Professional Documents
Culture Documents
probable
cause: ignition of flammable fuel/air mixture in
centre wing fuel tank (CWT)
changed way fuel tanks are designed, operated and maintained
pursuit
now for elimination of ignition sources and
reduction
of flammability of tank
FAA
airworthiness regulations 14 CFR Part
25 (Airworthiness Standards: Transport Category
Amendment 25-102
DGAC
requested SFAR 88 to be added to PART
145, PART M and PART 147
nitrogen-inerting systems
addition of insulation between heat-generating equipment and fuel
tanks
appropriate modifications should apply to newly certificated airplanes
and, where feasible, to existing airplanes
Explosive conditions
Fuel vapours
Air (oxygen)
Ignition (e.g. electrical short)
Different
fuels are approved for use in turbinepowered airplanes
approved fuel types for a given airplane type listed in Airplane Flight
Manual (AFM)
Flash Point
Ignition Point
Auto-Ignition
Ignition Source
Prevention
friction sparks
lightning
electrostatic charging
electromagnetic interference
failures in airplane systems or wiring
Pumps
Pump
s Cooling port tubes omitted during pump overhaul
Pump
s Flame arrestors falling out of their respective mounting
Probes
Corrosion and copper sulphide deposits reduced
Bonding
Straps
Corrosion, inappropriately attached connections (loose
Cleanliness
Removal of any loose material, rivets, swarf, hardware, excess sealant, etc
Inspection of:
All plumbing for damage, security, possible sources of abrasion and chaffing
Quick disconnect fittings are secure and in good condition
Plumbing is not distorted by clamps
Wiring for any signs of degradation or overheating
Wire routing is appropriate and properly secured
Connectors are properly torqued and if appropriate lock wired
Where a connector has been disturbed, inspect both male and female
connections for damage
Insulation material deterioration
Cable support for adequacy or potting for deterioration
Contacts for damage and corrosion cleaned prior to reassembling
Bonding jumpers and bonding points for damage, correct sealing, corrosion,
correct material and terminals
Fuel Pumps are correctly mounted and secure
Fuel system vents and vent heating elements, check condition and security
including any flame trap that may be installed and that vent is unobstructed
Leakage of air from ducting located near fuel tanks due to duct failure
resulting in undetected heating of tank surfaces above the auto-ignition
temperature
Installation of baffles in tank structure and use of collector tanks that are
continually filled with fuel using ejector pumps
Flammability
Reduction
Common Factors
Flammability Limits
Flammability Envelope
vs. Ignition Energy, Flash Point and O 2 Level
50
LFL
40
UFL
30
20
Heated CWT
Profile
10
Unheated Wing
Tank Profile
0
-50
50
100
Temperature Deg F
150
200
Flammability Envelope
vs. Ignition Energy, Flash Point and O 2 Level
50
LFL
40
UFL
30
20
Heated CWT
Profile
10
Unheated Wing
Tank Profile
0
-50
50
100
Temperature Deg F
150
200
Body Tanks
Pressurized <5%
Heated Center Wing Tank 15-30%
Un-heated Center Wing Tanks 2-6%
Un-pressurized >20%
Boeing -707, -737, -747, -757, -767, -777, for their centre wing
tanks
Airbus A300/310, A320 family, A330/340, for their centre wing tanks
on ground or in-flight
particularly if fuel tank flammability is significantly higher in
one particular fuel tank or phase of flight
Fuel Types
using ram air inlets for in-flight operation to transfer heat from
tank
bleeding cool air from ECS packs into the air gap
foam system
multiple small blocks of highly porous material that completely fill tank
interior, with negligible voids
prevents gross over-pressure or explosion within a tank by limiting
extent of any vapour/air ignition to a small local detonation,
preventing it propagating throughout the tank
inexpensive
minimal undesirable effects on fuel system and engines
Nitrogen-Enriched-Air (NEA)
installed on a B747SP
weighed about 200 pounds
takes up very little space
N2
O2, CO2 , H2 O
N2
O2
CO2
H2 O
Air
If you breathe air that does not have sufficient oxygen, health
problems can occur.
Continued
Airworthiness
materials used in fuel line couplings may lose flexibility and harden
with age
may allow air to enter the fuel line or leak, allowing spraying of fuel in
the tanks or other areas of the airplane where spraying fuel could
create a fire hazard
Example:
maintaining wire separation between FQIS wiring and other high power
electrical circuits where separation of the wiring was determined to be a critical
design configuration control limitation
hazards:
fire and toxic fumes
smoke,
use flames which do not have protection,
operate electrical equipment which is not
necessary for the task,
pull or move metal objects along the ground,
use hearing-aids or battery-operated
equipment which will cause sparks,
perform hot work,
operate mobile phone or 2-way communication
within 15 metres of any open fuel tank
Oxygen deficiency
Presence of flammable
gases/vapours
Authorised Person
NOTE:
You must
complete a PreEntry Checklist
before you do
work in a fuel
tank
Finally, get
access to the
applicable work
area
WARNING
:
prevent:
damage to fuel tank structure
injury to persons
Qn 1
Fuel that can be used for a particular airplane
type :
(A)
Is any type meant for the type of engines it has.
(B)
Can be any type as long as it satisfy the required
temperature characteristics.
(C)
Are those approved types listed in the Airplane Flight
Qn 2
Use of low flash point fuels :
(A)
Is restricted to tail tanks.
(B)
May significantly increase operational exposure to
flammable vapours.
(C)
Mandates inerting to mitigate the associated
hazards.
Qn 3
Auto-Ignition point is :
(A)
Temperature at which the combustion is started and can
continue.
(B)
Temperature the combustion will not be self sufficient.
(C)
Temperature at which a gas or vapour ignites
spontaneously in the absence of a thermal source.
Qn 4
Factors influencing formation of flammable
vapours include :
(A)
Fuel type and fuel temperature only.
(B)
Fuel temperature and any design feature that
increases the potential for fuel mists to be created.
(C)
Fuel type, fuel temperature, and any design feature that
Qn 5
Flammability exposure of the Center Fuel
Tank is deemed to be :
(A)
More than the main tank or tail tanks.
(B)
More than the tail tank but less than main tank.
(C)
More than the main tank but less than tail tank.
Qn 6
Fuel Tank Ullage Sweeping can be used
to :
(A)
Cool fuel tanks that are exposed to external heat
sources.
(B)
Lower the Flash Point of the fuel tanks.
(C)
Keep ullage lean with regard to flammable fuel
Qn 7
Fuel Tank Inerting :
(A)
Means that the fuel tank design satisfies the
requirements introduced by the new regulations.
(B)
Uses an inert gas to reduce the oxygen content to the
point where ignition and subsequent combustion is
precluded.
(C)
Refers to fuel tanks that are below a specified
Qn 8
Critical Design Configuration Control
Limitations (CDCCL) are :
(A)
Inspection items.
(B)
Found only in the Maintenance Planning Data
document.
(C)
For maintaining those fuel tank design features needed to
Qn 9
Changes to a CDCCL or ALI or a procedure
involving a CDCCL or ALI :
(A)
Must be approved by the appropriate regulatory office.
(B)
CDCCL changes must be approved by the appropriate
regulatory office but not for ALI.
(C)
ALI changes must be approved by the appropriate
Qn 10
For Fuel Tank Entry, the Safety Assessor :
(A)
Is responsible for testing and monitoring atmosphere of
the confined space regularly and filling information in
Confined Space Entry Permit.
(B)
Check to ensure that readings in entry permit
are within permissible levels.
(C)
Continuously maintain accurate count of