Abstract: Fuel tank inerting systems are described. The systems include a fuel tank having an inerting system flow path connected to the fuel tank. A catalytic reactor is arranged along the inerting system flow path configured to receive a reactant mixture of first reactant and a second reactant to generate inert gas. A condenser heat exchanger is arranged between the catalytic reactor and the fuel tank to cool an output from the catalytic reactor. A first ejector is configured to receive the first reactant and the second reactant and output the reactant mixture through an outlet. A second ejector is configured to receive an inert gas and the second reactant to output a mixture of the second reactant and the inert gas.

Abstract: Fuel tank inerting systems are described. The systems include a fuel tank, a catalytic reactor arranged to receive a reactant mixture comprising a first reactant and a second reactant to generate an inert gas to be supplied to the fuel tank to fill an ullage space of the fuel tank, a condenser heat exchanger arranged between the catalytic reactor and the fuel tank and configured to cool an output from the catalytic reactor, and a fan assembly arranged within an inerting system flow path upstream of the catalytic reactor, wherein the fan assembly is arranged within a gas flow having a temperature of at least 185° C.

Abstract: Fuel tank inerting systems are described. The systems include a fuel tank having an inerting system flow path connected to the fuel tank. A catalytic reactor is arranged along the inerting system flow path configured to receive a reactant mixture of first reactant and a second reactant to generate inert gas. A condenser heat exchanger is arranged between the catalytic reactor and the fuel tank to cool an output from the catalytic reactor. A first ejector is configured to receive the first reactant and the second reactant and output the reactant mixture through an outlet. A second ejector is configured to receive an inert gas and the second reactant to output a mixture of the second reactant and the inert gas.

Abstract: Fuel tank inerting systems and methods for aircraft are described. The systems and methods include controlling of (i) a first reactant control element, (ii) a second reactant control valve, (iii) a ram air control valve, (iv) a driving mechanism, and (v) a flow control valve, to control a state of a fuel tank inerting system. The states of the fuel tank inerting system include an OFF state, a CIRCULATE state, a PRIME state, a CATWARM state, an ON state, a DEPRESSURIZE state, and a COOLDOWN state, wherein the states are determined in part by a prior state and/or a position/actuation of a given element of the system.

Abstract: Fuel tank inerting systems are described. The systems include a fuel tank, a catalytic reactor arranged to receive a reactant mixture comprising a first reactant and a second reactant to generate an inert gas to be supplied to the fuel tank to fill an ullage space of the fuel tank, a condenser heat exchanger arranged between the catalytic reactor and the fuel tank and configured to cool an output from the catalytic reactor, and a fan assembly arranged within an inerting system flow path upstream of the catalytic reactor, wherein the fan assembly is arranged within a gas flow having a temperature of at least 185° C.

Abstract: Fuel tank inerting systems and methods for aircraft are described. The systems and methods include controlling of (i) a first reactant control element, (ii) a second reactant control valve, (iii) a ram air control valve, (iv) a driving mechanism, and (v) a flow control valve, to control a state of a fuel tank inerting system. The states of the fuel tank inerting system include an OFF state, a CIRCULATE state, a PRIME state, a CATWARM state, an ON state, a DEPRESSURIZE state, and a COOLDOWN state, wherein the states are determined in part by a prior state and/or a position/actuation of a given element of the system.

Abstract: A valve includes a modulating chamber for sending and receiving fluid through a first chamber port, a supply chamber, and a damping chamber for sending and receiving a second fluid through a damping chamber port. The valve also includes a passageway between the damping chamber and the supply chamber, and a piston assembly movable within the valve, wherein the piston assembly is configured to open and close a flow control device. The piston assembly includes a rod, a modulating piston attached to the rod movable within the modulating chamber, a supply piston attached to the rod movable within the supply chamber, and a damping piston attached to the rod movable within the passageway and the supply chamber. The piston assembly also includes a damping piston bypass that provides a restricted flow passage between the supply chamber and the damping chamber when the damping piston is located in the passageway.

Abstract: Aircraft fuel tank inerting systems and methods are provided. The aircraft fuel tank inerting systems include a fuel tank having fuel therein, an evaporator container fluidly connected to the fuel tank and arranged to receive inerting fuel from the fuel tank, the evaporator container evaporating the inerting fuel to generate a first reactant, a second reactant source arranged to supply a second reactant, and a catalyst fluidly connected to the evaporator container and arranged to receive the first reactant and the second reactant, wherein the catalyst includes a catalyst material to induce a chemical reaction between the first reactant and the second reactant to generate an inert gas, wherein the inert gas is supplied into an ullage of the fuel tank.

Abstract: A valve includes a modulating chamber for sending and receiving fluid through a first chamber port, a supply chamber, and a damping chamber for sending and receiving a second fluid through a damping chamber port. The valve also includes a passageway between the damping chamber and the supply chamber, and a piston assembly movable within the valve, wherein the piston assembly is configured to open and close a flow control device. The piston assembly includes a rod, a modulating piston attached to the rod movable within the modulating chamber, a supply piston attached to the rod movable within the supply chamber, and a damping piston attached to the rod movable within the passageway and the supply chamber. The piston assembly also includes a damping piston bypass that provides a restricted flow passage between the supply chamber and the damping chamber when the damping piston is located in the passageway.

Abstract: The process is conducted in an incinerator installation comprising i) a generally vertical, cylindrical riser pipe, ii) a vertically extending annular chamber surrounding the riser pipe and containing a fluidized bed of granular inert material, and iii) a burner for producing an upwardly extending flame in the lower portion of the riser pipe. Granular solid waste is supplied at a constant flow rate to the bed, directly or through the burner. Granular solid waste and bed material is transferred from the lower portion of the annular chamber to the lower portion of the riser pipe directly in the flame. The flame burns the granular solid waste, heats the inside of the riser pipe to a temperature greater than or equal to 900.degree. C.

Abstract: Disclosed is a method for quantitatively evaluating the tightness of the stator wedges of an alternator, which can be reduced to practice without having to remove or dismantle the rotor of the alternator even when the air-gap of the alternator is as small as 10 mm, and which permits to obtain a quantitative evaluation of the compression percentage of the ripple spring holding the wedges in a simple, efficient and reliable manner. This method makes use of a thin flat sensor having one face provided with a recess in which a piston is mounted. This sensor is inserted into the air-gap of the alternator and positioned in front of the stator wedge to be evaluated so that the piston faces this wedge. Thus, a fluid is injected into the sensor to bring the piston to contact and then press against the wedge while the sensor is backed against the rotor.