Flight-Testing of the FAA Onboard Inert Gas Generation System on ...

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6. SUMMARY OF FINDINGS. The results <strong>of</strong> <strong>the</strong> tests indicated that <strong>the</strong> concept <strong>of</strong> <strong>the</strong> simplified inerting system is valid and that <strong>the</strong> air separation module (ASM) dynamic characteristics were as expected for <strong>the</strong> limited discussed test plan. Both one- and two-ASM configuration tests gave <strong>the</strong> expected performance with ASM pressure having <strong>the</strong> expected affect on flow rate, and <strong>the</strong> duel-flow performance having <strong>the</strong> predicted effect on <strong>the</strong> ullage oxygen concentration. Bleed air consumption was greater than expected. Additional research is needed to determine what changes in system design or operational methodology would best reduce <strong>the</strong> bleed airflow and <strong>the</strong> associated cost. The effect <strong>of</strong> aircraft bleed air on <strong>the</strong> performance degradation <strong>of</strong> an ASM needs to be studied fur<strong>the</strong>r. The fuel tank inerting results illustrated that no stratification or heterogeneous oxygen concentrations occurred in <strong>the</strong> tank for <strong>the</strong> inerting tests performed. The essentially rectangular box configuration <strong>of</strong> <strong>the</strong> tank allowed easy distribution <strong>of</strong> <strong>the</strong> inert gas. The measured effect <strong>of</strong> <strong>the</strong> high-flow mode was significant, allowing <strong>the</strong> single-membrane configuration to maintain an inert ullage during <strong>the</strong> entire flight cycle, even with <strong>the</strong> abnormally high rate <strong>of</strong> descent employed for <strong>the</strong> flight test. When <strong>the</strong> high-flow mode was not used, <strong>the</strong> ullage reached a peak <strong>of</strong> 15% oxygen by volume. The fuel quantity in <strong>the</strong> fuel tank had virtually no effect on <strong>the</strong> resulting oxygen concentrations observed during <strong>the</strong> tests. 7. REFERENCES. 1. Summer, Steven M., “Limiting Oxygen Concentration Required to <strong>Inert</strong> Jet Fuel Vapors Existing at Reduced Fuel Tank Pressures,” <strong>FAA</strong> Report DOT/<strong>FAA</strong>/AR-TN02/79, August 2003. 2. Burns, Michael and Cavage, William M., “<strong>Inert</strong>ing <strong>of</strong> a Vented Aircraft Fuel Tank Test Article With Nitrogen-Enriched Air,” <strong>FAA</strong> Report DOT/<strong>FAA</strong>/AR-01/6, April 2001. 3. Burns, Michael and Cavage, William M., “Ground and <strong>Flight</strong> <strong>Testing</strong> <strong>of</strong> a Boeing 737 Center Wing Fuel Tank <strong>Inert</strong>ed With Nitrogen-Enriched Air,” DOT/<strong>FAA</strong>/AR-01/63, August 2001. 4. Anderson, C. L., “Volume III—On-Board <strong>Inert</strong> <strong>Gas</strong> <strong>Generation</strong> <strong>System</strong> (OBIGGS) Studies, Part 1—OBIGGS Ground Performance Tests,” Aero Propulsion Laboratory Report AFWAL-TR-85-2060, January 1986. 5. Clodfelter, R. G., Anderson, C. L., and Vannice, W. L., “OBIGGS for Fighter Aircraft,” SAE Technical Paper 871903, Aerospace Technology Conference and Exposition, Long Beach, California, October 5-8, 1987. 23
6. “A Review <strong>of</strong> <strong>the</strong> Flammability Hazard <strong>of</strong> Jet A Fuel Vapor in Civil Transport Aircraft Fuel Tanks,” Fuel Flammability Task Group, <strong>FAA</strong> Report DOT/<strong>FAA</strong>/AR-98/26, June 1998. 7. “Fuel Tank Harmonization Working Group Final Report,” Aviation Rulemaking Advisory Committee, July 1998. 8. Burns, Michael and Cavage, William M., “A Description and Analysis <strong>of</strong> <strong>the</strong> <strong>FAA</strong> <strong>Onboard</strong> Oxygen Analysis <strong>System</strong>,” <strong>FAA</strong> Report DOT/<strong>FAA</strong>/AR-TN03/52, June 2003. 24
Page 1 and 2: DOT/FAA/AR-03/58 O
Page 3 and 4: 1. Report No. DOT/FAA</stro
Page 5 and 6: TABLE OF CONTENTS EXECUTIVE SUMMARY
Page 7 and 8: 10 Correlation of
Page 9 and 10: EXECUTIVE SUMMARY Significant empha
Page 11 and 12: Other previous stu
Page 13 and 14: 2.1.2.1 Center Wing Tank. The CWT <
Page 15 and 16: 2.2 TEST PROCEDURES. All tests were
Page 17 and 18: After passing through the</
Page 19 and 20: amount of flow (10
Page 21 and 22: 5. DISCUSSION OF RESULTS. The resul
Page 23 and 24: of the</st
Page 25 and 26: Figure 12 gives the</strong
Page 27 and 28: 5.2 FUEL TANK INERTING. The fuel ta
Page 29 and 30: the ullage would b
Page 31: Oxygen Concentration (% vol) 25 20
Page 35 and 36: Interface Description: Interface 1:
Page 37 and 38: APPENDIX C—THE FAA</stron
Page 39: APPENDIX D—CALCULATION OF BLEED A

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