A340-500/600 Airbus: Fuel 28

Airbus
A340-500/600
Differences_to_A330/A340-200/300− Rev.-ID: 1SEP2013
ATA 28
Author: ShM
For Training Purposes Only
ELTT Release: Oct. 31, 2013
Fuel
EASA Part-66
B1/B2
A340-5/6_28_B12/D-23
Training Manual
For training purposes and internal use only.

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FUEL A340−500/600
GENERAL
28−00
ATA 28 FUEL
FOR TRAINING PURPOSES ONLY!
FRA US/O-7 ShM Sep 01, 2013 ATA DOC Page 1

FUEL A340−500/600
STORAGE
28−10
28−10 STORAGE
INTRODUCTION
Fuel Tanks
The Aircraft has eight Fuel Tanks and three Vent Surge Tanks.
The Fuel Tanks are installed as follows:
S a LH and RH Outer Tank (in the wings)
S a No. 1 and No. 2 LH Inner Tank and a No. 3 and No. 4 RH Inner Tank
(all located in the wings)
S a Center Tank (located in the center wing)
S a Rear Center Tank (340−500 only)
S a Trim Tank (located in the THS (Trimmable Horizontal Stabilizer)
The vent surge tanks are installed as follows:
S a LH and RH Surge Tank (located in the wings)
S a Trim Surge Tank (located in the THS)
Fuel Quantity
The Fuel quantities are measured by means of probes and sensors interfacing
with:
S 2 FDCs (Fuel Data Concentrators) and
S 2 FCMCs (Fuel Control and Monitoring Computers)
Data is transmitted to the ECAM (Electronic Centralized Aircraft Monitoring)
System and to the Refuel/Defuel Panel.
General
The total fuel capacity of the 340−600 is 195178 liter

(340−500: 215108 liter with 5-Frame Rear Center Tank).
Each fuel tank is a part of the aircraft structure. The unusable fuel in the tanks
(and the system) is less than 0.4% of the total tank capacity.
NOTE: On new High Gross Weight Aircrafts the Fuel Quantity has
changed.
FRA US/O-7 ShM Sep 01, 2013 01|Storage|L1 Page 2

FUEL A340−500/600
STORAGE
28−10
Figure 1 Fuel Tank Layout

FUEL A340−500/600
STORAGE
28−10
Figure 2 Storage
FUEL A340−500/600
STORAGE
28−10
Figure 3 Storage 340−600 High Gross Weight

FUEL A340−500/600
TANKS
28−11
28−11 TANKS
DESCRIPTION
Overview Inner Tank No. 2 and No. 3
The fuel tanks and surge tanks are located as follows: Each inner tank 2 and 3 is divided into a FWD and AFT area. The two areas of
S The center tank is between the LH rib 1 and the RH rib 1. one inner tank are connected together by means of three flap−type check
valves. These flap−type check valves allow fuel to flow from the aft inner tank
S The inner tank 2(3) is between rib 1 and rib 6 and between rib 6 and rib 11.
to the forward inner tank.
S The inner tank 1(4) is between rib 6 and rib 11 and
between rib 11 and rib 23. Water Drain Valves
S The LH (RH) outer tank is between rib 23 and rib 35. Each tank has one or more water drain valves.
S The LH (RH) surge tank is between rib 35 and rib 41. The drain valves are used to:
S The rear center tank is between FRs 53−2 and 53−7 (A340−500 only). S Drain the water which could possibly come out of the fuel in the tank
The trim tank is made from carbon fibre composite material in the Trimmable S Drain all the remaining fuel out of a tank (for maintenance).
Horizontal Stabilizer (THS) main box structure betweenrib 15 (LH) and rib 14
(RH).
S The THS surge tank is at the RH side of the THS between
rib 14 and rib 16 (RH).
Access to the tanks is gained through manhole panels.
Collector Cells
Each inner tank contains a fuel collector cell which is built between ribs, the
center spar and sealed diaphragms forward of the rear spar.
The bottoms of ribs 3 and 6 are each equipped with three flap−type check
valves. They let fuel flow into each collector cell and prevent it from flowing out.
The top of the collector cells is equipped with openings which let fuel fall back
into the inner tanks.

The outboard collector cells are supplied by inner tank 1 and 4.
The inboard collector cells are supplied by inner tank 2 and 3 (FWD section).
FRA US/O-7 ShM Sep 01, 2013 02|Tanks|L2 Page 6

FUEL A340−500/600
TANKS
28−11
Figure 4 Tanks General

FRA US/O-7 ShM Sep 01, 2013 02|Tanks|L2 Page 7
FUEL A340−500/600
INDICATING
28−40
28−40 INDICATING
INTRODUCTION
General
The FCMS (Fuel Control Monitoring System) automatically controls the
FQIS (Fuel Quantity Indicating System) and the Fuel Temperature
Measurement System. It provides fuel quantity measurement and indication,
low level and high level detection, temperature measurement and indication.
System Layout
In each Fuel Tank the Fuel Quantities are measured by the below listed
Fuel Quantity Components:
S Capacitance Probes
S Densitometers
S Temperature Sensors
S FPMUs (Fuel Properties Measurement Units)
S SACU (Stand Alone Compensator Unit).
All this data is send to the FDCs (Fuel Data Concentrators) and transmitted to
the ECAM and the Refuel Panel by the FCMCs (Fuel Control and Monitoring
Computers).
A Fuel Leak Monitor based upon a fuel quantity indicating versus fuel used
comparision, will provide a Fuel Leak Advisory Message.
Without electrical power, the fuel quantity in the Outer Tanks, the Inner Tanks
and the Center Tank can be mesured using MMIs (Manual Megnetic Indicators)
FRA US/O-7 ShM Sep 01, 2013 03|Indication|L1 Page 8

FUEL A340−500/600
INDICATING
28−40
Figure 5 Fuel Quantity Indicating Pesentation

FUEL A340−500/600
INDICATING
28−40
SYSTEM DESCRIPTION
General Manual Magnetic Indicators
The indicating systems are: The Manual Magnetic Indicators are a secondary direct−reading system used
S the quantity indicating system (which gives separate and total fuel quantity (only on the ground) to calculate the fuel quantity in the inner, outer and center
indications) tanks. It is not necessary to have electrical power to use the indicators.
S the manual magnetic indicators (a secondary system used to estimate the Each Manual Magnetic Indicator has an MLI (Magnetic Level Indicator)
fuel quantity when the aircraft is on the ground) contained in its related housing.
S the fuel temperature measurement system (which gives continuous All the wing Manual Magnetic Indicators are installed in the bottom surface of
temperature indications, and warnings when the fuel temperature is at given the fuel tanks.
levels). The center tank has two Magnetic Level Indicator housings. The upper housing
is installed in the bottom skin of the center tank. The lower housing is installed
Quantity Indicating in the belly fairing immediately below the upper housing. The center tank MMI
The fuel quantity indicating system measures the total quantity of fuel in the extends from the fuel tank bottom to the aircraft bottom skin.
range unusable to overflow. It gives indications for each of these fuel Access to the MLIs is from below the wing.
tanks/areas:
The MMIs are installed as follows:
S the LH and RH Outer Tanks
S 2 in the inner tank 1(4)
S the inner tank 1(4)
S 2 in the inner tank 2(3)
S the inner tank 2(3)
S 1 in the center tank
S the center tank
S 2 in each outer tank.
S the rear center tank (-500 only)
S the trim tank. Fuel Temperature Measurement
The FQI has fuel probes with a capacitance that is in proportion to the amount The fuel temperature measurement system monitors the temperature of the
of fuel that touches the probes. The Fuel Control and Monitoring System fuel in:
(FCMS) continuously measures this capacitance and: S the LH and RH outer tank
S uses the fuel quantity data to control the operation of the fuel system S the inner tanks 1, 2, 3 and 4
S transmits the fuel quantity data to the Engine/Warning Display (EWD) and S the trim tank
the SD (System Display) which together make the ECAM. The system has temperature sensors of which the electrical resistance
changes in proportion to the changes in temperature. The FCMS measures this
resistance and transmits the temperature data to the EWD and the SD.

FUEL A340−500/600
INDICATING
28−40
Figure 6 Fuel Quantity Indicating System

FUEL A340−500/600
INDICATING
28−40
SYSTEM OPERATION
General Compensator Probes
The FCMS (Ref. 28−51−00) controls the FQI system. Data is sent to the FCMS The FQI compensator probes operate correctly only when they are fully
from: immersed in the fuel. Thus they are installed near to the lowest point in the
S the FQI probes installed in each fuel tank inner wing tanks:
S the densitometers installed in the inner tanks S 3 located in the FPMUs (Fuel Properties Measurement Units) in inner tanks
1, 3 and 4
S the fuel compensators installed in the inner tanks
S 1 located in a SACU (Stand Alone Compensator Unit) in inner tank 2.
Description The compensator probe has a capacitance which is in proportion to the
Analog data from the in−tank components is sent first to two FDCs (Fuel Data dielectric constant of the fuel.
Concentrators).
Densitometer
Each of the FDCs gets data from approximately half of the components. The
FDCs changes the data from analog to digital before it is sent to the FCMCs. 3 densitometers are installed near to the lowest part of inner tanks 1, 3 and 4,
The digital data is sent from each of the FDCs to the two FCMCs. Digital data they are located in the FPMUs. They transmit signals to the FDCs, in
is sent as ARINC 429 and discrete digital signals. proportion to the density of the fuel, and are used during refuelling only.
The FDCs are installed at FR40 (FDC1) and FR48 (FDC2) on the right side of Temperature Sensors
the fuselage above the cabin ceiling.
22 temperature sensors interface with the two FDCs.
Capacitive Probes 9 dual temperature sensors are arranged as follows:
A set of FQI probes is installed in each fuel tank. They are arranged into 4 S 1 is located in the center tank (used for fuel quantity only)
interleaved groups, 2 groups linked to each Fuel Data Concentrator: S 4 are used for collector cell temperature indication
S Group 1 and 2 with FDC1 S 2 are used for left and right outer temperature indication
S Group 3 and 4 with FDC2 S 2 are used for left and right trim temperature indication
Each probe has a capacitance value which changes in proportion to the depth 4 single temperature sensors are located in the FPMUs and SACU.
of fuel in the related tank.
The electrical resistance of the temperature sensors changes in proportion to
The FDC continuously measures the capacitance values of all the FQI probes.
the changes in temperature.

The FCMS then uses each set of probe capacitance values to find the quantity
of fuel in a tank.
Specified FQI probes also give high level information.
Specified FQI probes installed in the inner tanks also give low level information.
The FQI probes installed in the surge tanks also detect an overflow of fuel from
the fuel tank into the surge tank
FRA US/O-7 ShM Sep 01, 2013 05|Indication|L3|B2 Page 12

FUEL A340−500/600
INDICATING
28−40
Figure 7 Fuel Quantity Indicating Operation

FUEL A340−500/600
INDICATING
28−40
Fuel Properties Measurement Unit (FPMU)
There are 3 FPMUs, which are located near the lowest point of inner tanks 1, 3
and 4.
Each FPMU includes the following LRUs:
S a compensator probe, measuring a capacitance in proportion of the fuel
dielectric constant to determine the permittivity of the fuel
S a densitometer, used to determine the density of the fuel,
S a single temperature sensor, used to consider the volume variation of the
fuel depending on its temperature
Each FPMU is fitted with a pipe connecting to the refuel/defuel gallery in order
to determine the fuel characteristic of the loaded fuel as soon as the refueling
is started.
The FPMUs 1 and 2 interface respectively with TSP−A&B of FDC 1. FPMU 3
interfaces with TSP−B of FDC 2.
Stand Alone Compensator Unit (SACU)

There is one SACU installed in inner tank 2, which includes the following LRUs:
S a compensator,
S a single temperature sensor.
The SACU functionality is similar to the FPMU, except the fuel density
calculation.
The SACU is also fitted with a pipe connecting to the refuel/defuel gallery in
order to determine the characteristics of the loaded fuel as soon as the
refueling is in progress.
The SACU interfaces with TSP−A of FDC 2.

FUEL A340−500/600
INDICATING
28−40
Figure 8 FPMU + SACU

FUEL A340−500/600
INDICATING
28−40
FDC (Fuel Data Concentrator)
The Fuel Data Concentrator has:
S a housing
S I/O connectors
S two PCB modules (each with two PCBs).
The housing is made from aluminum alloy and has a front panel and rear cover
which can be removed. Access to the PCB modules is through the rear cover.
On the front panel are eight I/O connectors which connect the FDC with the
FQI system.
The FDCs interface with all the components in the tanks. Each of the FDCs
receives data from approximately half of the tank probes, half of the
temperature sensors and 1 (FDC2) or 2 (FDC1) densitometers.
The FDCs are dual channel units containing 2 TSPs (Tank Signal Processors).
Each TSP is a microprocessor data acquisition assembly with probe interface
circuits .
These circuits can be connected with up to 48 FQIs, with 1 densitometer and
up to 8 temperature sensors. They interface with an Analog to Digital Converter
which provides a digitized output to the microprocessor. The FDC transmits
digital data concerning probe capacitance, temperature and density via ARINC
429 buses to both FCMCs.
Discrete signals are also sent to the FWC (Flight Warning Computer) for low
level and overflow warning triggering.
During refuel only, the FDC also measures the fuel permitivity.
The FDC computes the temperature data.
FCMC (Fuel Control Monitoring Computer)
The 2 FCMCs receive:
S fuel data from the 2 FDCs

S THS position from the two FCDCs (Flight Control Data Concentrators)
S Attitude, acceleration and pitch and roll angles from the three
ADIRUs (Air Data Inertial Reference Units).
With this data, each FCMC performs all fuel quantity and temperature
measurements and indications.
Each FCMC contains the COMmand, MONitor and ICP (Integrity Checker
Processors).

FUEL A340−500/600
INDICATING
28−40
PCB
FUEL DATA CONCENTRATOR
Figure 9 Fuel Data Concentrators

FUEL A340−500/600
INDICATING
28−40
RPI (Refuel Panel Indicator)

The Quantity Indicator 6QT is installed on the Refuel/Defuel Control Panel
990VU. During a refuel or defuel the indicator shows:
S the units of mass in use (kg or lb)
S the quantity of fuel in each fuel tank
S the PRESELECT and ACTUAL fuel quantities
S when a refuel has stopped
S if an unusual condition has occurred.
The PRESELECT switch 7QT is installed next to the Mode Select Switch 3QU.
The switch is used to set the necessary fuel quantity for an automatic pressure
refuel,
The RPI has two printed circuit boards with a LED (Light Emitting Diode)
display module.
The indicator gets fuel quantity data from the FCMS through one of two ARINC
429 buses. The LED display module then gives these fuel quantity indications
(in green):
S the LH outer tank
S the RH outer tank
S the inner tank 1
S the inner tank 2
S the inner tank 3
S the inner tank 4
S the center tank
S the rear center tank (-500 only)
S the trim tank
S the preselected quantity

S the total quantity
The indicator shows the fuel quantity in pounds (LB) or kilograms (KG), as
applicable. This information comes from the FCMC as ARINC data.
Green LEDs show the mode or state of the refuel/defuel system on the
STATUS bar as a short message. Amber LEDs give indications of a fault or an
overflow condition. Blue LEDs give indications of fuel high levels in the tanks.
FRA US/O-7 ShM Sep 01, 2013 06|Ind−Comps|L3 Page 18

FUEL A340−500/600
INDICATING
28−40
Figure 10 Refuel Panel Indicator

FUEL A340−500/600
INDICATING
28−40
Use of Magnetic Level Indicators (MLIs)
Each fuel tank has one or more MLIs, except the trim tank.
In case of an indication malfunction, the MLIs may be used to check fuel
quantity.
There is one MLI in the CTR tank, 2 in each INNER tank and 2 in each OUTER
tank.
The aircraft attitude will determine which fuel table to use in AMM.
The Air Data Inertial Reference Unit (ADIRU) will be used to find the aircraft
attitude.
On the MCDU, get access to the FCMC INPUT PARAMETERS page and than
select the TANK PITCH/ ROLL menu.
The pitch and roll data is shown for each tank.
To use the MLI, extend the indicator rod and read the UNITS mark nearest the
bottom surface of the wing.
Each tank is separately checked. To determine wing volume, use the most
outboard MLI, which indicates fuel in the tank.
To check the total fuel quantity on the aircraft determine the total in each tank
(CTR, INNER, OUTER) and add them together.

FUEL A340−500/600
INDICATING
28−40
Figure 11 MLI and Pitch/Roll

FUEL A340−500/600
INDICATING
28−40
Tank List
Using the attitude reference + MLI number + MLI reading, find the correct fuel
table in the AMM and read the fuel volume.
The MLI No identifies the tables.
Make sure to identify the LEFT or RIGHT MLI on the table to avoid
miscalculations.
The final step is to convert the volume to weight.
Multiply the volume by the fuel specific gravity.
NOTE: A small correction for the COLLECTOR cells may be applied to
the INNER and outer tanks volume based on the time since the
boost pumps were shut off.
NOTE: The fuel specific gravity reading may be from a fuel sample or
from the FCMS INPUT PARAMETERS (MCDU/FCMC menu)
Example
S CENTER TANK MLI
S Attitude: P= −1.5, R= 1.0
S UNITS reading − 10
S Volume in liters − 1160
S Sp. Gravity − 0.81
S Fuel weight = 940 Kg.

FUEL A340−500/600
INDICATING
28−40
Figure 12 List
FUEL A340−500/600
INDICATING
28−40
ECAM INDICATION
General
The fuel quantity parameters are shown on the the fuel page on the system
display.
It represents the main features of the fuel system and is only an example.
FRA US/O-7 ShM Sep 01, 2013 07|ECAM|L2 Page 24

FUEL A340−500/600
INDICATING
28−40
Figure 13 ECAM Fuel Page

FRA US/O-7 ShM Sep 01, 2013 07|ECAM|L2 Page 25
FUEL A340−500/600
INDICATING
28−40
ECAM INDICATION FUNCTIONAL OPERATION

LP-Fuelvalve
S Green inline: Commanded open
S Amber inline: Jammed open
S Amber crossline: Closed
S Amber transit: Valve in transit
S Amber crosses: Unknown position
Crossfeed-Valves
S Green inline: Commanded open
S Green crossline: Commanded closed
S Amber: uncommanded or transit position
FRA US/O-7 ShM Sep 01, 2013 08|ECAM|L3|B2 Page 26

FUEL A340−500/600
INDICATING
28−40
LP FUEL VALVES
COMMANDED OPEN JAMMED OPEN IN TRANSIT COMMANDED CLOSED UNKNOWN POSITION
X-FEED-VALVES
COMMANDED OPEN IN TRANSIT COMMANDED CLOSED

JAMMED OPEN JAMMED CLOSED UNKNOWN POSITION
Figure 14 Valve Position Indication

FUEL A340−500/600
INDICATING
28−40
Feeding and Transfer-Pumps
S Green inline: Switched on and pressure
S Green crossline: Switched on but standby
S Amber crossline: Switched off
S Amber LO-Ind.: Switched on but LO PR.
Transfer Indication
S Green Triangle not fulfilled: Autotransfer
S Green triangle fulfilled: Manual transfer
S Amber triangle: Abnormal transfer or valve fault

FUEL A340−500/600
INDICATING
28−40
PUMP INDICATION
PUMP SWITCHED ON PUMP SWITCHED ON PUMP ABNORMAL

AND PRESSURE O.K AND STANDBY RUNNING
LO XX
PUMP SWITCHED OFF PUMP SWITCHED ON UNKNOWN STATUS

BUT LO PRESSURE
TRANSFER INDICATIONS
AUTOMATIC TRANSFER MANUAL SELECTED TRANSFER ABNORMAL TRANSFER OR

IN PROGRESS IN PROGRESS VALVE POSITION
Figure 15 Pump and Transfer Indication

FUEL A340−500/600
INDICATING
28−40
Fuel Quantity Main Tanks
Normal Green: Normal Indication
Last digits dashed amber: degraded accuracy
Quantity amber boxed: Unusable fuel
Quantity amber half boxed: Fuel partially unusable
Fuel Quantity in Collector Cell
All collector cell fuelquantities, with a grey box, related to the four inner tanks,
are only displayed when the remaining fuel in at least one of the four cells is
low, as follows:
S the quantity in the cell with low fuel is amber
S the quantity in the other cells is green

FUEL A340−500/600
INDICATING
28−40
MAIN TANK QUANTITY INDICATION
20560 205 −− 20560 20560
PARTIALLY UNUSABLE
NORMAL GREEN DEGRADED INDICATION UNUSABLE FUEL FUEL (CTR; INNER 2+3)
NOT ACCURACY
COLLECTOR CELL QUANTITY INDICATION
30 1100
COLLECTOR CELL
COLLECTOR CELL
FUEL O.K. (ONLY
FUEL LOW
DISPLAYED IF FUEL
IN ONE CELL IS LOW
Figure 16 Quantity Indication

FUEL A340−500/600
TANK VENTING SYSTEM
28−12
28−12 TANK VENTING SYSTEM

SYSTEM DESCRIPTION
General
Each Wing Tank and the Trim Tank is vented via dedicated Vent Pipes
connected their associated Surge Tanks.
The Center Tank is vented through the left Wing Surge Tank.
The Rear Center Tank (A340−500 only) is vented through the right Wing Surge
Tank.
The Collector Cells are vented through holes located at the Top of the Cells.
A NACA Air Intake is mounted on an access Panel of each Surge Tank.
The tank venting system keeps the air pressure in the fuel tanks near to the
external air pressure. This function prevents a large difference between these
pressures which could cause damage to the fuel tank structure. This function is
particularly necessary during the refuel or defuel operations and when the
aircraft climbs or descends.
Each vent surge tank keeps its related fuel tanks open to the ambient air
pressure.
The operation of the tank venting system is fully automatic. There are no
manual controls.
The tank venting system is divided into two systems. These are:
S the wing tanks/center tanks venting system
S the trim tank venting system
FRA US/O-7 ShM Sep 01, 2013 09|Venting|L2 Page 32

FUEL A340−500/600
TANK VENTING SYSTEM
28−12
Figure 17 Tank Venting System

FRA US/O-7 ShM Sep 01, 2013 09|Venting|L2 Page 33
FUEL A340−500/600
TANK VENTING SYSTEM
28−12
FUNCTIONAL OPERATION
Wing/Center Tanks Venting
The center tank vent is a pipe which has two open ends in the center of the Overpressure protectors are installed in the center tank and in the bottom of
tank and an open end fitting at the outer end. The pipe connects the middle of the surge tank between rib 38 and rib 39. They make sure the pressure in the
the center tank to the LH surge tank at rib 35. center tank or in the surge tank, and thus the inner and outer tanks, does not
Only for A340−500, the rear center tank (RCT) venting system is ensured exceed the design limits. They prevent too high differential pressure.
through the RH wing surge tank. If the pressure in the center tank increases to a specified value the
The venting pipe is built in two sections : one from the RCT to CTR tank and overpressure protectors break open to release the pressure into the inner
the other from the CTR tank to the surge tank within the wing. tank 2(3).
The inner tank 2 (3) vent pipe connects the inboard end of the tank to the surge If the flow of air into or out of the surge tank is blocked, the overpressure
tank. The pipe has two open end fittings at its inboard end. A weir duct is protector breaks open to release the pressure. If fuel enters the surge tank and
installed between rib 11 and rib 12. The weir duct makes sure that the fuel does causes the overpressure protector to operate, then this fuel will go overboard.
not go to the vent valve during a refuel operation. A NACA (National Advisory Committee for Aeronautics) Intake is mounted on
The inner tank 1(4) vent pipe connects the inboard end of the tank to the surge the access panel of each surge tank. The stack pipe connected to the NACA
tank. The pipe has two open end fittings at its inboard end. A weir duct is duct is equipped with a flame arrestor. If a ground fire occurs, it prevents the
installed in the pipe between rib 22 and rib 23. The weir duct makes sure that ignition of the fuel vapour in the surge tank. It also lets air flow freely through it
the fuel does not go from the outer tank to the surge tank after refuel in both directions. If fuel comes out of the overpressure protector, it could go
operations. inboard along the wing. A wing fence makes sure that such fuel falls off the
wing.
The outer tank vent pipe connects the open end fittings, inboard of rib 34 and
rib 35, to the inner tank 1 (4) vent pipe, between the weir duct and rib 24. Trim Tank Venting
The surge tank has a drain pipe which connects the bottom of the surge tank, The trim tank is composed of a main vent pipe and a secondary vent pipe. At
at rib 35, to the inner−tank 1(4) vent pipe, outboard of rib 29. The bottom of different locations, a breather assembly is attached to the bottom of each vent
each vent pipe includes a breather assembly at different locations. If fuel goes pipe and lets the fuel drain back into the trim tank.
into the vent pipe, the breather assembly lets the fuel drain back into the tank.
The vent valve installed on the inboard−face of RH rib 14 and connected to the
The inner and outer tanks each have vent valves which connect to the related main vent pipe makes sure the RH part of the trim tank is open to the surge
vent pipe. The vent valves close when the fuel level near them increases, and tank in level flight and during refuel/defuel operations.
open when the fuel level decreases. This function helps to make sure that fuel
The two inner vent valves located between rib 1 and rib 2 and connected to the
does not get into the vent pipes.
main vent pipe make sure the trim tank is open to the surge tank when the
aircraft climbs.
The LH outer−tank vent valve connected to the secondary vent pipe and
attached inboard of LH rib 15 closes when the fuel level near to the valve
increases.
In the trim surge tank, the NACA intake, flame arrestor and overpressure
protector are of the same type as for the wing venting system. If fuel gets into
the trim surge vent tank, a check valve installed on the inboard face of RH rib
14 lets this fuel flow back into the trim tank.
FRA US/O-7 ShM Sep 01, 2013 10|VentingComps|L3 Page 34

FUEL A340−500/600
TANK VENTING SYSTEM
28−12
Figure 18 Tank Venting Operation

FUEL A340−500/600
TANK VENTING SYSTEM
28−12
COMPONENT DESCRIPTION
Overpressure Protector Fuel Vent Valve
The overpressure protectors in each wing surge tank are the same. The The fuel vent valve has:
overpressure protector in the trim surge tank is almost the same, but smaller. S a body
The primary components of the overpressure protector are: S a float assembly
S a body S an external valve.
S a carbon disc (burst disc) The body has two openings, one at the end and one at the side.
S a collecting grid with a retaining ring. The side opening connects to the vent pipe and the end opening has a hinge
One end of the body has a mounting flange which attaches it to the aircraft lug.
skin. The burst disc is located at the other end of the body and is held in place The valve attaches to the arm of the float assembly and the float assembly
with a flange. The collecting grid is held next to the burst disc by the retaining attaches to the hinge lug on the body.
ring.
The float arm usually hangs down to keep the valve open.
If a difference between ambient pressure amd internal pressure occurs (which
When the fuel lifts the float, the float arm moves up and closes the valve.
is more than the permitted tolerance) the burst disc breaks.
If the burst disk breaks (because of low internal pressure) then the collecting
grid does not let the pieces go into the surge tank.
The burst disc has a white cross painted on it to show that the burst disc is not
broken.
The burst disc operation pressures is between 3,0 and 8,0 psi (depending on
direction and tank).
Vent Protector (Flame Arrestor)

The vent protectors in the LH and RH wing surge tanks are the same. The vent
protector in the trim surge tank is almost the same, but smaller.
The vent protector has a body with a number of cartridges and spacers
installed in it. The body is a cylinder, with a clip for attachment to the NACA
vent at one end.

At the other end is an end fitting. The spacers hold the cartridges apart from
one another, and help to keep the assembly rigid.
The vent protector lets air or fuel flow freely through it.

FUEL A340−500/600
TANK VENTING SYSTEM
28−12
PAINTED CROSS ON DISC
CARBON DISC
OVERPRESSURE PROTECTOR
FLOAT VALVE CLOSED

ICE PROTECTORS
FLAME
ARRESTOR
FLOAT VALVE OPEN
VENT PROTECTOR (WITH FLAME ARRESTOR)
Figure 19 Tank Venting Components

FUEL A340−500/600
MAIN FUEL PUMP SYSTEM
28−21
28−21 MAIN FUEL PUMP SYSTEM

INTRODUCTION
General
An independent fuel feed system supplies each engine.
For each engine, there are one main fuel pump, and one stand−by pump.
Only one pump operates at a time.
In the normal configuration the main pump is running and the stand−by pump is
there as a back up when the main pump does not deliver enough pressure.
A LP valve isolates its related engine from the fuel supply.
The crossfeed system enables to feed any engine from any tank in case of
pumps failure.
It can also be used to correct fuel imbalance between tanks.
FRA US/O-7 ShM Sep 01, 2013 11|ENG−Feeding|L1 Page 38

FUEL A340−500/600
28−21
Figure 20 Engine Feeding Presentation

FUEL A340−500/600
28−21
DESCRIPTION
Engine Feeding System
Under normal operation each engine is fed by an independent fuel feed
system.
For each engine feed there are two fuel pumps located in each inner tank
collector cell, one main pump and one standby pump.
Each pump has a pressure switch to monitor the output fuel pressure.
Each fuel pump system is usually controlled manually from the P/Bs on the
overhead fuel panel 245VU.
When the main pump is stopped, the related standby pump automatically
starts.
Engine feeding information is sent to the ECAM FUEL page.
The Low Pressure (LP) valves are opened or closed by using their related ENG
MASTER switch.
In the case of an engine fire, an action on the engine FIRE P/ B will stop the
engine fuel supply by closing the related LP valve.
The LP valve position data is sent to the ECAM FUEL page.

FUEL A340−500/600
28−21
Figure 21 Engine Feeding System

FUEL A340−500/600
28−21
Crossfeed System
The crossfeed system enables any engine to be fed from any tank. It is used to
correct fuel imbalance between tanks or during gravity feeding of the engines.
The crossfeed valves are controlled automatically in case of Electrical
Emergency Configuration or manually by the 4 P/B identified on the cockpit fuel
panel 245VU as X FEED 1 to X FEED 4.
The crossfeed valve position is sent to the ECAM FUEL page.

FUEL A340−500/600
28−21
Figure 22 Crossfeed System

FUEL A340−500/600
28−21
Fuel Pumps Pressure Switches
Installed in each collector cell are: Each fuel pump has an output monitoring low pressure switch installed on the
S a fuel pump canister and its related fuel pump element which together form wing forward spar for engines number 2 and 3 pumps and on the wing rear
the main pump spar for engines number 1 and 4 pumps. It operates between 6 and 8 psi
depending on pressure increase or decrease.
S a fuel pump canister and its related fuel pump element which together form
the standby pump. Thermal Relief Valves
The canister, attached to the wing bottom skin, makes it possible to replace the To prevent excessive pressure a thermal relief valve is installed on each engine
fuel pump element when there is fuel in the collector cell. feed line and installed close to the main pump engine feed outlet in the
Pumps and canisters are all assembled in the same way and are collector cell. An other thermal relief valve is installed in the center tank on the
interchangeable. The centrifugal type pump is driven by a 3 phase 115VAC fuel feed line to the crossfeed valves. In case of fuel temperature increase and
motor. The pumps get their fuel supply from the lowest part of the collector cell. engine not running, these thermal relief valves will prevent fuel pipe damage
When they are in operation, each pump has two outlets, one outlet is to the due to fuel expansion between closed LP and crossfeed valves. These valves
engine feed pipe, and the other is to the jet pump. are of the ball and spring type.
Check Valves Air Release Valves

A check valve is installed in each pump canister outlet. Air release valves release air caught in the engine fuel feed line and crossfeed
When the fuel pumps are not in operation, the two check valves prevent a line. There is one air release valve located close to each LP valve, an other
reverse flow either from the engine feed line or the jet pumps. one is fitted on the crossfeed line in the center tank. They are used to decrease
the quantity of air which could pass to an engine during engine feed or
Jet Pumps crossfeed operation. They are of the float type.
Also installed in each collector cell are:
Low Pressure (LP) Valves And Actuators
S a jet pump to keep the collector cell full of fuel
Each LP valve and associated actuator isolates its related engine from the
S a jet pump for water scavenge. engine fuel feed−line. The outboard and inboard engine LP valve actuators are
The fuel supply from the pump through the jet pump nozzle causes a suction. attached to the forward face of the wing. The interface between the actuator
This suction causes fuel out of the collector cell to move into the collector cell. and the LP valve is a valve spindle that goes through the front spar. When the
The rate of flow makes sure that the collector cell is kept full of lightly actuator is energized, it moves the LP valve to the open or closed position. The
pressurized fuel to prevent fuel pump cavitation during negative ’G’ load LP valves are of the ball type. The actuators include 2 electrical motors and a
conditions. To keep this fuel pressure to a maximum of 0.34 bar (0.5 psi) some visual position indicator.
of the fuel flows back to the inner tank through small holes at the top of the
Crossfeed Valve and Actuators
collector cell. The water scavenge jet pump makes sure that eventual water in
the collector cell is continuously mixed with the fuel. When a main or standby The crossfeed valves, of the ball−valve type, allow interconnection of engine
pump is operating, part of the engine feed line supply is ported to the jet pump feed systems. Each crossfeed valve is operated with a twin−motor actuator
scavenge to cause a suction. This suction causes the fuel and water to mix at attached to the related crossfeed valve drive−assembly. The interface between
the bottom of the collector cell. crossfeed valve actuators 1(4) and 2(3) and their related crossfeed valve is a
driveshaft that goes through the bottom skin of the center tank. Each actuator
is fitted with a visual indicator.

FUEL A340−500/600
28−21
Figure 23 Engine Feeding Components

FUEL A340−500/600
28−21
SYSTEM OPERATION
Engine Feed Normal Operation
As the engine feed systems are almost the same for each engine, only the
operation of one system is described here.
The main fuel pump system is manually controlled from the fuel panel through
an aircraft relay logic.
For the system to operate it is necessary to:
S energize the 115VAC BUS and the 28VDC BUS
S close the main and standby fuel pump circuit breakers.
Main and standby power supplies are from different sources.
The MAIN and STBY P/BSWs are usually set to ON together. The main pump
then operates continuously.
The standby pump only operates when the main pump becomes defective or is
set to OFF.
When the MAIN P/BSW is set to on, it connects a 28VDC supply to the main
fuel pump contactor control.
The contactor connects a 115VAC supply to energize the main fuel pump.
With the STBY P/BSW also set to on, a 28VDC supply is connected to the
standby fuel pump automatic control relay.
If the main pump supplies a fuel pressure to the fuel pump pressure switch, the
pressure switch supplies a ground to the standby fuel pump automatic control
relay. The relay energizes and removes the 28VDC supply from the standby
fuel pump control contactor.
The FCMCs receive discretes from the push−button switches, from the
pressure switches and from the fuel pump contactors.
This data is used for system status monitoring, fault reporting and indication
through the ECAM system.

FUEL A340−500/600
28−21
Figure 24 ENG Feeding System Diagram

FUEL A340−500/600
28−21
Main Pump Failure
If the main pump becomes defective or it is set to OFF, the main fuel pressure
drops.
When the pressure is 0.41 bar (6 psi) the fuel pump pressure switch removes
the ground to the standby fuel pump automatic control relay.
The relay connects a 28VDC supply to the standby fuel pump control contactor
which connects a 115VAC supply to energize the standby pump.
Following the failure detection, an ECAM message is triggered and the FUEL
SD page is displayed.
Main and Standby Pump Failure
If the main and standby pumps do not operate, engine gravity feed is still
available through the pumps.
The engine causes a suction that pulls fuel through the fuel pump inlet, through
the outlet check valve and into the engine feed line.
Emergency Electrical Configuration
In case of electrical emergency configuration, only main pump 2 is supplied
from the CSM/G (Constant Speed Motor/Generator) electrical power in order
to restart or supply any engine.
If main pump 2 is set to off or defective, main pump 3 operates.
Any of these 2 pumps is switched off automatically when the EMER
ELEC/LAND RECOVERY P/BSW is pushed.
All engines are then fed by gravity.

FUEL A340−500/600
28−21
Figure 25 Abnormal Feeding

FUEL A340−500/600
28−21
LP VALVE OPERATION
General
There is one LP valve for each engine, and each engine has an equivalent
circuit. Thus as each LP valve circuit is the same, only the operation of the
No. 1 engine circuit is described here.
Each actuator has two motors, which get their power supply from different
sources:
S the 28VDC HOT BUS 1 supplies motor 1.
S the 28VDC BUS 2 supplies motor 2.
The engine LP fuel shut−off system is controlled manually.
When the ENG 1 FIRE P/BSW is in and guarded, the ENG 1 MASTER switch
selection to ON disconnects the 28VDC supply from the master switch slave
ENG 1 relay. The relay de−energizes and connects a 28VDC supply (through
the ENG 1 FIRE P/BSW) to the LP valve actuator. The actuator then opens the
LP valve.

FUEL A340−500/600
28−21
Figure 26 LP Valve Operation MS ON

FUEL A340−500/600
28−21
When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC
supply to the relay.
The relay energizes and connects a 28VDC supply through the ENG 1 FIRE
P/BSW to the LP valve actuator. The actuator then closes the LP valve.
The ENG 1 FIRE P/BSW position, master switch slave ENG 1 relay and engine
1 LP valve actuator positions are sent to the FCMCs for indication on the
ECAM FUEL page and for LP system fault reporting.

FUEL A340−500/600
28−21
Figure 27 MS OFF
FUEL A340−500/600
28−21
LP Valve Operation at Engine Fire
If the ENG 1 FIRE P/BSW is released when the MASTER switch is ON:
S it disconnects the 28VDC supply from the ’open’ side of the actuator
S it connects a 28VDC supply to the ’close’ side of the actuator, the LP valve
moves to the closed position.
Operation of the ENG 1 FIRE P/BSW always overrides an ON selection and
closes the valve.

FUEL A340−500/600
28−21
Figure 28 LP Valve Operation (Fire)

FUEL A340−500/600
28−21
CROSSFEED OPERATION
Manual Operation
Following an ECAM warning, related to an engine pump system failure, manual
crossfeed valve operation is requested by the procedure.
As the 4 crossfeed systems are similar, only the operation of crossfeed valves
2 and 3 is described here.
Each crossfeed valve is fitted with a dual motor actuator:
S motor 1 is supplied from 28VDC ESS BUS
S motor 2 is supplied from 28VDC NORM BUS
When the X FEED P/BSW is pushed in:
S the ON white light comes on in the push−button
S the 28VDC supply energizes the two electrical motors of the actuator
S the crossfeed valve turns to the open position
S the crossfeed valve signals is shown open on the ECAM FUEL page.
S The green OPEN light comes on in the push−button.
When the same P/BSW is released out:
S In the push−button the ON and OPEN lights go off
S the 28VDC supply energizes the two electrical motors of the actuator
S the crossfeed valve turns to the closed position
S the crossfeed valve is shown closed on the ECAM FUEL.
The crossfeed valve P/B, X FEED CTL relay and actuator feedback discretes
are sent to the FCMCs for indication, system status and fault reporting
LAND
purposes. RECOVERY
(211VU)
Automatic Crossfeed in Elec. Emergency Configuration
In case of electrical emergency condition the 4 crossfeed valves open

automatically by relay logic control when the aircraft is in an emergency AND 4 X-FEED VALVES OPEN
electrical configuration, in order to supply any engine. ELECTRICAL
The valves go back to manual control when the LAND RECOVERY EMERGENCY
push−button switch is set to ON. CONFIGURATION
Figure 29 X-Feed Emergency Control

FUEL A340−500/600
28−21
Figure 30 Manual Crossfeed Operation

FUEL A340−500/600
28−21
FEEDING COMPONENTS
Fuel Pump Canisters Fuel Pump Elements
The fuel pump canisters are all assembled in the same way and are The fuel pump elements are identical and therefore interchangeable.
interchangeable. Each canister has: Each fuel pump element has:
S a body S a rotor assembly
S an outlet check valve S an impeller assembly
S a slide valve. S an inducer assembly
The body is hollow and contains the fuel pump element (when fitted). S a shaft
When the pump element is installed it holds the slide valve in the open position. S three thermal fuses
The canister has two primary fuel outlets. S 3 phase electric motor.
The top outlet contains the outlet check valve and is the main fuel supply from The rotor assembly is a 3 phase 115VAC electrical motor. When energized it
the pump. turns the shaft and the impeller and inducer assemblies.
On the main engine pump canisters, the bottom outlet is the fuel supply to the The three thermal fuses are installed in the electrical circuit of the fuel pump
jet pump. element. If the temperature of the pump−element increases to more than 192
A small opening in the side of the canister connects the pressure from the fuel deg.C the fuses operate.
pump to the pressure switch. This causes the pump element to stop. It cannot operate again and must be
replaced.

FUEL A340−500/600
28−21
Figure 31 Feeding Components (1)

FUEL A340−500/600
28−21
Fuel−Pump Pressure Switches Jet Pump
The fuel−pump pressure switches are identical and interchangeable. The jet pump makes sure that its collector cell is kept full of fuel. The fuel
The primary components of the pressure switch are the body and the banjo supply flows through the nozzle and causes a suction. This suction causes fuel
adapter. in the inner tanks to move through the jet pump into the collector cell.
The body contains: The rate of flow makes sure that the collector cell is kept full of lightly
pressurized fuel (and that the fuel pumps have a fuel supply during negative ’G’
S a flexible diaphragm
conditions).
S a switch mechanism
S an electrical microswitch.
The flexible diaphragm isolates the switch mechanism and the microswitch
from the fuel.
When the fuel pressure increases to 0.55 bar (8 psi) the flexible diaphragm
moves to operate the switch mechanism (which opens the contacts of the
microswitch).
When the fuel pressure decreases to 0.41 bar (6 psi) the flexible diaphragm
moves (in the opposite direction) to operate the switch mechanism and close
the contacts of the microswitch.

FUEL A340−500/600
28−21
PUMP PRESSURE
SWITCHES 2(3)
DIFFUSER
MIXING TUBE
MOTIVE FLOW NOZZLE
FUEL PUMP
PUMP PRESSURE SUCTION PRESSURE
SWITCHES 1(4) FLOW INLET INLET
FITTING
PRESSURE SWITCH
FRONT/REAR-SPAR
ELEC.
CONNECTOR
Figure 32 Feeding Components (2)

FUEL A340−500/600
APU FUEL PUMP SYSTEM
28−22
28−22 APU FUEL PUMP SYSTEM

INTRODUCTION
General
Fuel is supplied to the APU from a dedicated line connected to the engine 1
feed system.
If the engine feed system is not pressurized, a dedicated APU fuel pump
installed on the APU line will supply the APU.
The APU isolation valve and the APU LP valve enable the fuel flow to the APU.
If an APU fire is detected, the APU LP valve closes.
FRA US/O-7 ShM Sep 01, 2013 14|APU FP−SYS|L1 Page 62

FUEL A340−500/600
28−22
Figure 33 APU Fuel Pump System

FUEL A340−500/600
28−22
SYSTEM DESCRIPTION
General
The APU MASTER SW controls the APU fuel supply.
The APU FIRE P/B controls the APU fuel isolation valve and the APU Fuel Low
Pressure (LP) shut off valve.
The APU feed system status is displayed on the fuel ECAM page.
Description
The APU−fuel feed system supplies fuel to the APU from the main engine−feed
fuel−line.
The pump takes the fuel from a connection at the engine crossfeed fuel−line
between Ribs 4 − 5 in Tank 2 into a separate fuel line.
It transports the fuel into the APU.
Between frame C41 and frame C80 the fuel line is installed in the pressurized
fuselage. The fuel line has a vented shroud to prevent fuel spillage into the
fuselage. The shroud has a drain and a venting device.
An APU fuel pump pressure−switch measures the pressure in the main engine
cross−feed line.
The fuel demand signal from the ECB (Electronic Control Box) energizes the
APU−fuel feed pump
S if the pressure in the fuel line is not sufficient to operate the APU and
S if there is no leak

FUEL A340−500/600
28−22
Figure 34 APU Fuel Feeding System

FUEL A340−500/600
28−22
SYSTEM OPERATION
Normal Operation
The APU MASTER P/B on panel 215 VU controls the APU fuel feed logic via
the Electronic Control Box (ECB).
When the APU master P/B is set to ON and no FCMC (Fuel Control and
Monitoring Computer) fuel line damage has been detected, the ECB energizes
the main fuel pump relay which then:
S opens the APU fuel isolation valve
S opens the LP fuel shutoff valve
S energizes the APU fuel pump control circuit with the related 115VAC pump
supply circuit.
If the engine 1 pumps are not selected or do not supply at least 22 psi (1.5 bar)
fuel pressure, the APU fuel pump pressure switch triggers a fuel low press
discrete which controls the APU fuel pump relay.
This relay sends a signal for the APU fuel pump to run.
If the engine 1 MAIN or STBY pump is running, the APU fuel pump pressure
switch does not detect any low pressure in the main engine crossfeed line and
the APU fuel pump is not running.
Then the fuel is supplied by the engine pump.
Effective APU fuel supply is shown on the ECAM by the APU triangle turning
from white to green.

FUEL A340−500/600
28−22
Figure 35 APU Feed Operation

FUEL A340−500/600
28−22
APU SHUTDOWN OPERATION
When the APU shuts down, the ECB de−energizes the main fuel pump relay,
which closes the APU fuel isolation valve and APU LP fuel shut−off valve and
stops the APU fuel pump if running.
APU EMERGENCY SHUT−OFF OPERATION

A manual emergency APU fuel supply isolation will be performed if:
S the APU FIRE P/B is released following an APU fire procedure,
S the APU SHUT−OFF P/B is pressed on the external power panel on
ground,
S the APU EMERGENCY SHUT−DOWN P/B is pressed on the refuel/defuel
panel on ground.

FUEL A340−500/600
28−22
Figure 36 Shutdown Operation

FUEL A340−500/600
28−22
APU FUEL FEED COMPONENTS
APU−Fuel Feed Pump and Canister Vent P/B Switch
The APU−fuel feed pump is a centrifugal pump with a 115 VAC single−phase At the front firewall (frame C94) inside the APU compartment you can find the
motor that operates at 400Hz. vent p/b switch (8QC).
The pump has a pump unit (4QC) and a pump canister (5203QA) which As long as you press the p/b switch and open the drain and vent valve
together, are an explosion−proof unit. (5202QA), the APU−fuel feed pump operates and purges the fuel line.
The canister lets you replace the pump without draining the APU fuel feed line.
You can drain the fuel from the pump with the drain plug in the canister.
The flow rate and fuel pressure ensures correct operation under the specified
operational conditions of the APU.
The operating temperature range is between −55deg.C and +70deg.C.
The pump unit is attached to the canister with three bolts at the rear wall of the
center tank. The operation of the pump is fully automatic.
APU−Fuel Pump Pressure−Switch
The APU−fuel pump inlet pressure−switch (7QC) is an absolute pressure
switch.
It has:
S a pressure chamber that is evacuated and hermetically sealed,
S a metallic diaphragm,
S a microswitch,
S an electrical assembly.
The switch operates based on the absolute fuel pressure in the crossfeed line.
The fuel−pump pressure−switch (7QC) controls the supply power to the electric
motor of the APU−fuel feed pump.
The pressure switch is installed on a sealing valve, which is attached to the
rear spar of the center box.

The pressure switch is located geometrically between the APU−fuel feed pump
and the APU fuel−isolation valve but functionally between the main engine
pump and the APU−fuel feed pump.

FUEL A340−500/600
28−22
APU COMPARTMENT
CENTER TANK
REAR WALL
APU VENT
P/B
APU PUMP AND CANISTER
APU FEED PRESSURE SWITCH
Figure 37 Feeding Components

FUEL A340−500/600
MAIN TRANSFER SYSTEM
28−26
28−26 MAIN TRANSFER SYSTEM

INTRODUCTION
General
The main and trim transfers are automatically controlled by the Fuel Control
and Monitoring Computers (FCMCs) but can be manually overridden from the
fuel panel.
Main transfers are used for engine feed purposes and trim transfers for aircraft
Center of Gravity (CG) control.
The transfer data is displayed on the ECAM FUEL page.
FRA US/O-7 ShM Sep 01, 2013 17|XFR System|L1 Page 72

FUEL A340−500/600
28−26
Figure 38 Main Transfer System Diagram

FUEL A340−500/600
28−26
MAIN TRANSFER SYSTEM DESCRIPTION

General
The main transfer is automatically controlled by the Fuel Control and
Monitoring Computers (FCMCs) but if necessary, the crew can manually
override it from the cockpit fuel panel.
It controls the fuel flow from the center and the outer tanks to the pair of inner
tanks 1 and 4 and to the pair of inner tanks 2 and 3.
Description
The main transfer system occurs in two steps:
S Step 1 − center tank to inner tanks, provided there is fuel in the center tank
S Step 2 − outer tanks to inner tanks, when the related inner fuel content
decreases to a specified level.
In addition, for inner tanks 2 and 3, fuel can be transferred from the aft to the
forward part.
During flight, when the fuel content of the center tank reduces to below 10000
kg, a fuel transfer occurs from the Rear Center Tank (RCT A340−500 only).
The ECAM displays the transfer information.

FUEL A340−500/600
28−26
Figure 39 Main Transfer System Schematic

FUEL A340−500/600
28−26
CTR TO INR TANK XFR DESCRIPTION

Center to Inner Tanks Automatic Transfer
The system uses fuel pump pressure to move fuel from the center tank to the
inner tanks.
When the Left and Right CTR TK TO INR XFR P/Bs are set to on, the center
tank transfer pumps are controlled to run by the master FCMC, provided the
center tank contains fuel and the CTR TK TO INR XFR P/B is not in MANual
position. The two transfer pumps then operate continuously until the center
tank is empty.
Depending on the center tank and inner tank quantities, the FCMC will initiate
center tank to inner tanks transfers by controlling the related inner tank transfer
valves.
One CTR TK TO INR XFR pump selected and operative is sufficient to perform
a center tank to inner tanks transfer.
FRA US/O-7 ShM Sep 01, 2013 19|CTR>INR XFR|L2 Page 76

FUEL A340−500/600
28−26
Figure 40 CTR to INR Tank XFR

FUEL A340−500/600
28−26
CTR TO INR TANK XFR OPERATION

Main Transfer System Logics
Center Tank Quantity above 17000 kg

While the center tank is above 17000 kg:
S Inner tanks 2 and 3 fuel quantities are independently maintained by
transfers between 24800 kg and 25800 kg
S Inner tanks 1 and 4 fuel quantities are independently maintained by
transfers between 17000 kg and 18000 kg
Center Tank Quantity below 17000 kg

When the center tank is below 17000 kg, inner tanks 2 and 3 fuel quantities are
allowed to drop to the same level as inner tanks 1 and 4 by stopping center
tank to inner tanks 2 and 3 transfer, while inner tanks 1 and 4 fuel quantities
are maintained between 17000 kg and 18000 kg.
Inner Tanks equal Level

Once all inner tank quantities reach the same level, the FCMC independently
controls the center tank to inner tanks transfer to maintain all the inner tanks
between 17 and 18 tons until the center tank is empty.

FUEL A340−500/600
28−26
43944 KG
CENTER TANKS TO
INNER TANKS TRANSFER
26125 KG 26125 KG
25800 KG 25800 KG
24800 KG 24800 KG
20284 KG 20284 KG
18000 KG 18000 KG
17000 KG 17000 KG
- 17000 KG -
INNER 1 INNER 2 CENTER INNER 3 INNER 4
Figure 41 CTR to INR Tank XFR (>17t)

FUEL A340−500/600
28−26
43944 KG
CENTER TANKS TO
26125 KG 26125 KG
24800 KG 24800 KG
20284 KG 20284 KG
18000 KG 18000 KG
17000 KG - 17000 KG - - 17000 KG - - 17000 KG - 17000 KG
Figure 42 CTR to INR Tank XFR (<17t)

FUEL A340−500/600
28−26
43944 KG
CENTER TANKS TO
26125 KG 26125 KG
20284 KG 20284 KG
18000 KG 18000 KG 18000 KG 18000 KG

17000 KG 17000 KG 17000 KG 17000 KG
- 17000 KG -
Figure 43 Inner Tanks Equal Level

FUEL A340−500/600
28−26
Center Tank Empty Determination Process
Center tank empty determination is made following this process:
S When center tank quantity is less than 500 kg and low pressure is detected
in both center tank transfer pumps for more than 120 seconds, the FCMC
stops the pumps.
S After 60 seconds pause, the FCMC controls the pumps to run again.
S If pump low pressure is detected again for 150 seconds, the FCMC states
the center tank empty and shuts the pumps down.

FUEL A340−500/600
28−26
43944 KG
CENTER TANK EMPTY DETERMINATION PROCESS
IF XFR
CENTER TANKS TO CENTER PUMPS
INNER TANKS TRANSFER TANK
LP
FOR MORE THAN 120 SEC.
PUMPS
26125 KG 26125
STOPKG
FOR 60 SEC.
AFTER 60 SEC. IF XFR

20284 KG
PUMPS 20284 KG
18000 KG 18000 KG 18000
LP KG 18000 KG
17000 KG 17000 KG AGAIN FOR
17000150
KG SEC. 17000 KG
- 17000 KG -
PUMPS
SHUT-DOWN
FCMC
Figure 44 CTR Tank Empty Determination

FUEL A340−500/600
28−26
Center Tank to Inner Tanks Automatic Transfer via Work Around
In case of both center tank Left and Right pumps failed or not selected and if
the Left aft or Right aft transfer pump is selected ON, the fuel transfer uses, as
an alternative, the Left or Right AFT XFR pump to ensure the transfer, provided
the center tank is not empty.
To connect the aft pumps to the main transfer gallery, the master FCMC
controls the auxiliary refuel valve to open.

FUEL A340−500/600
28−26
Figure 45 CTR to INR Tank XFR (Workaround)

FUEL A340−500/600
28−26
Center Tank To Inner Tanks Manual Transfer
If during automatic center tank to inner tanks transfer, the FCMCs detect a
failure, the FAULT light comes on the CTR TK TO INR XFR P/B, accompanied
with an ECAM warning, requesting center tank to inner tanks transfer manual
selection.
When the CTR TK TO INR XFR P/B is set to MAN, with the transfer pumps
selected on, the fuel moves from the center tank to all inner tanks.
Center tank to inner tanks FCMC control is then overridden, transfer pumps
and all inner tank transfer valves are controlled by wiring relay logic and the
manual transfer has to be carefully monitored to make sure that:
S The inner tanks are not filled to more than the high level.
S The transfer pumps do not operate dry for too long.

FUEL A340−500/600
28−26
Figure 46 CTR to INR Tank Manual XFR

FUEL A340−500/600
28−26
REAR CTR TO CTR TANK XFR DESCRIPTION

Rear Center Tank To Center Tank Fuel Transfer (A340−500 only)
The rear center to center transfer is automatically controlled by the FCMC
when the fuel quantity decreases in the center tank.
Two rear center tank fuel transfer pumps (FWD, AFT), controlled from the fuel
panel, are used to move fuel from the rear center tank to the center tank .
The rear center tank transfer valve and the rear center tank auxiliary valve
controls the flow of fuel from the rear center tank to the center tank.
The A and B rear center transfer pump P/Bs on the fuel panel, enable the FWD
and AFT rear center tank fuel transfer pumps to operate.
The RCT XFR P/B enables manual control of the rear center tank to center
tank transfer Rear center tank to center tank transfer indications are shown on
the ECAM FUEL page.
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FUEL A340−500/600
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Figure 47 Rear CTR to CTR Tank XFR Diagram

FUEL A340−500/600
28−26
REAR CTR TO CTR TANK XFR OPERATION

Rear Center Tank to Center Tank Automatic Transfer (A340−500 ONLY)
The rear center to center transfer is automatically controlled by the FCMC
when the center tank fuel quantity drops to 10 tons.
When the RCT FRONT (A) or the RCT REAR (B) P/B is set to on, the related
transfer pump is controlled to run when the FCMC triggers an RCT to center
tank transfer.
It is usual for the two P/Bs to be set to ON at the same time. The two transfer
pumps then operate continuously until the RCT is empty.
The RCT transfer valve and the RCT auxiliary valve are open by the FCMC.
When the valves open and the RCT pumps are in operation, fuel transfers to
the center tank with center tank high level protection.
Rear center tank to center tank transfer indications are shown on the ECAM
FUEL page.

FUEL A340−500/600
28−26
Figure 48 Rear CTR to CTR Tank Auto-XFR

FUEL A340−500/600
28−26
Rear Center Tank to Center Tank Manual Transfer (A340−500 ONLY)
The RCT XFR P/B on the overhead fuel−control panel gives manual control of
the RCT to center tank fuel transfer and overrides the FCMCs.
When the P/B is selected ON, following a FAULT light illumination , the FWD
white light comes ON and:
S the RCT fuel pumps are controlled to run, provided their associated P/Bs
are ON
S the RCT transfer valve, − and the RCT auxiliary valve are controlled to open
Rear center tank to center tank manual transfer indication is shown on the
ECAM FUEL page.

FUEL A340−500/600
28−26
Figure 49 Rear CTR to CTR Tank Manual-XFR

FUEL A340−500/600
28−26
OUTR TO INR TANK XFR DESCRIPTION

General
The outer to inner transfers are automatically controlled by the FCMC when the
fuel quantity decreases in the inner tanks. They can be manually controlled
from the fuel panel.
Each wing has a gravity transfer pipe that goes between each outer tank and
the related inner tank 2 or 3.
An intertank transfer valve permits the fuel to flow by gravity from the outer
tank to the inner tank.
The outer tank inlet valves and the inner tank inlet valves control the fuel flow,
via the refuel gallery, from the outer tanks to the related inner tank 1 or 4.
When the valves open , gravity causes a fuel flow from the outer tanks to the
inner tanks.
The OUTER TK XFR P/B, enables manual control of the outer fuel transfer.
The P/B controls the operation of the intertank transfer valves and of the
related tank inlet valves.
Outer to inner tank transfer indications are displayed on the ECAM FUEL page.
Function
Gravity is used to move fuel from the outer tanks to the inner tanks under
automatic control of the master FCMC when the OUTER TK XFR P/B is not in
MAN position.
Outer tanks to inner tanks 2 and 3 transfer is activated by the FCMC via 2
intertank transfer valves, opening and closing at the same time, depending on
inner tanks fuel level.
Outer tanks to inner tanks 1 and 4 transfer is activated by the FCMC via 4 inlet
valves (2 outer, 2 inner), opening and closing simultaneously, depending on

inner tanks fuel level.
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FUEL A340−500/600
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Figure 50 OUTR to INR Tank XFER Diagram

FUEL A340−500/600
28−26
OUTR TO INR TANK XFR OPERATION

Outer to Inner Tanks Transfer Logic
As the fuel is burned, the inner tanks fuel content decreases.
Outer tank to inner tanks 2 and 3 transfer starts when either inner tank 2 or 3
fuel quantity decreases below 2000 kg.
It stops when both inner tanks reach 2500 kg each.
Outer tank to inner tanks 1 and 4 transfer operates according the same logic.
These cycles continue until the two outer tanks are empty.
Outer tank empty condition is met when outer tank fuel quantity is less than 10
kg for 5 min.

FUEL A340−500/600
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Figure 51 OUTR to INR Tank XFR-Logic

FUEL A340−500/600
28−26
Outer Tanks to Inner Tanks Manual Transfer
If any failure is detected during automatic outer tanks to inner tanks transfer,
the FCMCs trigger a FAULT light on the OUTR TK XFR P/ B, and a message
on the ECAM requesting outer tanks to inner tanks MANual selection.
When the OUTR TK XFR P/B is set to MAN, FCMC control is then overridden
and, by wiring relay logic, the intertank and inlet valves will be controlled open.

FUEL A340−500/600
28−26
Figure 52 OUTR to INR Tank Manual XFR

FUEL A340−500/600
28−26
INR TANK 2 AND 3 FWD FUEL XFR DESCRIPTION

The forward and aft areas of each inner tank 2 and 3 are connected together
through a fuel transfer control valve.
Each transfer control valve can be either automatically opened by the FCMC or
manually opened from the associated INR TK SPLIT P/B.
When shut, the transfer control valve allows fuel transfers from the aft section
to the FWD section of the inner tank.
FRA US/O-7 ShM Sep 01, 2013 25|INR>FWD XFR|L2 Page 100
FUEL A340−500/600
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Figure 53 INR Tank 2(3) FWD-XFR Diagram

FUEL A340−500/600
28−26
INR TANK 2 AND 3 FWD FUEL XFR OPERATION

This transfer either controlled by the FCMCs or manually, uses jet pumps to
move fuel from the aft area to the forward area of inner tanks 2 and 3.
In the normal (open) position the transfer control valves allow free gravity fuel
level balancing between the two areas.
Selected to the shut (forward) position they enable jet−pumped flow from aft to
forward areas.
If necessary, these valves can be manually overridden to the forward (shut)
position via the overhead panel INR TK SPLIT P/B following a rotor burst
event.
FUEL A340−500/600
28−26
Figure 54 INR Tank 2(3) FWD-XFR Schematic

FUEL A340−500/600
28−26
FUEL XFR-SYSTEM COMPONENT DESCRIPTION

Fuel Transfer Pump And Canister Inlet Valves and Actuators
Two centrifugal type fuel transfer pumps are installed in the bottom of the An outer tank inlet valve is installed in inner tanks 1 and 4, on the rear spar
center (CTR) tank, so that almost all of the fuel can be transferred when between ribs 16 and rib 17. An inner tank inlet valve is installed in inner tanks 1
necessary. Each pump is driven by a 3 phase 115VAC motor and is enclosed in and 4, on the rear spar between ribs 7 and rib 8. They are of the ball−valve
a canister that makes it possible to replace the fuel pump element when there type and they are operated by a single electrical motor actuator attached to the
is fuel in the center tank. forward face of the wing and equipped with a visual position indicator.
Pumps and canisters are all assembled in the same way and are
Fuel Transfer Control Valves and Actuators
interchangeable.
A transfer control valve, of the ball−valve type, is installed in inner tanks 2 and
The two RCT forward and aft pumps are installed at the bottom of the RCT on
3. It is operated by a double electrical motor actuator attached to the bottom
a longitudinal axis. They are of the same type as the center tank pumps
face of the center tank and equipped with a visual position indicator.
(A340−500 only).
Transfer Jet Pumps
Pressure Switches
A jet pump is installed in inner tanks 2 and 3 near the center tank. It has two
Each CTR tank transfer fuel pump has an output monitoring low pressure
inlets, the motive flow inlet and the suction inlet. When the jet pump is in
switch attached to the rear spar of the center box. Each RCT transfer fuel
operation, the flow of fuel from engine feeds 2 and 3 through the motive flow
pump has an output monitoring low pressure switch attached on each side of
nozzle causes a secondary flow from inner tanks 2 and 3. The mixed flow
the RCT (A340−500 only). It operates between 6 and 8 psi depending on
becomes stable in the mixing tube and slows down in the diffuser before it goes
pressure increase or decrease.
into the forward inner tank.
Inner Tank Transfer Valves And Actuators
RCT XFER and AUX-XFER-Valves and Actuators (A340−500 only)
An inner tank transfer valve, of the ball−valve type, is installed in the fuel
The RCT transfer valve is installed in the RCT on the rear face of the front
transfer pipe to each inner tank. It is operated by a single electrical motor
spar. The RCT auxiliary transfer valve is installed in the center tank on the
actuator attached to the forward face of the wing and equipped with a visual
forward face of the rear spar. They are of the ball−valve type and they are
position indicator.
operated by a single electrical motor actuator attached to the opposite side of
Inter Tank Transfer Valves And Actuators RCT tank wall and equipped with a visual position indicator.
An intertank transfer valve, of the ball−valve type, is installed in inner tanks 1

and 4, on the front spar between ribs 18 and 19. It is operated by a single
electrical motor actuator attached to the forward face of the wing and equipped
with a visual position indicator.
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FUEL A340−500/600
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Figure 55 Main XFR-System Components

FRA US/O-7 ShM Sep 01, 2013 27|XFR Components|L3 Page 105
FUEL A340−500/600
TRIM TANK TRANSFER SYSTEM
28−27
28−27 TRIM TANK TRANSFER SYSTEM

INTRODUCTION
General
The trim transfer system controls the CG (Center of Gravity) of the aircraft.
For this function the system moves fuel from the wings to the trim tank (aft
transfer) or from the trim tank to the wings (forward transfer). This movement
of fuel changes the CG of the aircraft. The system operates automatically but
the crew can manually set a forward transfer.
The FCMS (Fuel Control and Monitoring System calculates the CG of the
aircraft and compares the result to a target−value.
If necessary, the FCMS then makes a decision to move fuel aft or forward to
control the CG.
Usually only one aft transfer is made during each flight. But (as the fuel burns)
many small forward−transfers are made to control the CG.
The ECAM gives trim transfer system information to the crew.
FRA US/O-7 ShM Sep 01, 2013 28|TT−XFR SYS|L1 Page 106
FUEL A340−500/600
28−27
Figure 56 Trim Tank XFR-System Diagram

FRA US/O-7 ShM Sep 01, 2013 28|TT−XFR SYS|L1 Page 107
FUEL A340−500/600
28−27
TRIM TANK TRANSFER SYSTEM OPERATION

Mode of Action
Before each flight, the crew inputs the aircraft Zero Fuel Center of Gravity
(ZFCG) and Zero Fuel Weight (ZFW) data into the FMGECs (Flight
Management Guidance and Envelope Computers) via the MCDU (Multipurpose
Control and Display Unit). The two FMGECs independently transmit this data
to the FCMCs.
Each FCMC uses the ZFW from the FMGECs and the tanks fuel weight to
calculate the aircraft GW (Gross Weight). This GW is output to the ECAM
FUEL page, and is used, in the FCMCs, to obtain the target CG from the
memorized CG versus percentage of Mean Aerodynamic Chord (MAC) CG
table.
In the same time, the FCMCs calculate the fuel weight CG using the FQI, the
pitch, roll and acceleration data from the ADIRUs (Air Data Inertial Reference
Units) 1 and 2, and the THS position from the FCDCs (Flight Control Data
Concentrators).
Then, with the ZFWCG transmitted by the FMGECs and the fuel weight CG,
the FCMCs calculate the GWCG (Gross Weight Center of Gravity).
This GWCG is output to the ECAM FUEL page. The FCMCs, in their transfer
logic part, compare the GWCG with the target CG to determine if a forward
transfer or an aft transfer is needed.
FRA US/O-7 ShM Sep 01, 2013 29|TT−XFR CTL|L3 Page 108
FUEL A340−500/600
28−27
Figure 57 Trim Tank XFR-System Control

FUEL A340−500/600
28−27
Center of Gravity (CG) Control
The FMGEC independently monitors the CG of the aircraft during automatic
operation.
If it detects that the aircraft CG is too far aft, it sends a signal ’’CG target
forward’’ to the FCMCs. The master FCMC moves the target CG forward 2.0%
MAC. This is latched until the end of the flight.
If the FMGEC detects that the CG is still aft of the new target CG, it sends a
signal to the FCMCs. The FCMCs then move the target CG forward 0.5% MAC
for 10 minutes. After 10 minutes the system goes back to normal operation.
This procedure can happen two more times until the target CG is first 4.0%
then 6.0% MAC forward of the initial position.
If the error is detected a further time, then the FCMC stops the CG control and
shows a warning to the crew. The crew then manually sets a forward transfer.
FUEL A340−500/600
28−27
Figure 58 Trim Tank XFR-System Abnormals

FUEL A340−500/600
28−27
AFT FUEL TRANSFER DESCRIPTION

General
The trim AFT transfers are used to move the A/C CG position in the AFT
direction.
The AFT transfers are automatically controlled by the FCMC.
If the CTK quantity is above a specific threshold, the fuel is moved from the
CTK to the TT by two AFT transfer pumps, via the trim pipe isolation valve and
the TT inlet valve.
If the center tank is below the threshold, an AFT transfer pump in each inner
tank moves the fuel from each inner tank to the trim tank, via the trim pipe
isolation valve and the trim tank inlet valves.
FRA US/O-7 ShM Sep 01, 2013 30|AFT−XFR|L2 Page 112

FUEL A340−500/600
28−27
Figure 59 AFT Fuel XFR from CTR Tank

FRA US/O-7 ShM Sep 01, 2013 30|AFT−XFR|L2 Page 113
FUEL A340−500/600
28−27
AFT FUEL TRANSFER AUTOMATIC OPERATION

General Center Tank to Trim Tank Fuel Transfer
The master FCMC has full control of the aircraft CG when the aircraft is above The center tank to trim tank fuel transfer uses the fuel pressure of the 2 center
25500 ft (7772 m), until the aircraft descends below 24500 ft (7468 m). left and right aft transfer pumps, the trim pipe isolation valve and the trim tank
An aft transfer can only start when all of these conditions occur at the same inlet valve.
time: When the L or R AFT XFR P/BSW is set to on, the related transfer pump is
S the calculated CG is less than the target CG minus 1.0% Mean able to operate. The selection of one of the two switches also gives the FCMCs
Aerodynamic Chord (MAC) for more than 60 seconds, control of the center tank to trim tank fuel transfer.
S the landing gear is retracted, Usually the two P/BSWs are set to on at the same time and, when the FCMCs
start an aft transfer, they have control of the trim pipe isolation valve and the
S the slats are retracted,
trim tank inlet valve.
S the trim tank is not full,
The transfer indication is displayed on the FUEL ECAM page.
S an aft transfer is not prevented,
S the inner tank fuel contents are more than 6000 kg (13228 lb) each (8000
kg if either trim tank pump has failed).
The aft transfer stops if one of these conditions occur:
S the trim tank becomes full,
S the calculated CG is greater than the target CG by 0.5% MAC,
S the fuel quantity in an inner tank decreases to less than 6000 kg (13228 lb),
S the T TK FEED switch is not at AUTO,
S the crew sets the T TANK MODE P/BSW to FWD,
S the jettison system is set to ON,
S the CTR TANK XFR P/BSW is set to MAN,
S the OUTER TK XFR P/BSW is set to MAN,
S the aircraft descends below 24500 ft (7468 m),
S the time−to−destination is reached,

S the FQI system shows fuel in the trim surge tank,
S the FQI system shows fuel in the wing surge tank,
S the trim pipe breakage is detected.
Usually only one aft transfer is made during each flight. This transfer stops
when the aft CG target is reached or the trim tank is full.
FRA US/O-7 ShM Sep 01, 2013 31|AFT−XFR Logics|L3 Page 114
FUEL A340−500/600
28−27
Figure 60 CTR to Trim Tank XFR

FUEL A340−500/600
28−27
Center To Trim Tank Transfer Logic
If the center tank is above 17000 kg, the aft transfer to the trim tank is from the
center tank.
FUEL A340−500/600
28−27
Figure 61 CTR to Trim Tank XFR-Logic

FUEL A340−500/600
28−27
Inner Tanks to Trim Tank Transfer
The inner tanks to trim tank transfer uses the fuel pressure of the inner aft
transfer pumps, the trim pipe isolation valve and the trim tank inlet valve.
When the related inner AFT XFR P/BSW is set to on, the related transfer pump
is able to operate.
The selection of one of the four switches also gives the FCMCs control of the
inner tanks to trim tank fuel transfer.
Usually the four P/BSWs are set to on at the same time and, when the FCMCs
start an aft transfer, the computers have control of the trim pipe isolation valve
and the trim tank inlet valve.
The transfer indication is displayed on the FUEL ECAM page.
Inner Tanks to Trim Tank Transfer Logic
When the content of the center tank is less than 17000 kg and the difference
between the two pairs 1 & 4 and 2 & 3 is more than 500 kg, the aft transfer to
the trim tank is from the heaviest inner tanks pair.
When the content of the center tank is less than 17000 kg and the difference
between the two pairs 1 & 4 and 2 & 3 is less than 500 kg, the aft transfer to
the trim tank is from the four inner tanks.
FUEL A340−500/600
28−27
Figure 62 INR to Trim Tank XFER-Schematic

FUEL A340−500/600
28−27
Figure 63 INR 2(3) to Trim Tank XFR-Logic

FUEL A340−500/600
28−27
Figure 64 INR (1−4) to Trim Tank XFR-Logic

FUEL A340−500/600
28−27
FWD FUEL XFER DESCRIPTION

General
The trim FWD transfers are used to move the A/C CG position in the FWD
direction.
The FWD transfers are automatically controlled by the FCMC, but a manual
FWD transfer can be initiated from the fuel panel if a failure occurs.
When a FWD transfer is necessary, the fuel is moved from the TT by two TT
transfer pumps.
If the CTK is not empty, the fuel is moved from the TT to the CTK through the
trim tank isolation valve and the auxiliary forward transfer valve.
If the CTK is empty, the fuel is moved from the TT to the inner tanks through
the TT isolation valve, the trim pipe isolation valve, the auxiliary refuel valve
and the inner tank transfer valves.
However if a manual FWD transfer is initiated, the fuel is moved to the CTK
even if empty.
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FUEL A340−500/600
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Figure 65 FWD Transfer Overview

FRA US/O-7 ShM Sep 01, 2013 32|FWD−XFR|L2 Page 123
FUEL A340−500/600
28−27
FWD FUEL XFR FUNCTIONAL OPERATION

FWD Transfer Automatic Operation Trim Tank to Center Tank Transfer
The master FCMC sends a forward transfer signal if one of these conditions If the center tank is not empty and RCT empty, the forward transfer is from the
occurs: trim tank to the center tank.
S the calculated CG is greater than the target CG (the forward transfer The trim tank to the center tank fuel transfer uses the fuel pressure of the two
continues until the calculated CG is less than the target CG minus 0.5% trim transfer pumps, the trim tank isolation valve and the auxiliary forward
MAC). transfer valve.
S the fuel contents of one of the four inner tanks decreases to 4000 kg (8818 When the L or R T TK P/BSW is set to on, the related transfer pump is
lb). controlled to operate by the FCMCs for water scavenging purposes, provided
S the FCMCs receive a 45 minutes to destination signal (one pump in the trim tank is not empty.
operation) or a 55 minutes to destination signal (two pumps in operation) Usually the two P/BSWs are set to on at the same time and, when the FCMCs
S the jettison system is set to ON start a forward transfer, the computers have control of the trim tank isolation
valve and the auxiliary forward transfer valve.
S the aircraft descends below 24500 ft (7468 m).
The transfer indication and pumps status are displayed on the FUEL ECAM
The forward transfer stops if one of these conditions occurs:
page.
S the trim pipe breakage or RCT transfer pipe damage is detected.
S one of the four inner tanks fuel content increases to 5000 kg.
S when the landing gear lever is selected down.
S when the trim tank is empty.
Trim tank empty determination is made following this process:
S when trim tank quantity is less than 160 kg and low pressure is detected in
both trim tank transfer pumps for more than 120 seconds, the FCMC stops
the pumps.
S after 60 seconds pause, the FCMC controls the pumps to run again.
S if pump low pressure is detected again for 150 seconds, the FCMC states
the trim tank empty and shuts the pumps down.
FRA US/O-7 ShM Sep 01, 2013 33|FWD−XFR OPS|L3 Page 124
FUEL A340−500/600
28−27
Figure 66 Trim to CTR Tank Automatic XFR

FUEL A340−500/600
28−27
Trim Tank to Center Tank FWD-Transfer Logic
When the center tank is not empty and the RCT is empty the forward transfer
is to the center tank.
FUEL A340−500/600
28−27
Figure 67 Trim to CTR Tank XFR-Logic

FUEL A340−500/600
28−27
Trim Tank to Inner Tanks Transfer
If the center tank and RCT are empty, the forward transfer is from the trim tank
to the inner tanks.
It uses the fuel pressure of the two trim transfer pumps, the trim tank isolation
valve, the trim pipe isolation valve, the auxiliary refuel valve and the inner
transfer valves.
When the L or R T TK P/BSW is set to on, the related transfer pump is
controlled to operate by the FCMCs for water scavenging purposes, provided
the trim tank is not empty.
Usually, the two P/BSWs are set to on at the same time and, when the FCMCs
start a forward transfer, the computers have control of the trim tank isolation
valve, the trim pipe isolation valve, the auxiliary refuel valve and the inner
transfer valves.
The transfer indication and pumps status are displayed on the FUEL ECAM
page.
The trim transfer pump stops when one of these conditions occur:
S the trim transfer pump pressure−switch has low pressure for more than 150
seconds,
S fuel is detected in the trim surge tank.
FUEL A340−500/600
28−27
Figure 68 Trim to INR Tank XFER

FUEL A340−500/600
28−27
Trim Tank to Inner Tanks FWD-Transfer Logic
When the difference between the two pairs 1 & 4 and 2 & 3 is less than 500 kg,
the forward transfer is to the four inner tanks.
FUEL A340−500/600
28−27
Figure 69 Trim to INR Tank XFR-Logic (Diff.<500kg)

FUEL A340−500/600
28−27
When the difference between the two pairs of inner tanks 1 & 4 and 2 & 3 is
more than 500 kg, the forward transfer is to the lightest pair of inner tanks.
FUEL A340−500/600
28−27
Figure 70 Trim to INR Tank XFR Logic (Diff.>500kg.)

FUEL A340−500/600
28−27
Manual FWD Transfer Operation
When a failure is detected during the automatic CG control the FCMC triggers
the FAULT light illumination in the T TK XFR P/ BSW.
When the T TANK XFR P/BSW is set to FWD, the FWD light comes on white,
the automatic FCMC CG control stops and a manual forward transfer into the
center tank starts.
The forward transfer has to be monitored to make sure that the center tank is
not overfilled, since the center tank high level protection is not active.
The following components are controlled by wiring:
S the trim transfer pumps to run,
S the trim pipe isolation valve to close,
S the auxiliary forward transfer and trim tank isolation valves to open.
When the trim tank becomes empty, the trim pumps have to be switched off
from the related P/BSWs since automatic shut off is not active.
FUEL A340−500/600
28−27
Figure 71 FWD Manual Transfer

FUEL A340−500/600
28−27
TRIM TANK FEED SWITCH SELECTIONS
General
The T TANK FEED switch has three positions: AUTO, ISOL and OPEN.
AUTO
AUTO is the usual position of the switch, which gives the FCMCs full control of
the trim transfer system, provided that the ’’FWD’’ mode switch is in the OFF
position.
OPEN
In the OPEN position, the switch overrides the FCMC trim transfer control.
By the wiring, the following valves are controlled to open:
S the trim tank inlet
S the trim tank isolation
S the auxiliary forward transfer
The trim pipe isolation valve is controlled to close. Trim tank and trim pipe fuel
then drains into the center tank. Trim tank booster pumps status is not affected
by the OPEN selection.
ISOL
In an abnormal situation, following an ECAM warning, trim transfer system
isolation can be requested by selecting the T TK FEED switch to ISOL.
In this position, the switch overrides the FCMC trim transfer control and the
manual forward transfer P/BSW.
By the wiring, the following valves are controlled to close:
S the trim tank inlet.
S the trim tank isolation.

S the auxiliary forward transfer.
S the trim pipe isolation.
Then the trim pipe is isolated at both ends.
FUEL A340−500/600
28−27
Figure 72 TT-Feed-Switch Selection [AUTO]

FUEL A340−500/600
28−27
Figure 73 TT-Feed-Switch Selection [OPEN]

FUEL A340−500/600
28−27
Figure 74 TT-Feed-Switch Selection [ISOL]

FUEL A340−500/600
28−27
Trim Pipe Isolation-, AUX FWD XFER-Valve and Actuators Trim XFER-, JET-Pumps and Pressure Switches
A trim pipe isolation valve and an auxiliary forward transfer valve, both of the Two fuel trim transfer pumps are installed horizontally and attached to the
ball valve type, are installed in the center tank and attached to the forward face forward left and right side face of the trim tank. Each pump unit is enclosed in a
of the rear spar in the center tank. The trim pipe isolation valve is installed at removable sealing case externally bolted on the trim tank forward face. The
the forward end of the fuel supply pipe to the trim tank to control all the aft impeller type pump element is driven by a 3 phase 115 VAC motor and installed
transfers and the forward transfers to the wings. The auxiliary forward transfer in the pump housing.
valve is installed in the trim pipe, in the center tank, to control the fuel flow from A 6 to 8 psi pump pressure switch is also fitted on the pump housing.
the trim tank to the center tank.
Inside the tank, 2 outlets on the pump housing connect to the trim pipe and to a
Each one is operated with a single electrical motor actuator attached to the trim tank jet pump for water scavenging purposes.
rear face of the center tank rear spar and equipped with a visual position
indicator. Transfer Pumps Check Valves
The outlet pipe from each fuel transfer pump contains a check valve.
Trim Tank Isolation Valve and Actuator
They prevent an opposite fuel flow through the pump when it is not in
A trim tank isolation valve, of the ball valve type, is installed in the fuel line from
operation.
the trim tank to the trim pipe in order to control the forward transfer of fuel from
the trim tank to the trim pipe. It is installed at the bottom of the trim tank. It is For the trim tank transfer pumps, the outlet check valve is incorporated in the
operated with an electrical motor actuator attached to the bottom skin of the pump housing.
trim tank and equipped with a visual position indicator.
Pressure Switches
Trim Tank Inlet Valve and Actuator Each transfer fuel pump has an output monitoring low pressure switch which
A trim tank inlet valve, of the ball valve type, is installed in the fuel supply pipe operates between 6 and 8 psi depending on pressure increase or decrease.
to the trim tank in order to control the flow of fuel into the trim tank. The valve is For each inner tank transfer pump, it is attached to the wing rear spar.
in the trim tank and is attached to the bottom skin of the trim tank. It is For each center tank transfer pump, it is fitted in the rear spar of the center
operated with an electrical motor actuator attached to the bottom skin of the box.
trim tank and equipped with a visual position indicator.
Aft Transfer Pumps and Canisters
The aft transfer pumps are installed in the center tank and inner tanks 1, 2, 3
and 4. When in operation, each pump supplies the fuel from its related fuel
tank to the trim transfer system and the jettison system.
Each pump is driven by a 3 phase 115 VAC motor and is enclosed in a canister
attached to the tank bottom skin.
Pumps and canisters are all assembled in the same way and are
interchangeable.
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FUEL A340−500/600
28−27
Figure 75 Trim Components

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FUEL A340−500/600
REFUEL/DEFUEL SYSTEM
28−25
28−25 REFUEL/DEFUEL SYSTEM

INTRODUCTION
General
The Refuel/Defuel system controls the flow of fuel into or out of the aircraft.
The refuel/defuel system is controlled from the refuel/defuel panel or from
thecockpit maintenance panel 285 VU optional refuel P/B.
There is a refuel/defuel coupling installed in the leading edge of the LH and RH
wings. These are the interfaces between the refuel/defuel system and the
external fuel source.
Each refuel/defuel coupling can have two refuel/defuel hoses connected to it.
Refuel
There are two different procedures to refuel the aircraft.
These are:
S the automatic pressure refuel
S the manual pressure refuel.
Defuel
There are two procedures to defuel the aircraft.
These are:
S the pressure defuel (the aircraft fuel pumps supply the fuel pressure for the
defuel)
S the suction defuel (the external defuel source supplies the suction to
remove the fuel)
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Figure 76 Refuel/Defuel System Presentation

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REFUEL SYSTEM DESCRIPTION

General System Layout
There are two different procedures to refuel the aircraft, the pressure refuel in The refuel/defuel couplings are installed in the leading edge of the left hand
automatic mode and the pressure refuel in manual mode. and right hand wings providing an interface between the refuel/defuel system
The aircraft has two refuel couplings, with two refuel hose adaptors on each and the external fuel source.
coupling. A refuel isolation valve controls the fuel supply from the refuel coupling to the
The aircraft can be refueled through one or more of the refuel hose adaptors. refuel gallery.
When four refuel hoses are in use, at a fuel pressure of 3.45 bar (50 psi), the The outer tank inlet valve controls the flow of fuel into the outer tank via the
refuel diffusers.
minimum time to pressure refuel the aircraft, from tanks empty to maximum
capacity, is approximately 38 minutes. The inner tank inlet valves independently control the flow of fuel from the refuel
gallery to each inner tank.
To fill the fuel tanks to their maximum capacity, the aircraft must be on level
A center tank inlet valve and a restrictor valve control the flow of fuel from the
ground and the Trimmable Horizontal Stabilizer (THS) set at 0 degrees. It is
refuel gallery into the center tank.
possible to refuel the aircraft on a ground slope of up to 2 degrees, or with the
An RCT inlet valve and an RCT isolation valve control the flow of fuel into the
THS in the range minus 5 degree to plus 1 degrees, but it is not possible to fill rear center tank via the refuel diffusers (A340−500 only).
to the maximum capacity.
The flow of fuel into the trim tank is done via the trim pipe isolation valve and
the trim tank inlet valve.
To increase the rate of fuel flow into the inner tanks, the refuel gallery is
connected to the main transfer gallery via the auxiliary refuel valve.
Automatic or manual refuel is normally controlled from the R/D panel using a
mode select rotary switch and a preselect toggle switch.
Optionally an automatic refuel can be initialed from the cockpit using the refuel
P/B on the maintenance panel and the MCDU for the preselection (block fuel).
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Figure 77 Refuel System Diagram

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REFUEL/DEFUEL CONTROL PANEL (990VU) HIGH LEVEL TEST
General General
The primary components on the Refuel/Defuel control panel are: When the Refuel/Defuel panel 990VU quick−release access door is open, a
S the PWR SUPPLY (normal/battery) switch, allowing refuel/defuel on door operated microswitch sends a signal to the FCMCs to supply the
batteries HOT BUS power supply if no normal supply refuel/defuel electrical circuits.
S the HIGH LEVEL TEST switch Once the Refuel/Defuel panel is powered any refuel, defuel or ground transfer
can be initiated.
S the APU EMERGENCY SHUTDOWN switch
Before a refuel or ground transfer, a HIGH LEVEL TEST must be performed.
S the PRESELECT (load select) switch, used for automatic refuel only
This test integrates a HI LEVEL light test and a valve shut off test.
S the MODE SELECT switch
S the REFUEL/DEFUEL VALVES switches Description
S the Refuel Panel Indicator (RPI) The test runs in 2 steps.
A hinged cover is installed over the part of the refuel panel which controls the S Step1:
manual operation of the refuel/defuel system. When the guarded HIGH LEVEL TEST P/B is pushed in and held, all the HI
This panel will cover the manual switches correctly only when all the switches LEVEL, OVERFLOW and FAULT lights come on and the fuel quantity,
are in the SHUT position. PRESELECT for Preselected Fuel Quantity (PFQ) and ACTUAL for Fuel
On Board (FOB) display green squares.
The tank quantities can be seen through a transparent panel in this cover.
S Step2:
When the HIGH LEVEL TEST switch is released out, the following has to be
checked:
− all HI LEVEL and OVERFLOW lights go out,
− the fuel quantity, PRESELECTED (PFQ) and ACTUAL (FOB) displays
go back to their initial condition,
− then, all the HI LEVEL lights come on for 2s if the test is successful,
− the STATUS window displays HIGH LEVEL PASS,
− then all HI LEVEL lights go out and the STATUS displays OFF.
Test Fail
During the test, if for any tank the ’’ HIGH LEVEL’’ signal is not available or the
associated valve shut−off test fails, the corresponding HI LEVEL light will not
come on for 2s, on the status window the following message could be
displayed:
S HIGH LEVEL FAIL
S VLV FAILED OPEN
In any of these cases, the refuel operation will be aborted.
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Figure 78 Control Panel (990VU)

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Figure 79 Control Panel High Level Test

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Figure 80 Control Panel High Level Test Fail

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COCKPIT AUTOMATIC REFUEL
Procedure
Optionally, it is possible to perform an automatic refuel from the cockpit. The
necessary total fuel quantity must be entered via the MCDU as a block fuel on
INIT PAGE 2.
The quantity must be a minimum of 200 kg (440lb) more than the Fuel On
Board (FOB) quantity shown on the FUEL ECAM page.
On the cockpit maintenance panel 285 VU, when the FUEL REFUEL P/B is
pressed in, the ON white light comes on and the master FCMC performs an
automatic HIGH LEVEL test.
Then, if the test is OK, the FCMC starts the automatic refuel.
If the HIGH LEVEL test fails, the green END light will flash in the P/B.
Each wing is also provided with a ’’READY FOR REFUEL’’ light close to the
Refuel/defuel coupling for bowser operator indication that a cockpit refuel is in
progress.
When both the block fuel and cockpit FUEL REFUEL P/B have been selected,
the message COCKPIT REFUEL, on the Refuel/Defuel panel STATUS
window, is displayed, showing that cockpit refuel is selected and has priority
over the Refuel/Defuel panel.
At the same time, both ’’READY FOR REFUEL’’ lights are illuminated at the
coupling. Bowser fuel pressure can be established.
When the refuel is complete and correct, the green END light comes on the
FUEL REFUEL P/B.
On the status window of the Refuel/ Defuel panel the COCKPIT END message
is displayed and both ’’READY FOR REFUEL’’ lights go off.
In case of failure detected during the automatic refuel the FCMC will abort the
refuel and make the END and both ’’READY FOR REFUEL’’ lights flash on the
FUEL REFUEL P/B and at the couplings.
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Figure 81 Cockpit Automatic Refueling (optional)

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REFUEL SYSTEM OPERATION

AUTOMATIC PRESSURE REFUELING
General
During an automatic refuel and after the HIGH LEVEL test, the PRESELECT
switch is used to preselect the fuel quantity which is shown in the PRESELECT
window of the Refuel Panel Indicator (RPI).
To initiate a refuel, this quantity must be set to a greater value than the
ACTUAL indication by more than 200 kg (440 lb).
Description
The FCMCs receive this preselection and refer to the memorized post refuel
distribution chart to select the tanks to be refuelled and to calculate their
respective fuel quantity target.
When the MODE SELECT switch is set to AUTO REFUEL, the master FCMC
supplies 28VDC to the refuel/defuel isolation valve solenoids. When a refuel
pressure is supplied, the isolation valves hydraulically open and connect the
fuel to the refuel/defuel gallery.
The message AUTO REFUEL is displayed in the STATUS window.
Then, the master FCMC controls all the tank inlet valve relays involved in the
refuelling from the distribution chart.
In order to decrease the refuelling time, the FCMC opens the auxiliary refuel
valve to connect the main transfer gallery to the refuel/defuel gallery, allowing
the fuel to flow in two different galleries at the same time.
The necessary inner tank transfer valves are also opened to supply the inner
tanks.
As the individual tank fuel quantity increases, the FCMC will close the
associated valves when the fuel tank quantity target is reached.

At the end of the refuel, END is displayed on the STATUS section of the display
panel indicating a complete successful refuelling. The MODE SELECT switch
is set to OFF and the refuel isolation valves close.
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Figure 82 Automatic Pressure Refuel Operation

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REFUELING PROBLEMS
Difference between Actual and Preselected
If the difference between the ACTUAL fuel load and the PRESELECTED fuel
load is more than 200 kg (440 lb), 5 seconds after the refuel is completed, the
status window will display the associated failure message:
S TANK FQ > TARGET
S TANK FQ < TARGET
S FOB BELOW PFQ
S FOB ABOVE PFQ
Automatic Refueling Abort

An automatic refuel can be aborted by the FCMC if any of the following
conditions is met:
S Any refuel valve targeted to open in auto refuel has failed shut
S Any refuel valve commanded shut has failed open
S Any tank Fuel Quantity Indicating is failed
S Any surge tank is determined wet
S Either jettison valve position is determined open or unknown
S Any cockpit overhead panel fuel switch is inappropriately selected:
− Center tank transfer override P/B set to MAN
− Outer tank transfer override P/B set to MAN
− Rear center tank transfer override P/B set to FWD (A340−500 only)
− Trim tank transfer override P/B set to FWD
− Trim tank feed switch set to ISOL or OPEN
S Center tank inlet valve and restrictor valve detected failed open and center
tank is at high level.
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Figure 83 Refueling Abnormals

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Auto Refueling Checklist
An AUTO REFUEL CHECKLIST has been issued by Airbus Customer Support
Engineering department (under ref. SEE21−2006−100182) as maintenance
aids.
It provides recommendations for auto refuel preparation and procedure and
gives trouble shooting guidelines in accordance with TSM tasks in case of
abort of refueling process.
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Figure 84 Auto Refueling Checklist

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MANUAL PRESSURE REFUELING
Description
At the Refuel/Defuel panel, the MODE SELECT switch is set to MANUAL
REFUEL and sends a signal to the FCMC, which connects a 28VDC supply to
the solenoid of the refuel isolation valves. The solenoid is energized and, when
a refuel pressure is supplied, the refuel isolation valves open.
The message MANUAL REFUEL is displayed on the Refuel/Defuel panel
STATUS window. In this mode, the preselection is not used and the related
window is blanked. The necessary REFUEL/DEFUEL VALVES switches are
set to OPEN.
The master FCMC controls, in turn, the associated inlet or transfer valve
relays.
Each inlet valve can be closed manually, by moving the related
REFUEL/DEFUEL VALVES switch to SHUT, but the FCMC automatically
closes the valve when the related Fuel Quantity Indicator (FQI) system
indicates a hi−level.
All the selected fuel tanks are normally refueled at the same time, except when
the FCMC applies the overbalance protection.
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Figure 85 Manuel Refuel Selection

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Balance Protection
To keep a safe longitudinal balance, the trim tank inlet valve will not open
unless one of these conditions is met:
S each inner tanks 2 and 3 fuel quantity is more than 12250 kg (2700 lb.),
S the inner tanks 2 and 3 inlet valves are open (2 and 3 filling),
S the center tank has more than 20400 kg (44975 lb.) of fuel,
S the inlet valve for the center tank is open,
S the trim tank fuel quantity is less than 1000 kg (2200lb).
At the end of the refuel, the MODE SELECT switch is set to OFF, the refuel
isolation valves close and ’’OFF’’ shows in the STATUS window.
Manual Refueling Abort

A manual refuel can be aborted by the FCMC if any of the following conditions
is met:
S any surge tank is determined wet,
S either jettison valve position is determined open or unknown.
S any cockpit overhead panel fuel switch is inappropriately selected:
− Center tank transfer override P/B set to MAN,
− Outer tank transfer override P/B set to MAN,
− Rear center tank transfer override P/B set to FWD (A340−500 only),
− Trim tank transfer override P/B set to FWD,
− Trim tank feed switch set to ISOL or OPEN.
S Center tank inlet valve and restrictor valve detected failed open and center
tank is at high level.
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Figure 86 Manuel Refueling (Example)

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DEFUEL SYSTEM DESCRIPTION

General If a pressure defuel is required to empty completely any inner tank, it is not
There are two procedures to defuel the aircraft: adequate to use the corresponding AFT transfer pump otherwise 3500 kg of
fuel will remain in the inner tank.
S PRESSURE DEFUELING This is due to the position of the AFT transfer pumps in the inner tanks.
by means of the aircraft fuel pumps In such a case, the engine booster pumps must be used.
S SUCTION DEFUELING It is to be noted that engine booster pump can empty its collector cell faster
than the collector cell can fill. It is therefore required to monitor each collector
using an external suction defuel source cell fuel quantity on MCDU via the FCMC/REFUEL PARAMETERS, page 3/4.
The collector cells fuel quantity is automatically displayed on ECAM if one or
Pressure Defueling
more collector cells drop below 600 kg. Close the corresponding X−feed valve
To perform a pressure defuel, on the Refuel/Defuel panel: to stop the transfer if the collector cell quantity drops below 500 kg.
S the MODE SELECT switch is set to DEFUEL, Let the collector fill again before to continue the transfer.
S ”DEFUEL” shows in the STATUS window. Pressurized by the pumps, the fuel will flow to the coupling through the
In the cockpit: Refuel/Defuel gallery.
S the appropriate main, standby, transfer, aft transfer or trim tank fuel pumps When the fuel quantity in either inner tank 2 or 3 decreases to 5000 kg the
are set to on, corresponding intertank transfer valve automatically opens.
S the necessary crossfeed valves P/B must be selected. The fuel from the outer tank then flows into the inner tank.
If the trim tank or RCT is to be defuelled, on the Refuel panel the The defuelling process can be monitored on the System Display FUEL page.
corresponding switch must be set to the OPEN position in order to open the NOTE: Do not let any fuel pumps operate for more than 15 minutes with its
corresponding isolation valve and pipe isolation valve. FAULT light on. This is to prevent any damage to the fuel pump.
Before starting the operation, the FCMCs will first check that all valves are shut At the end of the pressure defuel operation, the MODE SELECT switch must
to prevent any hazardous overflow condition since in this mode the high level be set to OFF.
shut−off function is not active.
According to the cockpit selections, the master FCMC will now control the
necessary valves (Refuel/Defuel isolation valves and defuel valve) and pumps,
providing the following conditions are not met:
total inner tanks quantity is less than 32000 kg,
trim tank quantity is more than 500 kg.
This will prevent an overbalance condition.
The pressure defuel of center tank is not possible using the center tank transfer
pumps because of the check valve fitted upstream of to the auxiliary refuel
valve. It is necessary to use the AFT transfer pumps.
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Figure 87 990 VU Pressure Defueling

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Figure 88 Pressure Defueling Overview

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Figure 89 Pressure Defueling Cockpit

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Suction Defueling
It is possible to suction defuel all of the fuel tanks.
To do this from the Refuel/Defuel panel:
S the MODE SELECT switch is set to DEFUEL,
S ”DEFUEL” shows in the STATUS window,
S the necessary fuel tank inlet valves are set to OPEN.
In the cockpit, all the pumps P/Bs must be OFF on the FUEL panel.
The FCMCs check this previous condition before triggering the suction defuel
mode.
Then, the master FCMC controls the Refuel/Defuel isolation valve solenoids
allowing the valves to open by the bowser suction.
Each selected Refuel/Defuel panel inlet valve is controlled OPEN by the FCMC
provided the following conditions are not met:
S if the trim tank has been selected, both the trim pipe isolation valve and trim
tank inlet valve are open,
S if the CTR tank is to be defuelled, the associated restrictor valve stays in the
restricted position to prevent overbalance.
The suction defuel operation is monitored on the Refuel/Defuel panel.
When completed, the MODE SELECT switch is set back to OFF, ”OFF” shows
in the STATUS window and the REFUEL/DEFUEL VALVES switches are set
back to SHUT.
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Figure 90 Suction Defueling

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Refuel/Defuel Coupling
Each refuel/defuel coupling is attached to the forward face of the wing front
spar.
Access to the refuel/defuel coupling is through a hinged door in the bottom of
the leading edge.
At one end of the coupling is a mounting flange for attachment to the aircraft.
At the other end, two refuel adaptors are installed.
Each refuel adaptor has a refuel coupling cap attached to it with a lanyard.
Refuel Isolation Valve
The refuel isolation valve is electrically controlled via a solenoid and is
hydraulically operated.
When the valve is energized and a refuel pressure is supplied, the isolation
valve opens.
The isolation valve has a manual override button that can be used to open the
valve in case of electrical or solenoid failure.
The refuel isolation valve is installed in the center of each refuel/defuel
coupling.
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Figure 91 Refuel/Defuel Coupling

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Center Tank Restrictor Valve Auxiliary Refuel Valve and Actuator
The center tank refuel restrictor valve, of the ball type, is located immediately The auxiliary refuel valve, of a ball type, installed in the center tank and
downstream of the center−tank inlet valve. attached to the forward face of the rear spar.
Its function is to restrict fuel flow into the center tank during a refuel and thus It is operated with a single electrical motor actuator attached to the bottom skin
prevent an overpressure of the center tank structure, if the inlet valve does not of the center tank and equipped with a visual position indicator.
close. During a defuel, the valve is in the restricted position. It connects the refuel gallery to the main transfer gallery during refuelling and
The valve is installed in the center tank and attached to the forward face of the ground transfer.
rear spar. It is operated with a single electrical motor actuator attached to the
rear face of the rear spar and equipped with a visual position indicator. Defuel Valve and Actuator
The defuel valve, of a ball type, installed in the center tank and attached to the
RCT Isolation Valve (A340-500 only) top of the bottom skin.
A rear center isolation valve is installed on the front face of the rear spar of the It is operated with a single electrical motor actuator attached to the bottom skin
center tank. It is controlled via an electrical actuator fitted on the rear face of of the center tank and equipped with a visual position indicator.
the CTR TK 5 (A340−500 only).
During a pressure defuel or ground transfer operation the defuel valve is used
Trim Inlet Valves and Actuators to connect the engine feed gallery to the refuel/defuel gallery.
All inlet valves are of the ball type and are operated by a single DC motor
actuator fitted with a visual open/close indicator. They are connected to the
refuel/defuel gallery and allow fuel distribution to the various tanks by dedicated
supply lines.
Two inlet valves, one for each outer tank left and right, are installed
respectively in inner tanks 1 and 4 and attached to the forward face of the wing
rear spar. The actuators are fitted on the opposite side of the spar.
An inlet valve is installed in the fuel supply line to both inner tanks 1 and 4.
These valves are fitted in inner tanks 1 and 4 and attached to the forward face
of the wing rear spar. Their actuators are attached to the rear face of the wing
rear spar.
Two inlet valves, one for inner tank 2 and one for inner tank 3, are installed in
the center tank and attached to the forward face of the rear spar and their
actuators to the rear face.
A center tank inlet valve is installed in the center tank and attached to the
forward face of the rear spar. Its actuator is fitted to the rear face.
A rear center tank inlet valve is installed in the rear center tank and attached to
the rear face of the front spar. Its actuator is fitted to the front face (A340−500
only).
A trim tank inlet valve is attached in the trim tank to the bottom skin.
Its actuator is fitted under the bottom skin.
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Figure 92 Refuel/Defuel Components Overview

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GROUND TRANSFER DESCRIPTION

General
Through the Refuel/Defuel panel and the cockpit fuel panel selection, fuel can
be transferred from tank to tank except to the trim tank and the RCT
(A340−500 only).
Refuel/Defuel isolation valves are closed.
Pumps, inlet valves, auxiliary refuel valves, inner tank transfer valves and
defuel valve are used to operate the transfer.
Both the Refuel/Defuel gallery and the main transfer gallery can supply the
transfer.
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Figure 93 GND XFR-System Diagram

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GROUND TRANSFER OPERATION

General
The ground transfer from tank to tank can be initiated from the Refuel/Defuel Depending on the cockpit and the Refuel/Defuel panel selections, the master
panel except to the trim tank. FCMC controls:
In this mode, the FCMC does not energize the Refuel/Defuel isolation valves S the corresponding pumps (except the main and standby) to run,
and keeps the trim tank inlet valve closed. S for the inner tanks, the associated inlet valves and transfer valves to open,
The FCMC high level protection is active. S for the outer tanks, the associated inlet valves to open,
Before you do a ground transfer from the rear center tank (A340−500 only) , S for the center tank, both the restrictor and inlet valve to open,
make sure that there is enough space in the center tank to receive the fuel.
S for the rear center tank, the associated inlet valves to open,
During the transfer, you must monitor the contents of the center tank to prevent
S the auxiliary refuel valve to open,
a spillage.
S the defuel valve to open if any of the main or standby pumps is selected.
Description To stop the transfer, either the REFUEL/DEFUEL VALVES switches have to be
To initiate a ground transfer, cockpit and Refuel/Defuel panel action is normally SHUT or the supplying tank pumps must be selected OFF.
necessary.
On the Refuel/Defuel panel:
S the MODE SELECT is set to TRANSFER,
S ’’TRANSFER’’ shows in the STATUS window,
S the REFUEL/DEFUEL VALVES switch for the tank to be refueled, except
trim tank, must be selected OPEN.
In the cockpit:
S the pumps for the tank supplying the transfer must be selected ON (main,
standby, transfer pumps),
S if the main or standby pumps are used, the X FEED valves P/B have also to
be selected.

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Figure 94 GND-XFR CTR→INR 1,2 (Example)

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Ground Transfer from Trim Tank to Inner Tanks (1−4)
A ground transfer from the trim to any tank, can also be performed from the
Refuel/Defuel panel.
In this case, all the center and inner pumps (main, standby, transfer) must be
selected OFF.
On the Refuel/Defuel panel:
S the MODE SELECT switch is set to TRANSFER,
S trim tank REFUEL/DEFUEL VALVES switch is set to OPEN,
S the associated receiving tank REFUEL/DEFUEL VALVES switches have to
be open.
Then in the cockpit, the ground transfer from the trim to that tank will start
when any of the trim booster P/Bs are selected ON.
The master FCMC opens the trim tank isolation valve and the trim pipe
isolation valve, then controls the selected pumps to run.
The transfer can be monitored on the ECAM system Display FUEL page and
will be stopped when the trim tank booster pump is set to OFF or
MODE SELECT to OFF.

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Figure 95 GND-XFR TT→INR 1–4 (Example)

FUEL A340−500/600
JETTISON SYSTEM
28−31
28−31 JETTISON SYSTEM

PRESENTATION
General
The jettison system is used to dump fuel overboard to decrease the aircraft
gross weight before landing.
The jettison system operation can only be initiated manually, but it can be
stopped manually or automatically.
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JETTISON SYSTEM
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Figure 96 Jettison System Presentation

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JETTISON SYSTEM
28−31
JETTISON SYSTEM DESCRIPTION

Activation
The system is activated by means of two dedicated guarded P/Bs, ARM and
ACTIVE, located on the cockpit overhead panel 211 VU.
Up to ten transfer pumps can be automatically started to provide the fuel flow
from the fuel tanks to the refuel gallery.
If there is fuel in the trim tank, a forward fuel transfer occurs.
The fuel flows through the two jettison valves, the jettison pipes and overboard.
The output−rate is approximately 1600 kg (3520 lb) per minute.
Stopp
The system can be manually stopped by the crew through the P/Bs, or
automatically if the Fuel Control and Monitoring Computer (FCMC) stops the
operation at a pre−set jettison final gross weight.
The fuel dumping will also stop when the inner tanks will individually drop to
about 3,5 tonnes, due to aft inner tank transfer pump installation.
The ECAM provides jettison system data to the crew.

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JETTISON SYSTEM
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Figure 97 Jettison System Diagram

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JETTISON SYSTEM
28−31
JETTISON SYSTEM OPERATION

Description Stop of System
On the fuel control panel, 211 VU, when the two jettison P/Bs are set to ON The operation of the jettison system continues until one of these conditions
and the Fuel Quantity Indicating system (FQIs) for the inner tanks shows a occurs:
sufficient fuel level: S The crew manually stops the operation by releasing out either any of the
S White ON lights come on the P/Bs. JETTISON ARM or JETTISON ACTIVE P/B
S The FCMS connects a 28VDC supply to the actuators which operate, and S The aircraft gross weight decreases to a pre−set Jettison Final Gross
the jettison valves open. Weight entered by the crew on the Multipurpose Control and Display Unit
S If fuel is in the center tank, the two aft transfer pumps supply fuel from the (MCDU) in fuel prediction page.
center tank. S The fuel pressure from the aft transfer pumps becomes low and FQIs
S The RCT transfer valve and the RCT isolation valve open and the RCT indicate a total fuel quantity in the inner tanks less than 14000 kg (31000
pumps supply fuel to the refuel gallery (A340−500 only). lb.).
S The four inner tank transfer pumps supply fuel from the inner tanks. The ECAM FUEL page displays the jettison, the aft transfer pumps and the
transfer status indications.
S If open, the trim pipe isolation valve and all the fuel tank inlet valves close.
S The auxiliary refuel valve and the defuel valve close. Abnormal Operation
S The intertank fuel transfer valves open and let fuel go from the outer tanks VALVE NOT OPEN
to the inner tanks 2 and 3. When Jettison operation is selected and one of the jettison valves is not open,
S If there is fuel in the trim tank, the trim tank pumps supply fuel from the trim a JETTISON FAULT warning is triggered on the ECAM.
tank to the Refuel/Defuel gallery.
VALVE NOT CLOSED
S If there is fuel in the RCT tank, the RCT tank pumps supply fuel from the
When the system is not ON and one of the jettison valves is not closed, a
RCT (A340−500 only).
JETTISON NOT CLOSED warning is triggered on the ECAM.
The fuel, from the inner, center, RCT (only A340−500), and trim tanks, then
flows through the jettison valves, the jettison pipe in the No 4 flaptrack fairing
and overboard.
As soon as one of the jettison valves is open, the related actuator closed limit
switch triggers the green OPEN light in the ACTIVE P/B.

FUEL A340−500/600
JETTISON SYSTEM
28−31
Figure 98 Jettison System Schematic

FUEL A340−500/600
JETTISON SYSTEM
28−31
Figure 99 Jettison System Abnormals (1)

FUEL A340−500/600
JETTISON SYSTEM
28−31
Figure 100 Jettison System Abnormals (2)

FUEL A340−500/600
JETTISON SYSTEM
28−31
JETTISON SYSTEM COMPONENTS

Jettison Valves and Actuators
In each inner tank 1 and 4, a jettison valve, attached to the rear spar between
rib 16 and rib 17, is installed in a fuel line from the refuel gallery.
The valve is of the ball type and controls the flow of fuel from the refuel gallery
to the jettison pipe.
Each valve is driven by a dual electrical motor actuator powered by 2 different
power supplies. The actuator is fitted with a visual indicator.
FRA US/O-7 ShM Sep 01, 2013 45|Jettison Comps|L3 Page 186
FUEL A340−500/600
JETTISON SYSTEM
28−31
Figure 101 Jettison System Components

FUEL A340−500/600
JETTISON SYSTEM
28−31
Jettison Pipe and Outlet
The jettison pipe goes from the jettison valve, through the No. 4 flap track
fairing, to a position behind the flap track fairing.
In the right wing, the jettison pipe is divided into two smaller pipes for a short
distance.
The jettison pipe outlet is installed in the middle position between the inboard
and outboard engine. This is so that during a jettison operation the fuel will not
touch the aircraft fuselage or the Trimmable Horizontal Stabilizer (THS).
An anti−corona discharge assembly is installed at the outlet of the jettison pipe.
This assembly is made from a material that has no metal in it.
Thus all electrical discharge effects occur in the metal part of the pipe. But the
fuel comes out safely downstream through the composite part of the pipe.
FUEL A340−500/600
JETTISON SYSTEM
28−31
Figure 102 Jettison Valve and Pipes

FUEL A340−500/600
FUEL CONTROL & MONITORING SYSTEM
28−51
28−51 FUEL CONTROL & MONITORING SYSTEM

DESCRIPTION
MCDU FUEL PAGES
General Pump/Valves Test
The SYSTEM REPORT/TEST function of the CMS ground menu on the The PUMPS/VALVES TEST lets you manually operate all the specified fuel
MCDU, gives access, to an interactive mode which permits the retrieval of fuel control valves and fuel transfer pumps that are normally FCMC controlled.
system troubleshooting data and the initiation of fuel system tests. You cannot do the test during refuel, defuel or ground transfer.
The fuel system tests enable you: If you press the RETURN key during the test:
S to perform a check to make sure that the fuel system LRUs are S the test will stop
unserviceable before their removal from the system, S the valves/pumps will go back to their initial status (when the test started)
S to make sure that system operation is correct after the fuel system LRUs S the test close−up page will show.
are replaced. The initial sequence of the test menu pages lets you set the necessary FCMC
and CONFIRM START OF TEST.
Description When this occurs a valves test page will be shown. This gives the names of
From the main menu of the related SYSTEM REPORT TEST page it is four valves and identifies their status.
possible to set the FUEL system to enter into the FCMC menu. The status can be:
Tests can be performed through FCMC 1 or 2. Normally FCMC 1 is the master S NORMAL OPEN
computer and FCMC 2 is the slave computer.
S NORMAL SHUT
The FCMC is a type 1 computer with GND SCANNING. In addition, the FCMC
system page allows the operator to perform the following specific functions: S FAILED OPEN
S the SYSTEM TEST to check the FCMC and fuel components, S IN TRANSIT
S the PUMPS/VALVES TEST to check the operational pumps and valves S FAILED SHUT
control, The adjacent line keys let you operate the applicable valve. When a line key is
S the FUEL DATA for fuel parameters data display. pressed, the display will change automatically to show the new status of the
valve.
When the test on the valves shown is complete you can press the page down
key (on the MCDU keyboard) to go to the next valves page.
When all the valve test pages have been shown, a number of pages are shown
for the transfer pumps.
You can only operate the transfer pumps from the test page when they are set
to ON at the fuel panel 245VU.
FRA US/O-7 ShM Sep 01, 2013 46|FCMS|L2 Page 190

FUEL A340−500/600
28−51
Figure 103 FCMS Diagram

FUEL A340−500/600
28−51

Figure 104 FCMC Menu

FUEL A340−500/600
28−51
FCMC 1 FCMC 1
PUMPS/VALVES TEST PUMPS/VALVES TEST
XFR PUMPS ONLY TESTED XFR PUMPS ONLY TESTED
CAUTION: PUMP/VALVE OPS CAUTION: PUMP/VALVE OPS
MAY CAUSE FUEL MOVEMENT/ MAY CAUSE FUEL MOVEMENT/
SPILLAGE OR A/C TO SPILLAGE OR A/C TO
OVERBALANCE DURING TEST OVERBALANCE DURING TEST
CONFIRM START OF TEST
START TEST
RETURN PRINT* RETURN PRINT*
DUMP: SEND: DUMP: SEND:
FCMC 1 FCMC 1
PUMPS/VALVES TEST PUMPS TEST 1/3
TEST SELECTION SEL PUMP P/B TO OPERATE
INR 1 AFT XFR
PUMPS TEST P/B OFF
VALVES TEST INR 2 AFT XFR
P/B OFF
INR 3 AFT XFR
P/B OFF
INR 4 AFT XFR
P/B OFF
RETURN PRINT* RETURN PRINT*
DUMP: SEND: DUMP: SEND:
Figure 105 Pump Test Menu (Example)

A340−5/6 28 B12/D−23
TABLE OF CONTENTS
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 INR TANK 2 AND 3 FWD FUEL XFR OPERATION . . . . 102
FUEL XFR-SYSTEM COMPONENT DESCRIPTION . . 104
28−10 STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 28−27 TRIM TANK TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . 106
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
28−11 TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRIM TANK TRANSFER SYSTEM OPERATION . . . . . . 108
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 AFT FUEL TRANSFER DESCRIPTION . . . . . . . . . . . . . . 112
28−40 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 AFT FUEL TRANSFER AUTOMATIC OPERATION . . . . 114
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FWD FUEL XFER DESCRIPTION . . . . . . . . . . . . . . . . . . 122
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 10 FWD FUEL XFR FUNCTIONAL OPERATION . . . . . . . . 124
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 140
ECAM INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 28−25 REFUEL/DEFUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 142
ECAM INDICATION FUNCTIONAL OPERATION . . . . . 26 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
28−12 TANK VENTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 32 REFUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . 144
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 32 REFUEL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . 152
FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 34 DEFUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . 162
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 168
28−21 MAIN FUEL PUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 38
GROUND TRANSFER DESCRIPTION . . . . . . . . . . . . . . 172
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
GROUND TRANSFER OPERATION . . . . . . . . . . . . . . . . 174
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 28−31 JETTISON SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
28−22 APU FUEL PUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 62
JETTISON SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . 180
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
JETTISON SYSTEM OPERATION . . . . . . . . . . . . . . . . . . 182
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 64
JETTISON SYSTEM COMPONENTS . . . . . . . . . . . . . . . 186
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
28−51 FUEL CONTROL & MONITORING SYSTEM . . . . . . . . . 190
28−26 MAIN TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 72
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
MAIN TRANSFER SYSTEM DESCRIPTION . . . . . . . . . 74
CTR TO INR TANK XFR DESCRIPTION . . . . . . . . . . . . . 76
CTR TO INR TANK XFR OPERATION . . . . . . . . . . . . . . . 78
REAR CTR TO CTR TANK XFR DESCRIPTION . . . . . . 88
REAR CTR TO CTR TANK XFR OPERATION . . . . . . . . 90
OUTR TO INR TANK XFR DESCRIPTION . . . . . . . . . . . 94
OUTR TO INR TANK XFR OPERATION . . . . . . . . . . . . . 96
INR TANK 2 AND 3 FWD FUEL XFR DESCRIPTION . . 100
Page i
A340−5/6 28 B12/D−23
TABLE OF CONTENTS
Page ii
A340−5/6 28 B12/D−23
TABLE OF FIGURES
Figure 1 Fuel Tank Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Shutdown Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 2 Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Figure 37 Feeding Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 3 Storage 340−600 High Gross Weight . . . . . . . . . . . . . . . . . . . . . 5 Figure 38 Main Transfer System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 4 Tanks General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 39 Main Transfer System Schematic . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 5 Fuel Quantity Indicating Pesentation . . . . . . . . . . . . . . . . . . . . . 9 Figure 40 CTR to INR Tank XFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 6 Fuel Quantity Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 41 CTR to INR Tank XFR (>17t) . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 7 Fuel Quantity Indicating Operation . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 42 CTR to INR Tank XFR (<17t) . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Figure 8 FPMU + SACU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 43 Inner Tanks Equal Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 9 Fuel Data Concentrators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 44 CTR Tank Empty Determination . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 10 Refuel Panel Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 45 CTR to INR Tank XFR (Workaround) . . . . . . . . . . . . . . . . . . . . 85
Figure 11 MLI and Pitch/Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 46 CTR to INR Tank Manual XFR . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 12 List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 47 Rear CTR to CTR Tank XFR Diagram . . . . . . . . . . . . . . . . . . . 89
Figure 13 ECAM Fuel Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 48 Rear CTR to CTR Tank Auto-XFR . . . . . . . . . . . . . . . . . . . . . . 91
Figure 14 Valve Position Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 49 Rear CTR to CTR Tank Manual-XFR . . . . . . . . . . . . . . . . . . . . 93
Figure 15 Pump and Transfer Indication . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 50 OUTR to INR Tank XFER Diagram . . . . . . . . . . . . . . . . . . . . . . 95
Figure 16 Quantity Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 51 OUTR to INR Tank XFR-Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 17 Tank Venting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 52 OUTR to INR Tank Manual XFR . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 18 Tank Venting Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 53 INR Tank 2(3) FWD-XFR Diagram . . . . . . . . . . . . . . . . . . . . . . 101
Figure 19 Tank Venting Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 54 INR Tank 2(3) FWD-XFR Schematic . . . . . . . . . . . . . . . . . . . . 103
Figure 20 Engine Feeding Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 55 Main XFR-System Components . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 21 Engine Feeding System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 56 Trim Tank XFR-System Diagram . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 22 Crossfeed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 57 Trim Tank XFR-System Control . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 23 Engine Feeding Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 58 Trim Tank XFR-System Abnormals . . . . . . . . . . . . . . . . . . . . . . 111
Figure 24 ENG Feeding System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 59 AFT Fuel XFR from CTR Tank . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 25 Abnormal Feeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 60 CTR to Trim Tank XFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 26 LP Valve Operation MS ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 61 CTR to Trim Tank XFR-Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 27 MS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 62 INR to Trim Tank XFER-Schematic . . . . . . . . . . . . . . . . . . . . . 119
Figure 28 LP Valve Operation (Fire) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 63 INR 2(3) to Trim Tank XFR-Logic . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 29 X-Feed Emergency Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Figure 64 INR (1−4) to Trim Tank XFR-Logic . . . . . . . . . . . . . . . . . . . . . . 121
Figure 30 Manual Crossfeed Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 65 FWD Transfer Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 31 Feeding Components (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 66 Trim to CTR Tank Automatic XFR . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 32 Feeding Components (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 67 Trim to CTR Tank XFR-Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 33 APU Fuel Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 68 Trim to INR Tank XFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 34 APU Fuel Feeding System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 69 Trim to INR Tank XFR-Logic (Diff.<500kg) . . . . . . . . . . . . . . . 131
Figure 35 APU Feed Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 70 Trim to INR Tank XFR Logic (Diff.>500kg.) . . . . . . . . . . . . . . . 133
Page i
A340−5/6 28 B12/D−23
TABLE OF FIGURES
Figure 71 FWD Manual Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 72 TT-Feed-Switch Selection [AUTO] . . . . . . . . . . . . . . . . . . . . . . 137
Figure 73 TT-Feed-Switch Selection [OPEN] . . . . . . . . . . . . . . . . . . . . . . 138
Figure 74 TT-Feed-Switch Selection [ISOL] . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 75 Trim Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 76 Refuel/Defuel System Presentation . . . . . . . . . . . . . . . . . . . . . 143
Figure 77 Refuel System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 78 Control Panel (990VU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 79 Control Panel High Level Test . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Figure 80 Control Panel High Level Test Fail . . . . . . . . . . . . . . . . . . . . . . 149
Figure 81 Cockpit Automatic Refueling (optional) . . . . . . . . . . . . . . . . . . 151
Figure 82 Automatic Pressure Refuel Operation . . . . . . . . . . . . . . . . . . . 153
Figure 83 Refueling Abnormals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 84 Auto Refueling Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 85 Manuel Refuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 86 Manuel Refueling (Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 87 990 VU Pressure Defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 88 Pressure Defueling Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Figure 89 Pressure Defueling Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 90 Suction Defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 91 Refuel/Defuel Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Figure 92 Refuel/Defuel Components Overview . . . . . . . . . . . . . . . . . . . . 171
Figure 93 GND XFR-System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 94 GND-XFR CTR”INR 1,2 (Example) . . . . . . . . . . . . . . . . . . . . . 175
Figure 95 GND-XFR TT”INR 1–4 (Example) . . . . . . . . . . . . . . . . . . . . . . 177
Figure 96 Jettison System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 97 Jettison System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 98 Jettison System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 99 Jettison System Abnormals (1) . . . . . . . . . . . . . . . . . . . . . . . . . 184
Figure 100 Jettison System Abnormals (2) . . . . . . . . . . . . . . . . . . . . . . . . 185
Figure 101 Jettison System Components . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 102 Jettison Valve and Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 103 FCMS Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 104 FCMC Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
Figure 105 Pump Test Menu (Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Page ii
A340−5/6 28 B12/D−23
TABLE OF FIGURES
Page iii
A340−5/6 28 B12/D−23
TABLE OF FIGURES
Page iv

A340-500/600 Airbus: Fuel 28

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A340-500/600 Airbus: Fuel 28

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FRA US/O-7 ShM Sep 01, 2013 ATA DOC Page 1

The total fuel capacity of the 340−600 is 195178 liter

FRA US/O-7 ShM Sep 01, 2013 01|Storage|L1 Page 2

Figure 1 Fuel Tank Layout

Figure 3 Storage 340−600 High Gross Weight

into the inner tanks.

FRA US/O-7 ShM Sep 01, 2013 02|Tanks|L2 Page 6

Figure 4 Tanks General

FRA US/O-7 ShM Sep 01, 2013 03|Indication|L1 Page 8

Figure 5 Fuel Quantity Indicating Pesentation

FRA US/O-7 ShM Sep 01, 2013 04|Indication|L2 Page 10

Figure 6 Fuel Quantity Indicating System

the changes in temperature.

FRA US/O-7 ShM Sep 01, 2013 05|Indication|L3|B2 Page 12

Figure 7 Fuel Quantity Indicating Operation

Stand Alone Compensator Unit (SACU)

FRA US/O-7 ShM Sep 01, 2013 05|Indication|L3|B2 Page 14

Figure 8 FPMU + SACU

S fuel data from the 2 FDCs

FRA US/O-7 ShM Sep 01, 2013 05|Indication|L3|B2 Page 16

FUEL DATA CONCENTRATOR

Figure 9 Fuel Data Concentrators

RPI (Refuel Panel Indicator)

S the preselected quantity

FRA US/O-7 ShM Sep 01, 2013 06|Ind−Comps|L3 Page 18

Figure 10 Refuel Panel Indicator

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Figure 11 MLI and Pitch/Roll

FRA US/O-7 ShM Sep 01, 2013 06|Ind−Comps|L3 Page 22

FRA US/O-7 ShM Sep 01, 2013 07|ECAM|L2 Page 24

Figure 13 ECAM Fuel Page

ECAM INDICATION FUNCTIONAL OPERATION

FRA US/O-7 ShM Sep 01, 2013 08|ECAM|L3|B2 Page 26

COMMANDED OPEN JAMMED OPEN IN TRANSIT COMMANDED CLOSED UNKNOWN POSITION

COMMANDED OPEN IN TRANSIT COMMANDED CLOSED

JAMMED OPEN JAMMED CLOSED UNKNOWN POSITION

Figure 14 Valve Position Indication

FRA US/O-7 ShM Sep 01, 2013 08|ECAM|L3|B2 Page 28

PUMP SWITCHED ON PUMP SWITCHED ON PUMP ABNORMAL

PUMP SWITCHED OFF PUMP SWITCHED ON UNKNOWN STATUS

AUTOMATIC TRANSFER MANUAL SELECTED TRANSFER ABNORMAL TRANSFER OR

Figure 15 Pump and Transfer Indication

FRA US/O-7 ShM Sep 01, 2013 08|ECAM|L3|B2 Page 30

MAIN TANK QUANTITY INDICATION

20560 205 −− 20560 20560

COLLECTOR CELL QUANTITY INDICATION

Figure 16 Quantity Indication

28−12 TANK VENTING SYSTEM

FRA US/O-7 ShM Sep 01, 2013 09|Venting|L2 Page 32

Figure 17 Tank Venting System

FRA US/O-7 ShM Sep 01, 2013 10|VentingComps|L3 Page 34

Figure 18 Tank Venting Operation

Vent Protector (Flame Arrestor)

vent at one end.

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PAINTED CROSS ON DISC

FLOAT VALVE CLOSED

FLOAT VALVE OPEN

VENT PROTECTOR (WITH FLAME ARRESTOR)