Nitrogen enriched Air
• OEA : Oxygen Enriched Air
• CSAS: Conditioned Service Air system

• CIV: CSAS Isolation Valve (CIV)
• CCU: CSAS Computer Unit
• IGGS: Inert Gas Generation system

• ASM: Air separator Module
• D-ULPA filter: Double Ultra Low particles Air Filter
• DFCV: Dual Flapper Check Valve

• ITH: In tank Housing
• DFSOV: Dual flow and shut of valve Isolation Gate Valve
• ICU: IGGS Computer Unit
Page 69

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Training session_ part 1

Fuel Tank Inerting System

• Detailed system description

• System tests and associated tooling

• System operation , MMEL & Interactive Bite

General System Presentation

• In 1996, a TWA B747 exploded after take-off due to a suspected spark

• As a result, the Federal Aviation Authority (FAA) undertook researches

the flammability of aircraft fuel tanks.

• New Type Certificates

FAA / EASA Status Timescale (planning)

EASA Tentative planning Forward fit

 NPA envisaging to mandate the installation of 1st January 2012

pressure are reduced through a heat exchanger .

Flammability Reduction System on SA Family

ASM pallet (2 ASMs) viewed

OEA outlet (flexible pipe)

ASM pallet (3 ASMs) viewed

System general presentation

CSAS part – General view

Detailed System Description

Solenoid Control / Indication

Solenoid Control / Position Indication

Hot Air ASM

Drain Drain Plug

CSAS Isolation ECS HX

Detailed system description: LR family

A320 family : FWC H2F5

A330 and A340-500/600 : FWC T3

A340 : FWC L11

A320 family : CFDIU std 10 A

A330/A340 : CMC L8-A

Temperature Control Module 1

CSAS Pressure sensor 2695A0000-01 117HH 1 21-58-12

ATA 21-58 1 (Code 22153) 21-58-51

Heat exchanger-Air frame 3968B10000-02 5103HB1

ARINC 600 rack

The CSAS Controller Unit (CCU) communicates with the

Note : - Without electrical or pneumatic power, the CSAS

CSAS Isolation Valve

The CSAS Isolation Valve (CIV) is a solenoid controlled,

The Temperature Control Module (TCM) is assembled with:

cold air from the heat exchanger to increase the temperature;

The Temperature Sensor is installed in the duct to the

Inert Gas Generation System (IGGS) . It monitors the

Inert Gas Generation System

The IGGS Controller Unit (ICU) communicates

with the CSAS Controller Unit (CCU) and the Air

The IGGS Pallet Assembly (8YA) main

the following sub components: FIN 2YA,

– no flow = solenoid not energized and valve closed

Note: MPD 470000-01-1 every 7000 FH

Dual Flow Shut-Off Valve

is not operating. In addition, the DFSOV closes if:

The Dual Flapper Check Valve

to stop the NEA flow and avoid fuel

Purpose of the test

* Tool reference are subject to change

•Balance pressure using the 2nd manometer

indicator) so that there is pressure between the pallet and CTR TK

NPA envisaging to mandate the installation of 1st January 2012

FTIS Level 1 – A-UK

And no digital latch is set (NVM latch not set)