Sofema Aviation Services recurrent training course is intended to comply with EASA Guidelines and includes the following:
a) Understanding of the background and the concept of fuel tank safety,
Fuel Tank Safety as a subject is with us because of an industry design flaw where by Centre Fuel Tanks on many aircraft typically both Boeing and Airbus are placed above the Air Conditioning Packs which imparts a heating effect on the centre Fuel Tanks. In particular it poses a risk when the tanks are empty.
As a result we have to develop modified working practices that ensure we can minimize the exposure where ever possible and of course in relation to the maintenance work place.
b) How the mechanics can recognize, interpret and handle the improvements in the instructions for continuing airworthiness that have been made or are being made regarding fuel tank systems,
We should now understand specific terms for example Airworthiness Limitation Item ALI and Critical Design Configuration Control Limitation CDCCL. In addition, the need to follow carefully and accurately the Instructions for Continued Airworthiness ICAW.
c) awareness of any hazards especially when working on the fuel system, and when the Flammability Reduction System using nitrogen is installed.
Nitrogen in extreme situations can lead to hypoxia and even death so we have to make sure that when using Nitrogen Inerting Systems we follow all safety precautions and ensure that all persons working on Fuel tank Installations also do the same.
The following should also be understood:
i) The theoretical background behind the risk of fuel tank safety: the explosions of mixtures of fuel and air, the behaviour of those mixtures in an aviation environment,
We should understand that kerosene (Jet A1) is itself reasonably safe until it is heated and is present as Vapour. When it exists as a Vapour mixture, it is susceptible to the possibility of any ignition source with devastating consequences.
The effects of temperature and pressure, energy needed for ignition etc, the āfiretriangleā
We should also understand that for ignition to take place requires the simultaneous presence of Oxygen, Fuel (of some description) and an ignition source. If we can remove one of these three mentioned items we can inhibit the explosion.
2 concepts to prevent explosions: (1) ignition source prevention and (2) flammability reduction,
There are essentially 2 ways we can reduce the exposure, by ignition source suppression and flammability reduction.
On board flammability reduction systems using Nitrogen generation have been developed and will installed progressively on applicable aircraft.
ii) The major accidents related to fuel tank systems, the accident investigations and their conclusions,
From our Understanding of three relevant accidents (Manila, Bangkok & TWA 800) we know that we have to develop a range of initiatives to promote ignition source suppression. Some of these initiatives are industry driven and for others we have to promote workplace solutions including working procedures.
iii) SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition preventionprogram initiatives and goals, to identify unsafe conditions and to correct them, tosystematically improve fuel tank maintenance),
Both SFAR 88 which is applicable for FAA Aircraft and JAA Interim Policy INT POL 25/12: which addressed European Aircraft. Created the framework which mandated the industry responses to the challenges of mitigating the exposure to Fuel Tank Explosions.
iv) Explain briefly the concepts that are being used: the results of SFAR 88 of the FAA and JAA INT/POL 25/12: modifications, airworthiness limitations items and CDCCL,
As mentioned previously a range of measures have been introduced which taken together will deliver a safer environment for Fuel Tank Systems.
v) Where relevant information can be found and how to use and interpret thisinformation in the various instructions for continuing airworthiness (aircraftmaintenance manuals, component maintenance manualsā¦)
The mechanic should be familiar with all information related to FTS including Vendor Manuals, Aircraft Maintenance Manuals and other Instructions, for example as contained in the organization Maintenance Organization Exposition MOE and Continuing Airworthiness Management Exposition CAME.
vi) Fuel Tank Safety during maintenance: fuel tank entry and exit procedures, clean working environment, what is meant by configuration control, wire separation, bonding of components etc,
The Organisations working procedures should clearly identify all necessary steps which should be taken to ensure safe working behaviour in the maintenance environment.
vii) Flammability reduction systems when installed: reason for their presence, their effects, the hazards of an Flammability Reduction System (FRS) using nitrogen for maintenance, safety precautions in maintenance/working with an FRS,
As mentioned above, If fitted Nitrogen Inerting Systems must be treated both with caution and all applicable maintenance instructions followed correctly.
viii) Recording maintenance actions, recording measures and results of inspections. The training should include a representative number of examples of defects and the associated repairs as required by the TC / STC holders maintenance data.
All findings should be documented and if necessary reported through the internal reporting system.
FTS InitialĀ and Ā Recurrent training courses are available either classroom based with Sofema Aviation Services or as online training through Easaonline.com.
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For details please see the web sites www.sassofia.com and www.easaonline.com or email team@sassofia.com
Tags:
EASA, FTS, Fuel Tank Safety, Fuel Tank Safety Initial Training, Fuel Tank Safety Recurrent Training
