1. Federal Aviation Administration FAA Fire Safety Branch September 9-11 0 FRM: Nitrogen System Validation Federal Aviation Administration AAR-440 Fire Safety Branch Wm. J. Hughes Technical Center Federal Aviation Administration

2. Federal Aviation Administration FAA Fire Safety Branch September 9-11 1 Background FAA Fire Safety Research developed prototype OBIGGS to demonstrate it’s potential for fuel tank ullage flammability reduction to support FRM rulemaking −Built and tested inerting system based on the two flow concept −Validated system operation during ground and flight testing Developed instrumentation and methods to validate both inerting system operation and FRM effectiveness −Measured inerting system parameters during aircraft operation and compared data with existing static performance data −Developed instrumentation system to measure oxygen concentration during flight testing

3. Federal Aviation Administration FAA Fire Safety Branch September 9-11 2 Prototype Installation – Ground Testing System installed in a Boeing 747SP with fully functioning systems and ground service equipment −Decommissioned from airline service and purchased by the FAA for Ground Testing Only All major systems fully operational Has independent power for test equipment and instrumentation −System installed between two structural members in empty pack bay as designed −Completely Instrumented Oxygen sampling, pressure taps, and thermocouples on FRM to measure performance Thermocouples in Pack Bay Some Weather Data Available

4. Federal Aviation Administration FAA Fire Safety Branch September 9-11 3 Ground tested the inerting system on the 747SP test article −Operated inerting system with static conditions (best as possible) for the purposes of validating the system performance −Focused on the volume flow of 5% and 11% NEA that could be generated with varying ASM pressure at sea level Testing Illustrated −Stable system performance is difficult to achieve in a dynamic aircraft environment −Inerting system has potential of being used as a flammability reduction method (FRM) Measured Results – Ground Testing

5. Federal Aviation Administration FAA Fire Safety Branch September 9-11 4 Installed FAA prototype inerting system on Airbus −System was installed on a cargo pallet and mounted in the aft cargo bay of an Airbus A320 used for the purpose of flight test −System and aircraft fully instrumented with extensive DAS capabilities −System modified to use only 1 ASM to match size to aircraft −Operated out of Airbus, France Flight Test Toulouse −Measured both system performance and ullage [O 2 ] Testing validated concept of using a simplified inerting system as an FRM Prototype Installation – In-Flight Demonstration

6. Federal Aviation Administration FAA Fire Safety Branch September 9-11 5 Compared dynamic ASM performance with static measurements −Operated on A320 flight test and compared to static lab data Data comparison generally good with some big discrepancies −Illustrates the difficulty in obtaining stable conditions during flight test Obtaining 180 degree F air temperature inlet problematic −This makes model validation difficult Measured Results – In-Flight Demonstration Single ASM Test

7. Federal Aviation Administration FAA Fire Safety Branch September 9-11 6 Observed oxygen concentration progression and distribution for typical short flight with a rapid descent −Need to show ullage oxygen concentration stays below 12% under flight cycle scenarios deemed important by engineering analysis −Data illustrated the effectiveness of NEA and reducing ullage flammability Inert gas distributed easily with no mixing devices Ullage behavior consistent with perfect mixing (easy to model) Measured Results – In-Flight Demonstration

8. Federal Aviation Administration FAA Fire Safety Branch September 9-11 7 Installed system in highly modified Boeing 747-100 −Modified and operated by NASA for the purposes of carrying a Space Shuttle Orbiter for operations and maintenance Fully operational, standard, fuel system with unmodified pack bay Standard 747 Multiple-bay / compartmentalized center-wing tank Operated by excellent test pilots/crew and dedicated maintenance group −System Installed in pack bay as would be in fleet aircraft Instrumentation −Aircraft is Fully Instrumented Oxygen sampling, pressure taps, and thermocouples on system for OBIGGS performance Thermocouples in Pack Bay Area Pressure altitude measured Prototype Installation – Total System Installation

9. Federal Aviation Administration FAA Fire Safety Branch September 9-11 8 Dynamic performance during takeoff/ascent and descent/landing portion of flight was analyzed −Each flight different, with a range of varying system performance −These variations in performance had a small but measurable effect on the resulting average oxygen concentration observed in the ullage at the end of the flight cycle (at touch down) −System undersized for this aircraft Average ullage oxygen concentration behavior very typical of previous observations −Peak average ullage oxygen concentrations around 12% −Peak forward bay (vented bay) oxygen concentrations were well above 12% on descent Measured Results – Total System Installation

10. Federal Aviation Administration FAA Fire Safety Branch September 9-11 9 Comparison of System Performance During Takeoff

11. Federal Aviation Administration FAA Fire Safety Branch September 9-11 10 Comparison of System Performance During Landing

12. Federal Aviation Administration FAA Fire Safety Branch September 9-11 11 Comparison of System Performance During Takeoff

13. Federal Aviation Administration FAA Fire Safety Branch September 9-11 12 Inert gas distribution with single point deposit more problematic during flight test than in scale tests in lab −Observations illustrate inert gas should be distributed differently on descent to keep peak oxygen concentrations below 12% in forward tank vent bays −Distribution models duplicate acquired data poorly Inert gas flow did not split from bay to bay IAW bay wall areas Some bays do not illustrate perfect mixing (hard to model) Measured Results – Multi-Bay NEA Distribution

14. Federal Aviation Administration FAA Fire Safety Branch September 9-11 13 Background - Measuring Oxygen Concentration To demonstrate the potential for flammability reduction, Fire Safety developed an in-flight oxygen concentration measurement system −FAA (OBOAS) used during several flight tests to validate that the OBIGGS did reduce the flammability of the fuel tank ullage −FAA has studied the different methods of measuring oxygen concentration and has garnered many lessons There are many ways to measure oxygen concentration −Many different sensors available on the market Reactive/soluable (Galvanic, Zirconium Oxide Non-consumable (Paramagnetic, Light Absorption) −Many different ways to apply an oxygen sensor Continuous gas sample (regulated or unregulated) Discrete gas sample In situ sensor placement

15. Federal Aviation Administration FAA Fire Safety Branch September 9-11 14 Block Diagrams of Continuous Gas Sampling Methods

16. Federal Aviation Administration FAA Fire Safety Branch September 9-11 15 Vacuum Bottle Gas Sample Assembly for Flight Test

17. Federal Aviation Administration FAA Fire Safety Branch September 9-11 16 On-board Oxygen Analysis System Development Wanted to apply a traditional oxygen sensor/analyzer used in lab for a flight test application −Must provide constant condition (pressure/temperature) gas sample Developed a gas sample system that can do this from 0- 40,000 feet for a wide range of ullage temperatures −Used powerful diaphragm pumps with active pressure controllers to provide a constant pressure and stable temperature gas sample −Integrated with remote flow through galvanic cell sensors −System used flash arrestors, liquid traps, desiccating filters, and a ventilated containment shroud to ensure safety of flight operations Results from test series were published in DOT reports −Data lag significant, loud, heavy, sample train not reliable −With some refinement, was easy to calibrate and gave good repeatable, results and filled an otherwise empty niche

18. Federal Aviation Administration FAA Fire Safety Branch September 9-11 17 FAA Oxygen Concentration Measurement Method Fuel Tank Vapor Fuel Tank Liquid Pressurized Air Electrical Power Electronic Signals

19. Federal Aviation Administration FAA Fire Safety Branch September 9-11 18 OBOAS Validation Data from Airbus Flight Test

20. Federal Aviation Administration FAA Fire Safety Branch September 9-11 19 The Trouble with Accurate Measurements... Your measurement can be very accurate, but if your gas sample location is not representative of the volume you are measuring, all is for naught Observed steep (1-3% [O 2 ]) vertical gradients in fuel tank bay for extended periods of time (½ - 1 hour) −OBIGGS flow tends to take care of the horizontal mixing whether it be one large bay or multiple partitions in the tank −Only observed steep gradients in a few isolated ground inerting cases where the fuel tank was otherwise quiescent Multiple-bay tanks pose a challenge to determine what ullage areas will act as one area and what areas will not −Can always add more sample locations, but where? −Ideally applicant will use a system of modeling in advance with flight test validation to illustrate inert gas distribution

21. Federal Aviation Administration FAA Fire Safety Branch September 9-11 20 Good and Poor Mixing Data from Ground Inerting Test

22. Federal Aviation Administration FAA Fire Safety Branch September 9-11 21 New Inovations – Light Absorption with TLD Oxygen concentration can be measured by examining the amount of light absorbed in a photo cell filled with the gas −This methodology has been around for years but was made more practical with the advent of tunable laser diodes (TLDs) Recently developed instrument for flight test −Unit acquires an unregulated gas sample and passes it through a cell −System has elaborate calibration to compensate for sample pressure and temperature −Technology has been applied in-situ