The Fuel Tank Inerting System reduces oxygen levels in the aircraft's center fuel tank. It is composed of two sub-systems: the Conditioned Service Air System cools bleed air, while the Inert Gas Generation System uses an Air Separation Module to produce Nitrogen Enriched Air for the fuel tank from the cooled bleed air. The system is automatically controlled to operate in different flow modes depending on the aircraft's flight phase, and incorporates monitoring and failure detection functions.

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ATA 47
FUEL TANK INERTING
SYSTEM

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GENERAL
The Fuel Tank Inerting System (FTIS) reduces the amount of oxygen
in the air within the center tank.
The FTIS is divided into:
 the Inert Gas Generation System (IGGS),
 the Conditioned Service Air System (CSAS),
 the maintenance/test facilities.
The FTIS interfaces with the following systems:
 Fuel System,
 Bleed air supply system,
 Environmental Control Systems,
 Centralized Fault Display System (CFDS) / ECAM.

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GENERAL

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FUEL TANK INERTING SYSTEM FUNCTIONS
Fuel tank flammability is possible only if the three elements get
together: fuel vapor, ignition source and oxygen. To reduce the fuel
tank flammability, the fuel tank inerting system reduces the
concentration of oxygen in the center tank only.

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FUEL TANK INERTING SYSTEM FUNCTIONS

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FUEL TANK INERTING SYSTEM GENERAL VIEW
The Fuel Tank Inerting System (FTIS) is composed of two sub-
systems:
 The Conditioned Service Air System (CSAS),
 The Inert Gas Generation System (IGGS).
The CSAS takes hot air from the bleed air system and cools down
the air to a level compatible with the IGGS sub-system. The CSAS is
composed of:
 The Conditioned service air system Controller Unit (CCU),
which performs the system control and health monitoring
BITE and interfaces with the FWS and CFDS.
 A CSAS isolation valve, which protects the system in case
of low pressure, over pressure or over temperature,
 A heat exchanger to cool down the air.
The IGGS uses an Air Separation Module (ASM) to filter the
conditioned air stream, creating Nitrogen Enriched Air (NEA) and
Oxygen Enriched Air (OEA). The OEA is sent overboard. The Dual
Flow Shut Off Valve (DFSOV) controls the NEA flow to the center
tank and enables the system to switch between (low/middle/high
NEA flows) and isolates the IGGS from the fuel tank. The IGGS
controller provides system control and health monitoring/BITE. The
IGGS isolation valve is a solenoid valve. It is spring-loaded closed.
During operation the IGGS Controller Unit (ICU) controls the valve to
open, to let conditioned air from CSAS to the IGGS. It closes in case
of too low pressure and/or overtemperature air, coming from the heat
exchanger.

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FUEL TANK INERTING SYSTEM GENERAL VIEW

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INERT GAS GENERATION SYSTEM
The Fuel Tank Inerting System (FTIS) includes two sub-systems:
 The Conditioned Service Air System (CSAS),
 The Inert Gas Generation System (IGGS).
The IGGS uses an Air Separation Module (ASM) to divide the
conditioned air stream into Nitrogen Enriched Air (NEA) and Oxygen
Enriched Air (OEA). The OEA is sent overboard. The Dual Flow Shut
Off Valve (DFSOV) controls the NEA flow to the center tank, lets the
system change between low/middle/high NEA flow and isolates the
IGGS from the fuel tank. The IGGS controller supplies system
control and health monitoring/BITE. The IGGS isolation valve is a
solenoid valve. It is spring-loaded closed. During operation, the
IGGS Controller Unit (ICU) controls the valve to open, to let
conditioned air from CSAS to the IGGS. It closes if conditioned air
pressure is too low and/or excessively hot from the heat exchanger.

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IGGS - GENERAL

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SYSTEM DESCRIPTION
To inert the fuel center tank and to control and monitor the IGGS, the
IGGS includes:
 one IGGS Isolation Gate Valve
 one D-ULPA (Double ultra low particle) filter,
 one temperature sensor,
 two pressure transmitters (inlet and outlet of the ASM)
 one oxygen sensor at the outlet of the ASM,
 one Air Separation Module (ASM),
 one Dual Flow Shut Off Valve (DFSOV),
 one dual flapper check valve,
 one IGGS Controller Unit (ICU).
NORMAL OPERATION
The bleed air comes from the CSAS and it is filtered by the D-ULPA
filter to keep the ASM inlet clean, without hydrocarbons and dust.
Downstream of the D-ULPA filter, one temperature sensor and one
pressure sensor send air parameters to the ICU. The ASM, which is
the core of the IGGS, removes oxygen and sends NEA to the fuel
center tank. The OEA is sent overboard through an outlet on the
HPGC door. Downstream of the ASM, an oxygen sensor measures
the oxygen rate to prevent a high oxygen concentration in the center
tank. The oxygen sensor has a pressure sensing capability when it is
energized and thus it prevents over-pressure in the center tank. The
DFSOV controls the NEA flow to the fuel tank and lets the system
change between low/mid/high NEA flow in relation to the flight
phases. The DFSOV also isolates the IGGS from the fuel tank if an
abnormal operation occurs. A Dual Flapper Check Valve makes a
double barrier to the possible back-flow of fuel.

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SYSTEM DESCRIPTION AND OPERATION

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ABNORMAL OPERATION
If there is overpressure or overtemperature, the ICU de-energizes
the IGGS Isolation Gate Valve solenoid to close the IGGS Isolation
Gate Valve. If the oxygen sensor senses an oxygen concentration
higher than 12%, the ICU de-energizes the IGGS Isolation Gate
Valve solenoid and the DFSOV solenoid to close the IGGS Isolation
Gate Valve and the DFSOV.

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ABNORMAL OPERTION

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COMPONENT DESCRIPTION
AIR SEPERATION MODULE (ASM)
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.

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AIR SEPARATION MODULE

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DUAL FLAPPER CHECK VALVE
NEA is supplied from the IGGS to the Fuel tank by the distribution
pipe and nozzle. A twin check valve system prevents fuel ingress
from the fuel tank back to the IGGS. The system is contained in one
housing that includes two in-line flapper type check valves (Dual
flapper check valve). These valves are on the outer side of the fuel
tank.

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DUAL FLAPPER CHECK VALVE

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ICU INTERFACES
The ADIRU 1 supplies Standard Altitude, True Airspeed, Total Air
Temperature and Altitude Rate signals to the ICU. The CCU makes
the communication possible between the IGGS controller, the CFDIU
and the FWS. The communication between the two controllers is
also used to give the condition of each system. For example, if the
CSAS stops because of an overtemperature scenario, the CCU will
tell the ICU that the system is closed and they will compare the
readings of the sensors that come from the two systems.

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ICU INTERFACES

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OPERATION/CONTROL AND INDICATING
The flight crew has no operational interaction with the system.
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.
During aircraft flight, the FTIS operates automatically when the ICU
receives a GO signal from the CSAS. This occurs only with the
subsequent conditions:
 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'.
The FTIS has three NEA flow modes:
 Low, during climb and cruise phases;
 Mid, during approach phase;
 High, during usual descent phase.
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). Analog, that
gives an independent over-temperature stop. Temperature
stop limit is 90 deg. C (194.00 deg. F) instantaneous.
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.
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) Status Message..
to the Centralized Fault Display Interface Unit (CFDIU), at the end of
the flight, for maintenance functions.

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FTIS FAILURE INDICATION ON STATUS PAGE

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MAINTENANCE/TEST FACILITIES
The CCU interfaces with the ICU. Both controllers monitor the
operational conditions independently. The CSAS receives
temperature information from the ICU and, if necessary, adjust the
Temperature. The Centralized Fault Display Interface Unit (CFDIU)
gives test functions of the CCU, available through the MCDU in the
cockpit. The CCU also has BITE functions of the ICU.
POWER UP TEST
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.

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MAINTENANCE/TEST FACILITIES

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ACCESS FTIS SYSTEM BITE
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.

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ACCESS FUEL TANK INERTING SYSTEM BITE

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SYSTEM DATA
Press Line Select Key 6R to display CSAS/IGGS Specific Data,
(System Data)

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DISPLAY SYSTEM DATA

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LRU IDENTIFICATION
Press Line Select Key 3L to display part numbers and serial
numbers for the CSAS Controller and the IGGS Controller.

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LRU IDENTIFICATION

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LAST LEG REPORT
Press Line Select Key 1L on the CSAS/IGGS menu to display the
Last Leg Report.

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LAST LEG REPORT

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PREVIOUS LEGS
Press Line Select Key 2L on the CSAS/IGGS menu to display the
Previous Legs Report.

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PREVIOUS LEGS REPORT

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GROUND REPORT
Press Line Select Key 4L on the CSAS/IGGS menu to display the
Ground Report.

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GROUND REPORT

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TROUBLESHOOTING DATA
Press Line Select Key 5L on the CSAS/IGGS menu to display the
Troubleshooting Data.

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TROUBLESHOOTING DATA

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DIRECT ACCESS TO TROUBLESHOOTING DATA
Press Line Select Key 2R or 4R on the CSAS/IGGS Last Leg Report
menu (with faults) to display the Troubleshooting Data.

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DIRECT ACCESS TO TROUBLESHOOTING DATA

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CLASS 3 FAULTS
Press Line Select Key 1R on the CSAS/IGGS menu to display the Class 3 Faults.

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CLASS 3 FAULTS

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INTERACTIVE BITE SYSTEM TESTS
Press Line Select Key 2R on the CSAS/IGGS menu to display the
CSAS/IGGS Test Menu.

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BITE TEST CHOICES

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CSAS/IGGS MAIN TEST PAGE

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SYSTEM TEST WITHOUT BLEED PRESSURE
Tests the following components:
 CSAS Controller
 IGGS Controller
 CSAS Isolation Valve, closed position only
 Bypass Valve
 Pressure Sensor, P1
 Temperature Sensor, T1
 Gate Valve, closed position only
 Temperature Sensor, T2
 Pressure Sensor, P2
 Oxygen Sensor (electrical wiring only
 Dual Flow Shut-Off Valve, closed position only
Does not test these components:
 CSAS Isolation Valve in open position
 Gate Valve in open position
 Dual Flow Shut-Off Valve in open position
 Ozone Converter
 Heat Exchanger
 Filter
 ASM
 Dual Flapper Check Valve

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CSAS/IGGS BITE WITHOUT BLEED

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SYSTEM TEST WITH BLEED PRESSURE
 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
Does not test these components:
 Ozone Converter
 Heat Exchanger
 Heat Exchanger
 ASM
 Dual Flapper Check Valve

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SYSTEM TEST WITH BLEED

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AIR SEPARATION MODULE LOCATION

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AIR SEPARATION MODULE LOCATION

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AIR FILTER LOCATION

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AIR FILTER

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IGGS BLEED AIR TEMPERATURE SENSOR LOCATION

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IGGS BLEED AIR TEMPERATURE SENSOR

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CSAS ISOLATION VALVE LOCATION

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CSAS/IGGS ISOLATION VALVE

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AIR SEPARATION MODULE PRESSURE MONITORING SENSOR
LOCATION

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AIR SEPARATION MODULE PRESSURE MONITORING SENSOR

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IGGS OXYGEN SENSOR LOCATION

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IGGS OXYGEN SENSOR

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DUAL FLOW SHUTOFF VALVE LOCATION

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DUAL FLOW SHUTOFF VALVE

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CSAS ISOLATION VALVE

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IGGS PALLET LOCATION

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IGGS PALLET

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CSAS CONTROL UNIT LOCATION

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CSAS CONTROL UNIT

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IGGS CONTROL UNIT LOCATION

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IGGS CONTROL UNIT