A330 Chapter 47

Airbus A330 (RR RB211 Trent 700) Training Manual
Chapter
47
Fuel Inert Systems
Manual No.: JCT-0235 For Training Purpose Only Rev. 2: Mar 7, 2018
Category A + C Copyright by GMF Learning Services
This Page Intentionally Left Blank
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FUEL INERTING
Fuel Tank Inerting System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Conditioned Service Air System D/O (3) . . . . . . . . . . . . . . . . . . . . . . 12
Inert Gas Generation System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . .28
FTIS Indicating (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
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FUEL TANK INERTING SYSTEM D/O (3)

GENERAL
The Fuel Tank Inerting System (FTIS) has two primary systems, located on the left hand side of the belly fairing between frames (FR) 40 and
FR44.
On the left hand side of the air conditioning Pack 1, there is the Inert Gas Generating System (IGGS) pallet.
The IGGS contains Air Separation Modules (ASMs), different valves and sensors for the temperature, pressure, and oxygen concentration.
The primary function of the IGGS pallet is to separate the oxygen and the nitrogen.
On the right hand side of the air conditioning Pack 1, there is the Cooled Service Air System (CSAS).
The system uses the ram air which is first used for the air conditioning system.
The system has a small heat exchanger installed upstream of the classical heat exchanger, a bypass shut-off valve, pressure and temperature
sensors.
The two systems are part of different ATA chapters:
- IGGS is ATA 47,
- CSAS is ATA 21-58.
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SAFETY PRECAUTION
The FTIS supplies Nitrogen Enriched Air (NEA), which is a gas with low oxygen content.
The NEA can cause an asphyxiation risk to personnel if the gas is contained in confined spaces.
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SYSTEM ARCHITECTURE pneumatically operated. The valve only opens if it is energized and
The FTIS is made of 2 primary systems: if pressure is available. In other conditions, it is closed (fail safe
- The CSAS, closed). Then the air goes through a Double Ultra Low Particulate
- And the IGGS. Air Filter (D-ULPA).
The hot air comes from the engines to the CSAS Isolation Valve The filter has a drain port which drains directly in the belly fairing.
(CIV), also called V1. The CIV is controlled by the CSAS Control Downstream of the filter, a temperature sensor (T2) and a pressure
Unit (CCU) which will get the position signal as feedback. sensor (P2) are installed and send signals to the two ICU channels.
The valve only opens if it is energized and if pressure is available. In The air then goes into the ASMs, which separate the oxygen and the
other conditions, it is closed (fail safe closed). An ozone converter is nitrogen from the air. The Oxygen Enriched Air (OEA) is released
installed in the line. Then this air is cooled by the heat exchanger overboard while a single device measures the air pressure (P3) and
which uses the cooling air flow of the air conditioning system. the oxygen concentration (O1) and sends these signals to the ICU.
If necessary, the temperature can be also increased by the air Bypass The NEA is sent to the tank through a Double Flow and Shut-Off
Valve (BPV), also called V2. The BPV has a stepper motor which is Valve (DFSOV). The DFSOV is electrically controlled by the ICU
controlled by the CCU. Downstream of the BPV, a temperature and pneumatically operated to adjust the air flow which goes into
sensor (T1) and a pressure sensor (P1) are installed and send signals the tank. The valve only opens if it is energized and if pressure is
to the two CCU channels. The CCU is the master controller used for available. In other conditions, it is closed (fail safe closed).
system interrogation through the Multipurpose Control and Display A drain plug is installed after the DFSOV and is used for
Unit (MCDU). The air from the CSAS goes into the pallet through maintenance tests. The air goes through a Dual Flapper Check Valve
the Isolation Gate Valve (IGV), also called V3. The IGV is (DFCV) installed on the skin of the upper part of the center tank,
electrically controlled by the IGGS Control Unit (ICU) and before it goes into the tank.
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FTIS OPERATIVE CONDITIONS
Different conditions are necessary for the operation of the system.
The primary condition is that the aircraft must be in flight.
The Fuel Tank Inerting System (FTIS) does not operate on the ground.
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CONDITIONED SERVICE AIR SYSTEM D/O (3)

GENERAL VIEW
The primary component of the Conditioned Service Air System (CSAS) is the Temperature Control Module (TCM).
The TCM includes a heat exchanger and a Bypass Valve (BPV).
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CSAS ISOLATION VALVE (V1)
The CSAS Isolation Valve (CIV) is a butterfly valve that is controlled by a solenoid, and pneumatically operated.
The CIV lets the hot bleed air flow to the 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 Control Unit (CCU).
The CIV has a locking mechanism (manual override) used to lock the valve during the tests, to make sure that it stays closed and isolates
possible leaks.
It is not necessary to close the CIV for aircraft dispatch under Master Equipment List (MEL).
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OZONE CONVERTER
The ozone converter is installed between the CIV and the Heat Exchanger.
The ozone converter uses a catalytic process to decrease the ozone concentration in the air supplied to the TCM.
This gives protection to the Air Separation Modules (ASMs) fibers.
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TEMPERATURE CONTROL MODULE
The TCM includes:
- A CSAS heat exchanger which decreases the temperature of the hot bleed air from the pneumatic system,
- A bypass valve, which adds hot bleed air to the cold air from the heat exchanger to increase the temperature if necessary,
- A temperature sensor (T1) which monitors the temperature of the conditioned air that flows to the Inert Gas Generating System (IGGS),
- A pressure sensor (P1) which monitors the pressure of the conditioned air that flows to the IGGS.
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TEMPERATURE SENSOR (T1)
The temperature sensor (T1) is installed in the bleed air duct.
It is a dual sensor which has analog and digital probes.
It monitors the conditioned air and transmits the signals to the CCU.
The CCU will close all the valves when the temperature becomes too high.
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PRESSURE SENSOR (P1)
The pressure sensor (P1) is installed in the bleed air duct.
It is a single sensor which monitors the conditioned air and transmits the signals to the two CCU channels.
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CSAS CONTROL UNIT
The CCU is installed in the avionics bay. The CCU communicates with the IGGS Control Unit (ICU) and monitors the CSAS parameters such
as the Fuel Tank Inerting System (FTIS) inlet temperature and pressure.
The CCU can stop the system if necessary.
NOTE: The CCU stops when the internal temperature becomes too high.
The CCU sends the faults in flight to the Centralized Maintenance Computer (CMC). The faults on ground are also sent to the CMC in flight
if the fault is not corrected.
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INERT GAS GENERATION SYSTEM D/O (3)

GENERAL VIEW
The Inert Gas Generating System (IGGS) is contained in an IGGS pallet assembly.
The primary components of the IGGS are the Air Separation Modules (ASMs).
The IGGS also has valves, temperature and pressure sensors, a filter, and an oxygen concentration sensor.
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ISOLATION GATE VALVE
The Isolation Gate Valve (IGV) is a pneumatic gate valve installed downstream of the IGGS pallet inlet and upstream of the filter.
This valve is used to isolate the IGGS from the Conditioned Service Air System (CSAS). During a CSAS over-temperature, the IGV does not let
hot air (more than 85°C (185°F)) go into the ASM and be in contact with fuel or fuel vapors.
The valve includes:
- A solenoid,
- A pressure relief valve,
- A position switch,
- An actuation pressure stem,
- A visual indication stem.
The valve is controlled to close when there is:
- Over-temperature (Temp > 85°C) detected by temperature sensor T2,
- Over-pressure (pressure > 60 psig) detected by pressure sensor P2,
- Under-pressure (pressure < 15 psig) detected by pressure sensor P2,
- A CSAS Control Unit (CCU) signal that stops the FTIS.
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D-ULPA FILTER
The Double Ultra Low Particle Air (D-ULPA) Filter is installed immediately downstream of the IGV.
Its function is to remove all pollutions, debris or droplets which can be mixed with the air that comes from the CSAS and which can cause
damage to the ASMs fibers.
The D-ULPA filter assembly includes a manifold, a bowl, and a disposable filter cartridge.
The manifold is attached to the pallet and has an inlet port and an outlet port.
The bowl has a drain port. The unit housing design does not have a service life limit.
The replacement interval of the filter cartridge is 7,000 Flight Hours (FHs).
During maintenance, it is only necessary to replace the internal filter element.
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TEMPERATURE SENSOR (T2)
The primary function of the IGGS temperature sensor (T2) is to prevent the injection of hot gases from the CSAS into the fuel tank.
It prevents damage caused to the ASMs by an over-temperature condition.
If the temperature is higher than the pre-determined detection threshold, the IGGS Control Unit (ICU) isolates the system.
T2 also supplies a temperature reading in support of the system health monitoring.
To do this, it uses a sampling from the oxygen sensor.
T2 has two probes to measure the temperature of the airflow that comes from the CSAS.
PRESSURE SENSOR (P2)
The IGGS pressure sensor (P2) is installed between T2 and the ASMs inlet.
This sensor monitors the IGGS and detects over-pressure and under-pressure conditions.
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AIR SEPARATION MODULE
The ASM is the core of the Inert Gas Generation System. It removes oxygen from the compressed air stream.
It makes Nitrogen Enriched Air (NEA) and Oxygen Enriched Air (OEA).
The NEA is sent to the fuel tank and the OEA is sent overboard.
An ASM is a semi-permeable hollow-fiber membrane bundle contained in a pressure containment canister.
NOTE: There are 2 ASMs on the A330 and A340-200/300, and 3 on the A340-500/600.
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OXYGEN AND PRESSURE SENSORS (O1 AND P3)
The oxygen sensor (O1) is installed immediately downstream of the ASMs.
The sensor has an oxygen-sensitive capsule to measure the oxygen concentration in the NEA flow for system monitoring.
The oxygen sensor also measures the NEA pressure.
The sensor sends the signals to the ICU, which then sends fault data to the Centralized Maintenance System (CMS).
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DUAL FLOW SHUT-OFF VALVE
The Dual Flow Shut-Off Valve (DFSOV) is used to isolate the IGGS from the center fuel tank when necessary.
The DFSOV is closed when the FTIS is not in operation. In operation, the DFSOV closes if:
- The NEA flow pressure becomes less than 15 psi (1.0342 bar),
- The NEA flow pressure becomes more than 60 psi (4.1369 bar),
- And/or the NEA flow temperature becomes more than 85°C (185.00°F).
The ICU supplies 28V DC power to the two DFSOV solenoids.
Each solenoid operates a DFSOV poppet which causes the ICU to open the DFSOV and to adjust the NEA flow to the fuel tank.
The valve includes position indication switches (one for each poppet).
The switches are used by the ICU to supply DFSOV status information for system monitoring and fault detection.
The valve also has a mechanical visual position indicator on each poppet to help line maintenance during the troubleshooting of system
anomalies when the valve is installed on the aircraft.
The valve is failsafe in the closed position. In normal operation, it closes when there is low upstream pressure or a defective solenoid.
When closed, the valve prevents all upstream fuel leakage with a maximum of 20 psig back-pressure.
There are four operational modes:
- Closed position => A/C on ground,
- Low-flow position => During climb and cruise,
- Mid-flow position => During approach,
- And high-flow position => During descent.
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FTIS PIPE ROUTING
The NEA pipe starts from the IGGS pallet and then goes behind the mixer unit in the rear part of the forward cargo compartment.
In this area, the pipe is made of four aluminum pipe segments.
The pipe goes on top of the center tank and then to the inlet of the tank.
This entrance is below the cabin floor.
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DUAL FLAPPER CHECK VALVE
The Dual Flapper Check Valve (DFCV) is installed downstream of the pallet, on top of the center tank.
This valve stops reverse flow if necessary (from the NEA outlet to the SMs) and prevents a fuel leak out of the tank or upstream into the IGGS.
IN-TANK HOUSING
The In-Tank Housing (ITH) is installed in the center tank, immediately below the DFCV.
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IGGS CONTROL UNIT The CCU is used for communication between the ICU, the
The ICU is installed in the avionics compartment. The ICU and Centralized Maintenance System (CMS), the Flight Warning System
CCU automatically control the FTIS without pilot action. The ICU (FWS) and the FDIMU. The communication between the two units
has 2 channels and communicates with different computers: also gives the state of each system (e.g. if the CSAS stops because
- The CCU, which is the master, of an over-temperature condition, the CCU will tell the ICU that the
- The Air Data/Inertial Reference Unit 1 (ADIRU1) and ADIRU 3 system is stopped) and is used to compare the sensor readings that
for redundancy, come from the two systems. The FDIMU records communication
- The Fuel Control and Monitoring Computers (FCMCs), between the CCU and the ICU to monitor the FTIS performance.
- The Flight Data Interface Management Unit (FDIMU). The ADIRU1 (and ADIRU3 for redundancy) send these data to the
The IGGS operation is fully automatic and controlled by the ICU. ICU:
The ICU receives all signals from the valves and sensors, and does - Total Air Temperature (TAT),
the necessary computations to monitor and control the IGGS and for - Corrected Average Static Pressure,
IGGS health monitoring. - Altitude Rate,
The primary functions of the ICU are: - And Computed Airspeed signals.
- To monitor the health of the IGGS equipment (but not the DFCV), The FCMCs send data to the ICU about fuel density, center tank fuel
- To control the NEA flow mode (low, high or mid), quantity, and FCMC labels. These signals are used to know the
- To give over-temperature protection (if there is a failure of the volume of fuel in the center tank. The IGGS stops (valves controlled
CSAS), to the closed position) when the volume of fuel in the center tank is
- To give IGGS over-pressure protection (this is not a fuel tank 95% of the maximum fuel level, which causes all valves to close.
overpressure protection). The system starts again when the fuel quantity becomes less than
- To report the IGGS state to the CCU. 90% of the maximum fuel level.
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If the communication stops between the ICU and the FCMCs, the The digital latched fault can be erased by a satisfactory maintenance
valves close for safety reasons. If there are no communications from procedure done through the CMS.
the FCMCs for more than 120 seconds, the ICU sends a fault report. The ICU analog latch is reset only by a power cycle.
The ICU stops the recording of the fault when FCMC FUEL BACKFLOW PROTECTION
communication starts again. The FTIS must meet very strict safety There are three different protections in the FTIS to prevent fuel/fuel
requirements. The system has different safety functions, with all vaporingestion from the fuel tanks:
necessary redundancies. - The valves that will close when 'Low pressure' is detected by the
These functions are: ICU through the pressure sensor,
- To make sure that air at temperatures higher than 85°C (185°F) - The DFCV,
does not get in contact with fuel or fuel vapors, - The IGV and the DFSOV, which are pneumatic valves. If the
- To make sure that no fuel goes into the ASMs or farther upstream. pressure in the IGGS is not sufficient, these valves close even if
The ICU and CCU have digital and analog sections with which the they continue to receive an 'ON' command.
FTIS can be stopped when a critical fault is detected.
For each unit, a critical fault detected by one of the sections causes a
fault to be logged to the other section.
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OVER-TEMPERATURE PROTECTION
The air over-temperature is prevented by the ICU, the temperature sensors (T1 and T2), the IGV and the DFSOV.
The ICU has digital and analog sections. If a failure occurs in the digital section, the analog part is used as a back-up protection.
The ICU digital section controls the valves to close when T1 detects an air temperature equal to or higher than 120°C.
The ICU will latch this fault that will be erased by a satisfactory Built In Test Equipment (BITE) test.
The analog section also controls the valves to close when T1 detects an air temperature equal to or higher than 125°C.
The ICU will latch this fault that will be erased by a power cycle followed by a satisfactory MCDU BITE test.
The ICU digital section controls the valves to close in these conditions:
- When T2 detects an air temperature equal to or higher than 85°C, the IGGS stops immediately. The ICU will latch this fault that will be erased
by a satisfactory BITE test.
- When T2 detects an air temperature between 75°C and 85°C for 2 minutes, the IGGS stops and the fault will be latched.
- When T2 detects an air temperature between 66°C and 75°C for 1 minute, the IGGS will change to mid-flow mode if it was in high-flow.
If the condition continues for 1 minute more, the IGGS changes to low-flow mode. If the condition continues again for 3 minutes, the IGGS
stops and the fault will be latched.
- When T2 detects an air temperature equal to or higher than 90°C, the IGGS stops immediately.
The ICU will latch this fault that will be erased by a power cycle followed by a satisfactory MCDU BITE test.
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FTIS INDICATING (2)

OPERATIONAL IMPACT
The FTIS failure messages are only shown in flight phases 1 and 10.
The Fuel Tank Inerting System (FTIS) can stay inoperative during 10
days renewable one time by the European Aviation Safety Agency (EASA).
No actions from the pilots are necessary during flight and there are no maintenance actions related to the Minimum Equipment List (MEL) (no
valves to close or plugs to remove).
The system can be reset with the Multipurpose Control and Display Unit (MCDU) or with the Circuit Breakers (C/Bs) (C/Bs pulled).
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FTIS INDICATING (2)

STATUS MAINTENANCE PAGE
Most components or system failures detected by the Inert Gas Generation System (IGGS) Control Unit (ICU) or the Conditioned Service air
System (CSAS) Control Unit (CCU) immediately cause a latching of the system.
When a failure occurs, the CSAS Isolation Valve (CIV), the Dual Flow Shut-Off Valve (DFSOV) and the Isolation Gate Valve (IGV) close
automatically.
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FTIS INDICATING (2)

INERTING MENU IN THE MCDU
To get access to the INERTING menu (ATA 47) in the MCDU, select the CMS page.
Select SYSTEM REPORT/TEST.
Then select NEXT PAGE to go to the fifth page, and select INERTING.
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FTIS INDICATING (2)

INERTING MENU IN THE MCDU (continued)
SPECIFIC DATA
To get access to the specific data, select SPECIFIC DATA.
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FTIS INDICATING (2)

INERTING MENU IN THE MCDU (continued)
LAST LEG REPORT
To get access to the last leg report, select LAST LEG REPORT.
Two types of reports can be shown:
- With faults detected,
- With no faults detected.
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FUEL TANK INERTING SYSTEM D/O (3)

FUEL TANK INERTING SYSTEM D/O (3)

FUEL TANK INERTING SYSTEM D/O (3)

FUEL TANK INERTING SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

CONDITIONED SERVICE AIR SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

INERT GAS GENERATION SYSTEM D/O (3)

FTIS INDICATING (2)

FTIS INDICATING (2)

FTIS INDICATING (2)

FTIS INDICATING (2)

FTIS INDICATING (2)

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