DOC AIRBUS | AMM A320FINERT GAS SYSTEM - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
A. Description
The Fuel Tank Inerting System (FTIS) is a Flammability Reduction Means to decrease Fleet Flammability Exposure to satisfactory levels. The FTIS gives protection to decrease the risk of fire and explosion in the center wing-box fuel tank (fuel tank). To get this protection, the FTIS causes inert conditions in the ullage space of the fuel tank.
Inert refers to no flammable, and ullage space refers to the space above the fuel.
The FTIS has two sub-systems, the Inert Gas Generation System (IGGS) and the Conditioned Service Air System (CSAS).
The Inert Gas System refers to the IGGS.
The CSAS gives the IGGS a conditioned air stream of the correct temperature, pressure and flow. The IGGS removes oxygen from the air stream, and makes Nitrogen Enriched Air (NEA) and Oxygen Enriched Air (OEA).
The IGGS discards the OEA overboard, and puts the NEA into the ullage space of the fuel tank. The nitrogen is a chemically unreactive gas because it does not support the hydrocarbon combustion reaction, and it is non-reactive with the materials of the fuel system components and equipment.
The NEA goes into the fuel tank through a piping network, and it pushes the air with oxygen through the vent line, out of the fuel tank. This causes the inert conditions in the fuel tank.
The fuel tank is inert when the average oxygen concentration:
The non-pressurized belly fairing compartment holds the IGGS pallet. The pressurized avionics bay holds the IGGS Controller Unit. The pressurized fuel tank upper skin holds the distribution pipe and a dual-flapper check valve. The non-pressurized zone in the inner fuel tank holds the in-tank housing.
The Fuel Tank Inerting System (FTIS) is a Flammability Reduction Means to decrease Fleet Flammability Exposure to satisfactory levels. The FTIS gives protection to decrease the risk of fire and explosion in the center wing-box fuel tank (fuel tank). To get this protection, the FTIS causes inert conditions in the ullage space of the fuel tank.
Inert refers to no flammable, and ullage space refers to the space above the fuel.
The FTIS has two sub-systems, the Inert Gas Generation System (IGGS) and the Conditioned Service Air System (CSAS).
The Inert Gas System refers to the IGGS.
The CSAS gives the IGGS a conditioned air stream of the correct temperature, pressure and flow. The IGGS removes oxygen from the air stream, and makes Nitrogen Enriched Air (NEA) and Oxygen Enriched Air (OEA).
The IGGS discards the OEA overboard, and puts the NEA into the ullage space of the fuel tank. The nitrogen is a chemically unreactive gas because it does not support the hydrocarbon combustion reaction, and it is non-reactive with the materials of the fuel system components and equipment.
The NEA goes into the fuel tank through a piping network, and it pushes the air with oxygen through the vent line, out of the fuel tank. This causes the inert conditions in the fuel tank.
The fuel tank is inert when the average oxygen concentration:
- 1) is below 12% at sea level up to 3048 m (10000.18 ft.),
- 2) increases linearly from 12% at 3048 m (10000.18 ft.) to 14.5% at 12192 m (40000.73 ft.),
- 3) or linearly extending the before 2) curve for altitudes above 12192 m (40000.73 ft.).
The non-pressurized belly fairing compartment holds the IGGS pallet. The pressurized avionics bay holds the IGGS Controller Unit. The pressurized fuel tank upper skin holds the distribution pipe and a dual-flapper check valve. The non-pressurized zone in the inner fuel tank holds the in-tank housing.
2. Component Location
A. Main Components Location
IGGS Pallet LocationB. Components Location Table
| FIN | FUNCTIONAL DESIGNATION | PANEL | ZONE | ACCESS DOOR | ATA REF |
|---|---|---|---|---|---|
| ** ON A/C NOT FOR ALL | |||||
| 1YA | IGGS CTL UNIT | 121 | 47-31-34 | ||
| 2YA | SENSOR-BLEED AIR TEMP, IGGS | 191 | 47-41-11 | ||
| 3YA | ISOL VALVE-CSAS FROM IGGS | 191 | 47-21-41 | ||
| 4YA | SENSOR-OXY MONITORING, IGGS & ASM | 191 | 47-41-15 | ||
| 5YA | SENSOR-PRESS MONITORING, IGGS & ASM | 191 | 47-41-13 | ||
| 6YA | VALVE-NEA FLOW CTL, IGGS | 191 | 47-21-43 | ||
| 8YA | IGGS PALLET | 191 | 47-11-41 | ||
| ** ON A/C NOT FOR ALL | |||||
| 1YM | AIR SEPARATION MODULE, IGGS | 191 | 47-10-43 | ||
| ** ON A/C NOT FOR ALL | |||||
| 2YM | FILTER-AIR | 191 | 47-10-41 | ||
| 3YM | IN TANK HOUSING | 141 | 47-20-41 | ||
| 4YM | DUAL FLAPPER CHECK VALVE | 145 | 47-20-43 | ||
A. Generation and Storage
After the air stream comes out of the CSAS, it goes into the IGGS Pallet (Ref. 47-11-41). The IGGS Pallet contains an Isolation Valve (also referred to as Gate Valve); a Double-Ultra Low Particle Air Filter; Temperature, Pressure and Oxygen sensors; an Air Separation Module (ASM), a Dual Flow Shut-Off Valve (DFSOV), a drain plug, ducts, clamps and brackets, and bonding straps.
The air stream goes through the Isolation Valve into the Double-Ultra Low Particle Air (D-ULPA) Filter (Ref. 47-10-41). The D-ULPA Filter cleans the air stream, to make sure that only clean air goes into the Air Separation Module.
The Air Separation Module (Ref. 47-10-43) has thousands of very small diameter hollow fiber tubes, which divide the air into OEA and NEA streams. The OEA goes out of the Air Separation Module to the atmosphere, and the NEA goes through the Dual Flow Shut-Off Valve out of the IGGS Pallet into the fuel tank.
The duct that goes into the Isolation Valve, the D-ULPA Filter, and the duct between the D-ULPA Filter and the Air Separation Module inlet have a thermal insulation, to help make sure that the temperature of the air stream that goes into the Air Separation Module is more than 54 deg.C (129.20 deg.F).
After the air stream comes out of the CSAS, it goes into the IGGS pallet (Ref. 47-11-41). The IGGS pallet contains an isolation valve (also referred to as gate valve), a double-ultra low particle air filter, temperature, pressure and oxygen sensors, an Air Separation Module (ASM), a Dual Flow and Shut-Off Valve (DFSOV), a drain plug, ducts, clamps and brackets, and bonding straps.
The air stream goes through the isolation valve into the Double-Ultra Low Particulate Air (D-ULPA) filter (Ref. 47-10-41). The D-ULPA filter cleans the air stream, to make sure that only clean air goes into the ASM.
The ASM (Ref. 47-10-43) has thousands of very small diameter hollow fiber tubes, which divide the air into OEA and NEA streams. The OEA goes out of the ASM to the atmosphere, and the NEA goes through the DFSOV out of the IGGS pallet into the fuel tank.
The temperature of the air stream that goes into the Air Separation Module is more than 34 deg.C (93.20 deg.F).
After the air stream comes out of the CSAS, it goes into the IGGS Pallet (Ref. 47-11-41). The IGGS Pallet contains an Isolation Valve (also referred to as Gate Valve); a Double-Ultra Low Particle Air Filter; Temperature, Pressure and Oxygen sensors; an Air Separation Module (ASM), a Dual Flow Shut-Off Valve (DFSOV), a drain plug, ducts, clamps and brackets, and bonding straps.
The air stream goes through the Isolation Valve into the Double-Ultra Low Particle Air (D-ULPA) Filter (Ref. 47-10-41). The D-ULPA Filter cleans the air stream, to make sure that only clean air goes into the Air Separation Module.
The Air Separation Module (Ref. 47-10-43) has thousands of very small diameter hollow fiber tubes, which divide the air into OEA and NEA streams. The OEA goes out of the Air Separation Module to the atmosphere, and the NEA goes through the Dual Flow Shut-Off Valve out of the IGGS Pallet into the fuel tank.
The duct that goes into the Isolation Valve, the D-ULPA Filter, and the duct between the D-ULPA Filter and the Air Separation Module inlet have a thermal insulation, to help make sure that the temperature of the air stream that goes into the Air Separation Module is more than 54 deg.C (129.20 deg.F).
After the air stream comes out of the CSAS, it goes into the IGGS pallet (Ref. 47-11-41). The IGGS pallet contains an isolation valve (also referred to as gate valve), a double-ultra low particle air filter, temperature, pressure and oxygen sensors, an Air Separation Module (ASM), a Dual Flow and Shut-Off Valve (DFSOV), a drain plug, ducts, clamps and brackets, and bonding straps.
The air stream goes through the isolation valve into the Double-Ultra Low Particulate Air (D-ULPA) filter (Ref. 47-10-41). The D-ULPA filter cleans the air stream, to make sure that only clean air goes into the ASM.
The ASM (Ref. 47-10-43) has thousands of very small diameter hollow fiber tubes, which divide the air into OEA and NEA streams. The OEA goes out of the ASM to the atmosphere, and the NEA goes through the DFSOV out of the IGGS pallet into the fuel tank.
The temperature of the air stream that goes into the Air Separation Module is more than 34 deg.C (93.20 deg.F).
B. Distribution
The Distribution System supplies the NEA from the IGGS to the fuel tank through piping and the discharge nozzle, and prevents fuel ingress from the fuel tank back to the IGGS.
The air stream that comes out of the CSAS goes into the IGGS Pallet, and then it goes through an Isolation Valve (Ref. 47-21-41). The Isolation Valve closes if the air stream has a pressure of less than 15 psi (1.0342 bar), and/or its temperature is hotter than 85 deg.C (185.00 deg.F).
When the NEA goes out of the Air Separation Module it goes through the Dual Flow Shut-Off Valve (Ref. 47-21-43). The Dual Flow Shut-Off Valve controls the NEA flow to the fuel tank, sets NEA flow between low/mid/high and isolates the IGGS from the fuel tank.
The upper skin of the fuel tank has a Check Valve assembly, with zero leakage, that prevents fuel ingress from the fuel tank back to the IGGS. The Check Valve assembly has an In-Tank Housing (Ref. 47-20-41) and a Dual-Flapper Check Valve (Ref. 47-20-43).
In the fuel tank, a piping network releases the NEA that fills the ullage space, to get the inert condition.
The Distribution System supplies the NEA from the IGGS to the fuel tank through piping and the discharge nozzle, and prevents fuel ingress from the fuel tank back to the IGGS.
The air stream that comes out of the CSAS goes into the IGGS Pallet, and then it goes through an Isolation Valve (Ref. 47-21-41). The Isolation Valve closes if the air stream has a pressure of less than 15 psi (1.0342 bar), and/or its temperature is hotter than 85 deg.C (185.00 deg.F).
When the NEA goes out of the Air Separation Module it goes through the Dual Flow Shut-Off Valve (Ref. 47-21-43). The Dual Flow Shut-Off Valve controls the NEA flow to the fuel tank, sets NEA flow between low/mid/high and isolates the IGGS from the fuel tank.
The upper skin of the fuel tank has a Check Valve assembly, with zero leakage, that prevents fuel ingress from the fuel tank back to the IGGS. The Check Valve assembly has an In-Tank Housing (Ref. 47-20-41) and a Dual-Flapper Check Valve (Ref. 47-20-43).
In the fuel tank, a piping network releases the NEA that fills the ullage space, to get the inert condition.
C. Control
The Control System contains the IGGS Controller Unit (Ref. 47-31-34). The IGGS Controller Unit communicates with the CSAS Controller Unit (CCU) and the Air Data/Inertial Reference Unit 1 (ADIRU1) with the Aeronautical Radio Incorporated (ARINC) 429 protocol, and gives automatic system control and health monitoring / BITE.
The IGGS Controller Unit receives data from the Isolation Valve, the Temperature Sensor, the Pressure Sensor, the Oxygen Sensor and the Dual Flow Shut-Off Valve.
The CCU has interface with the IGGS Controller Unit, and the two operate independently to do the safety functions.
The Control System contains the IGGS Controller Unit (Ref. 47-31-34). The IGGS Controller Unit communicates with the CSAS Controller Unit (CCU) and the Air Data/Inertial Reference Unit 1 (ADIRU1) with the Aeronautical Radio Incorporated (ARINC) 429 protocol, and gives automatic system control and health monitoring / BITE.
The IGGS Controller Unit receives data from the Isolation Valve, the Temperature Sensor, the Pressure Sensor, the Oxygen Sensor and the Dual Flow Shut-Off Valve.
The CCU has interface with the IGGS Controller Unit, and the two operate independently to do the safety functions.
D. Indicating
The Indicating System has temperature, pressure and oxygen sensors, which give data to the IGGS Controller Unit.
A Temperature Sensor (Ref. 47-41-11) monitors the temperature of the air stream that goes out of the D-ULPA Filter, and gives the data to the IGGS Controller Unit.
A Pressure Sensor (Ref. 47-41-13) monitors the pressure of the air stream that goes out of the D-ULPA Filter, and gives the data to the IGGS Controller Unit.
The temperature and pressure sensors give an over-temperature and over-pressure protection, independently of the CSAS.
Downstream of the Air Separation Module, an Oxygen Sensor (Ref. 47-41-15) gives data to the IGGS Controller Unit. This data helps to know the Air Separation Module health, and to monitor the FTIS performance one time for each flight during the cruise flight phase.
The Indicating System has temperature, pressure and oxygen sensors, which give data to the IGGS Controller Unit.
A Temperature Sensor (Ref. 47-41-11) monitors the temperature of the air stream that goes out of the D-ULPA Filter, and gives the data to the IGGS Controller Unit.
A Pressure Sensor (Ref. 47-41-13) monitors the pressure of the air stream that goes out of the D-ULPA Filter, and gives the data to the IGGS Controller Unit.
The temperature and pressure sensors give an over-temperature and over-pressure protection, independently of the CSAS.
Downstream of the Air Separation Module, an Oxygen Sensor (Ref. 47-41-15) gives data to the IGGS Controller Unit. This data helps to know the Air Separation Module health, and to monitor the FTIS performance one time for each flight during the cruise flight phase.
A. Power Supply of the IGGS Controller Unit
The aircraft power bus 103PP supplies 28 VDC to the IGGS Controller Unit.
The IGGS Controller Unit gives 28 VDC power supply to:
The aircraft power bus 103PP supplies 28 VDC to the IGGS Controller Unit.
The IGGS Controller Unit gives 28 VDC power supply to:
- the isolation valve,
- the temperature sensor,
- the pressure sensor,
- the oxygen sensor,
- the Dual Flow Shut-Off Valve.
A. Inert Gas System Interfaces
The Inert Gas System has interfaces with:
The Inert Gas System has interfaces with:
- the Conditioned Service Air System (Ref. AMM D/O 21-58-00-00),
- the DC Generation (Ref. AMM D/O 24-30-00-00),
- the Tanks (Ref. AMM D/O 28-11-00-00),
- the Reference Unit Air Data Inertial (ADIRU) (Ref. 34-12-34).
6. Component Description
A. D-ULPA Filter (Ref. 47-10-41) FIN: 2-YM
The D-ULPA Filter (filter) is an aluminum housing with a filter head and a filter bowl. The filter head has an inlet port, and the filter bowl has a drain port.
The IGGS pallet holds the filter head, and you can remove from it the filter bowl, to replace the filter cartridge. An internal spring safeties the filter cartridge to the filter bowl.
The filter cartridge has a coalescer-type construction, with a multi-layer composite filter-pack. Two aluminum alloy end caps and a support shroud hold the filter pack.
The filter cartridge cleans the air stream to make sure that only clean air goes into the Air Separation Module (ASM).
A bonding strap connects the filter electrically to the fuselage.
The filter has a thermal insulation, to make sure that the temperature of the air stream that goes into the Air Separation Module is more than 54 deg.C (129.20 deg.F).
The D-ULPA Filter (filter) is an aluminum housing with a filter head and a filter bowl. The filter head has an inlet port, and the filter bowl has a drain port.
The IGGS pallet holds the filter head, and to replace the filter cartridge you can remove the filter bowl from it. An internal spring safeties the filter cartridge to the filter bowl.
The filter cartridge has a coalescer-type construction, with a multi-layer composite filter-pack. Two aluminum alloy end caps and a support shroud hold the filter pack.
The filter cartridge cleans the air stream to make sure that only clean air goes into the Air Separation Module (ASM).
A bonding strap connects the filter electrically to the fuselage.
The temperature of the air stream that goes through the filter into the Air Separation Module is more than 34 deg.C (93.20 deg.F).
The D-ULPA Filter (filter) is an aluminum housing with a filter head and a filter bowl. The filter head has an inlet port, and the filter bowl has a drain port.
The IGGS pallet holds the filter head, and you can remove from it the filter bowl, to replace the filter cartridge. An internal spring safeties the filter cartridge to the filter bowl.
The filter cartridge has a coalescer-type construction, with a multi-layer composite filter-pack. Two aluminum alloy end caps and a support shroud hold the filter pack.
The filter cartridge cleans the air stream to make sure that only clean air goes into the Air Separation Module (ASM).
A bonding strap connects the filter electrically to the fuselage.
The filter has a thermal insulation, to make sure that the temperature of the air stream that goes into the Air Separation Module is more than 54 deg.C (129.20 deg.F).
The D-ULPA Filter (filter) is an aluminum housing with a filter head and a filter bowl. The filter head has an inlet port, and the filter bowl has a drain port.
The IGGS pallet holds the filter head, and to replace the filter cartridge you can remove the filter bowl from it. An internal spring safeties the filter cartridge to the filter bowl.
The filter cartridge has a coalescer-type construction, with a multi-layer composite filter-pack. Two aluminum alloy end caps and a support shroud hold the filter pack.
The filter cartridge cleans the air stream to make sure that only clean air goes into the Air Separation Module (ASM).
A bonding strap connects the filter electrically to the fuselage.
The temperature of the air stream that goes through the filter into the Air Separation Module is more than 34 deg.C (93.20 deg.F).
B. Air Separation Module (Ref. 47-10-43)
The Air Separation Module (ASM) is an aluminum housing that contains several hundred thousands of very small diameter hollow fibers.
The housing has an air stream inlet, an OEA outlet and a NEA outlet.
The hollow fibers divide the air into OEA and NEA streams. The OEA air stream goes out of the ASM and the belly fairing compartment to the atmosphere. The NEA air stream goes out of the ASM to the ullage space of the fuel tank.
The Air Separation Module (ASM) is an aluminum housing that contains several hundred thousands of very small diameter hollow fibers.
The housing has an air stream inlet, an OEA outlet and a NEA outlet.
The hollow fibers divide the air into OEA and NEA streams. The OEA air stream goes out of the ASM and the belly fairing compartment to the atmosphere. The NEA air stream goes out of the ASM to the ullage space of the fuel tank.
C. IGGS Pallet (Ref. 47-11-41)
The non-pressurized belly fairing compartment holds the IGGS Pallet (pallet), at the aircraft left side, in the Air Conditioning Pack area.
The pallet, a structural support made of aluminum, contains the isolation valve, the filter, the temperature sensor, the pressure sensor, the ASM, the oxygen sensor, and the Dual Flow Shut-Off Valve. It has also internal piping, and a drain plug for trouble shooting procedures.
The air inlet, the OEA outlet and the NEA outlet are pneumatic interfaces.
The isolation valve, the temperature sensor, the pressure sensor, the oxygen sensor and the Dual Flow Shut-Off Valve have electrical interfaces with the IGGS Controller Unit.
Two bonding straps, one at the filter bracket and one at the oxygen sensor mounting bolt, connect the pallet electrically to the fuselage.
Five adjustable tie-rods hold the pallet to the fuselage. A ram-air inlet bracket connects the lower end of the pallet to the belly fairing.
The non-pressurized belly fairing compartment holds the IGGS Pallet (pallet), at the aircraft left side, in the Air Conditioning Pack area.
The pallet, a structural support made of aluminum, contains the isolation valve, the filter, the temperature sensor, the pressure sensor, the ASM, the oxygen sensor, and the Dual Flow Shut-Off Valve. It has also internal piping, and a drain plug for trouble shooting procedures.
The air inlet, the OEA outlet and the NEA outlet are pneumatic interfaces.
The isolation valve, the temperature sensor, the pressure sensor, the oxygen sensor and the Dual Flow Shut-Off Valve have electrical interfaces with the IGGS Controller Unit.
Two bonding straps, one at the filter bracket and one at the oxygen sensor mounting bolt, connect the pallet electrically to the fuselage.
Five adjustable tie-rods hold the pallet to the fuselage. A ram-air inlet bracket connects the lower end of the pallet to the belly fairing.
D. In-Tank Housing (Ref. 47-20-41)
The primary material of the in-tank housing is aluminum alloy, with studs of stainless steel.
The in-tank housing does not have an inner device, so it lets a free flow of the NEA from the IGGS.
The primary material of the in-tank housing is aluminum alloy, with studs of stainless steel.
The in-tank housing does not have an inner device, so it lets a free flow of the NEA from the IGGS.
E. Dual-Flapper Check Valve (Ref. 47-20-43)
The primary material of the dual-flapper check valve (DFCV) is aluminum alloy, with some internal components of stainless steel and seals of fluorosilicone.
The housing of the DFCV has a dual-flapper check valve cartridge. This cartridge has two spring-loaded check valves that prevent fuel ingress from the fuel tank back to the IGGS.
The valves open when the pressure in the NEA line is 0.29 psi (0.0200 bar).
The DFCV has two test plugs. After the installation of the DFCV and the in-tank housing, one test plug checks with a pressure test that the installation of the check valve assembly does not have leakage. The other test plug checks that there is not leakage through the DFCV internal check valves.
The primary material of the dual-flapper check valve (DFCV) is aluminum alloy, with some internal components of stainless steel and seals of fluorosilicone.
The housing of the DFCV has a dual-flapper check valve cartridge. This cartridge has two spring-loaded check valves that prevent fuel ingress from the fuel tank back to the IGGS.
The valves open when the pressure in the NEA line is 0.29 psi (0.0200 bar).
The DFCV has two test plugs. After the installation of the DFCV and the in-tank housing, one test plug checks with a pressure test that the installation of the check valve assembly does not have leakage. The other test plug checks that there is not leakage through the DFCV internal check valves.
F. NEA Lines (Ref. 47-20-49)
The piping network that supplies NEA to the fuel tank is made by an external NEA line, a NEA line in the fuel tank and two flexible hoses.
The NEA lines do not have an inner device, so they let a free flow of the NEA from the IGGS.
The first flexible hose connects the IGGS NEA outlet to the NEA line through a bulkhead fitting.
The external NEA line connects to the second flexible hose and this flexible hose connects to the Dual-Flapper Check Valve (Ref. 47-20-43).
The NEA line installed into the fuel tank connects to the In-tank housing (Ref. 47-20-21) and lets the NEA flow into the fuel tank through the NEA discharge point.
The piping network that supplies NEA to the fuel tank is made by an external NEA line, a NEA line in the fuel tank and two flexible hoses.
The NEA lines do not have an inner device, so they let a free flow of the NEA from the IGGS.
The first flexible hose connects the IGGS NEA outlet to the NEA line through a bulkhead fitting.
The external NEA line connects to the second flexible hose and this flexible hose connects to the Dual-Flapper Check Valve (Ref. 47-20-43).
The NEA line installed into the fuel tank connects to the In-tank housing (Ref. 47-20-21) and lets the NEA flow into the fuel tank through the NEA discharge point.
G. Isolation Valve (Ref. 47-21-41)
The primary material of the isolation valve is aluminum alloy.
An integrated, three-way, two-position solenoid, that gets a 28 Volts Direct Current (VDC) supply from the IGGS Controller Unit, controls the isolation valve. The isolation valve has a pneumatic piston actuator, spring-loaded to the closed position. With this solenoid, the IGGS Controller Unit controls the isolation valve to the open position.
The isolation valve closes if:
The primary material of the isolation valve is aluminum alloy.
An integrated, three-way, two-position solenoid, that gets a 28 Volts Direct Current (VDC) supply from the IGGS Controller Unit, controls the isolation valve. The isolation valve has a pneumatic piston actuator, spring-loaded to the closed position. With this solenoid, the IGGS Controller Unit controls the isolation valve to the open position.
The isolation valve closes if:
- the air stream pressure is less than 15 psi (1.0342 bar),
and/or - the air stream temperature is hotter than 85 deg.C (185.00 deg.F).
H. Dual Flow Shut-Off Valve (Ref. 47-21-43)
The primary material of the Dual Flow Shut-Off Valve (DFSOV) is aluminum alloy, with some internal components of stainless steel and various seals materials.
The DFSOV is normally closed, and isolates the IGGS from the fuel tank.
The DFSOV closes if:
The primary material of the Dual Flow Shut-Off Valve (DFSOV) is aluminum alloy, with some internal components of stainless steel and various seals materials.
The DFSOV is normally closed, and isolates the IGGS from the fuel tank.
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 deg.C (185.00 deg.F).
I. IGGS Controller Unit (Ref. 47-31-34)
The IGGS Controller Unit (ICU) is on the left outer side wall of the Nose Landing Gear Bay, between the frames FR11 and FR12.
An aluminum box contains the ICU.
The ICU has a Power Conditioner/Electromagnetic Interference (EMI) assembly and a Processor/Logic Assembly.
The ICU gives system control and health monitoring/(BITE). It has input and output for ARINC 429 communication.
The ICU interfaces with the CCU and the ADIRU1.
The IGGS Controller Unit (ICU) is on the left outer side wall of the Nose Landing Gear Bay, between the frames FR11 and FR12.
An aluminum box contains the ICU.
The ICU has a Power Conditioner/Electromagnetic Interference (EMI) assembly and a Processor/Logic Assembly.
The ICU gives system control and health monitoring/(BITE). It has input and output for ARINC 429 communication.
The ICU interfaces with the CCU and the ADIRU1.
J. Temperature Sensor (Ref. 47-41-11)
An all-welded, hermetically sealed, stainless steel housing contains the temperature sensor parts.
The temperature sensor gets a 28 VDC supply from the ICU.
The temperature sensor gives over-temperature protection, independently of the CSAS. The temperature sensor gives data temperature to the ICU, to optimize ASM inlet temperature control, independently of both the CSAS and IGGS over-temperature stop control functions.
An all-welded, hermetically sealed, stainless steel housing contains the temperature sensor parts.
The temperature sensor gets a 28 VDC supply from the ICU.
The temperature sensor gives over-temperature protection, independently of the CSAS. The temperature sensor gives data temperature to the ICU, to optimize ASM inlet temperature control, independently of both the CSAS and IGGS over-temperature stop control functions.
K. Pressure Sensor (Ref. 47-41-13)
An all-welded, hermetically sealed, stainless steel housing contains the pressure sensor parts.
The temperature sensor gets a 28 VDC supply from the ICU.
The pressure sensor gives over-pressure or under-pressure protection, independently of the CSAS.
An all-welded, hermetically sealed, stainless steel housing contains the pressure sensor parts.
The temperature sensor gets a 28 VDC supply from the ICU.
The pressure sensor gives over-pressure or under-pressure protection, independently of the CSAS.
L. Oxygen Sensor (Ref. 47-41-15)
An aluminum alloy housing contains the oxygen sensor parts. The oxygen sensor unit contains an oxygen sensitive capsule, a pressure sensor and a circuit board, which supplies power, sensitive and signal conditioning functions.
The oxygen sensor gets a 28 VDC supply from the ICU.
The oxygen sensor measures the oxygen concentration of the NEA flow, and gives the data to the ICU, to monitor the ASM and the FTIS performance one time for each flight during the cruise flight phase.
The oxygen sensor also gives a pressure signal of the NEA, that helps to know incorrect conditions.
A bonding strap connects the oxygen sensor electrically to the fuselage.
An aluminum alloy housing contains the oxygen sensor parts. The oxygen sensor unit contains an oxygen sensitive capsule, a pressure sensor and a circuit board, which supplies power, sensitive and signal conditioning functions.
The oxygen sensor gets a 28 VDC supply from the ICU.
The oxygen sensor measures the oxygen concentration of the NEA flow, and gives the data to the ICU, to monitor the ASM and the FTIS performance one time for each flight during the cruise flight phase.
The oxygen sensor also gives a pressure signal of the NEA, that helps to know incorrect conditions.
A bonding strap connects the oxygen sensor electrically to the fuselage.
7. Operation/Control and Indicating
A. Operation Limits
When the aircraft is on ground the FTIS does not operate, unless it is necessary for maintenance operations.
During maintenance operations, there are two interactive BITE modes:
When the aircraft is on ground the FTIS does not operate, unless it is necessary for maintenance operations.
During maintenance operations, there are two interactive BITE modes:
- Interactive BITE without bleed air,
and - Interactive BITE with bleed air from Auxiliary Power Unit (APU) or ground supply, air-conditioning Pack1 ON and Pack2 OFF.
- Bleed air available through Engine 1 Pressure Regulating Valve (PRV) open, or Engine 2 PRV open and Cross Feed Valve open;
- Weight On Wheels (WOW) is FALSE: ESS LH L/G COMPRESSED & NORM LH L/G COMPRESSED;
- Environmental Control System (ECS): Pack 1 in operation Flow Control Valve (FCV) is not Fully Closed, or Pack 2 in operation FCV is not Fully Closed and Pack 1 Push Button (P/B) is OFF and Cross Bleed Valve is open,
- IGGS Latch status: not latched;
- IGGS Total Average Air Temperature is lower than 47 deg.C (116.60 deg.F);
- Transit to idle is true;
- ENG 1 FIRE = 'no fire'.
- Low, during climb and cruise phases;
- Mid, during approach phase;
- High, during usual descent phase.
B. Control
The aircraft crew does not operate the FTIS, because it has automatic control.
The FTIS operation stops when the conditions referred to in paragraph A. Operation Limits are not available, or if the system operates incorrectly.
The ICU interfaces with the CCU, and the two monitor environmental conditions independently from each other. If one of the two finds an incorrect condition, they will stop safely.
The ICU has digital and analog lanes:
Digital, that controls the system and stop functions. Temperature stop limits are as follows:
To do the digital and analog latch reset, the aircraft must be on ground. The digital latch reset occurs after a successful interactive BITE, and the analog latch reset after power cycle.
The ICU controls and monitors the IGGS, and does BITE functions that monitors the system health.
The aircraft crew does not operate the FTIS, because it has automatic control.
The FTIS operation stops when the conditions referred to in paragraph A. Operation Limits are not available, or if the system operates incorrectly.
The ICU interfaces with the CCU, and the two monitor environmental conditions independently from each other. If one of the two finds an incorrect condition, they will stop safely.
The ICU has digital and analog lanes:
Digital, that controls the system and stop functions. Temperature stop limits are as follows:
- IGGS temperature more than 66 deg.C (150.80 deg.F) and less than 75 deg.C (167.00 deg.F). In these conditions, if the IGGS operates with a high flow, it changes to mid flow after one minute; if the IGGS operates with a mid flow, it changes to low flow after one minute; if the IGGS operates with a low flow, it stops after three minutes.
- IGGS temperature more than 75 deg.C (167.00 deg.F) and less than 85 deg.C (185.00 deg.F), it stops after two minutes.
- IGGS temperature of 85 deg.C (185.00 deg.F) and pressure threshold is 60 psi (4.1369 bar).
To do the digital and analog latch reset, the aircraft must be on ground. The digital latch reset occurs after a successful interactive BITE, and the analog latch reset after power cycle.
The ICU controls and monitors the IGGS, and does BITE functions that monitors the system health.
C. Indicating
During the cruise flight phase, the ICU monitors one time the IGGS health. The Gross-Failure Detection Lookup-Tables compares its data with these inputs, to find if the ASM operates correctly.
If the ASM does not operate correctly again and again three times, the ICU sends a failure message to the CCU, and the CCU gives an Electronic Centralized Aircraft Monitoring (ECAM) warning to the Centralized Fault Display Interface Unit (CFDIU), at the end of the flight, for maintenance functions.
During the cruise flight phase, the ICU monitors one time the IGGS health. The Gross-Failure Detection Lookup-Tables compares its data with these inputs, to find if the ASM operates correctly.
If the ASM does not operate correctly again and again three times, the ICU sends a failure message to the CCU, and the CCU gives an Electronic Centralized Aircraft Monitoring (ECAM) warning to the Centralized Fault Display Interface Unit (CFDIU), at the end of the flight, for maintenance functions.
8. BITE Test
A. Power Up Test
When the FTIS energizes the IGGS system, the ICU does the subsequent tests:
When the FTIS energizes the IGGS system, the ICU does the subsequent tests:
- ICU internal BITE,
- ARINC communication,
- isolation valve status,
- DFSOV status,
- temperature sensor status,
- pressure sensor status.
B. Flight Test
During FTIS usual operation, the ICU does the subsequent tests:
During FTIS usual operation, the ICU does the subsequent tests:
- ICU internal BITE,
- ARINC communication,
- isolation valve status,
- DFSOV status,
- temperature sensor status,
- pressure sensor status,
- oxygen sensor status (one time during cruise phase),
- ASM (one time during cruise phase).
C. Interactive BITE Test without Bleed Air (Ref. 47-31-34-740-001-01)
When the aircraft is on ground, interactive BITE Test Mode without Bleed Air does the subsequent tests:
When the aircraft is on ground, interactive BITE Test Mode without Bleed Air does the subsequent tests:
- ICU internal BITE,
- ARINC communication,
- temperature sensor status,
- pressure sensor status,
- oxygen sensor status.
- isolation valve status: closed,
- DFSOV status: closed.
D. Interactive BITE Test with Bleed Air (Ref. 47-31-34-740-001)
When the aircraft is on ground, interactive BITE Test Mode with Bleed Air does the subsequent tests:
When the aircraft is on ground, interactive BITE Test Mode with Bleed Air does the subsequent tests:
- ICU internal BITE,
- ARINC communication,
- DFSOV status,
- isolation valve status,
- temperature sensor status,
- pressure sensor status,
- oxygen sensor status.