Agt-Usb 72 28 1

AGT-‐MTM-‐72
ATR 72 100/ 200 T1 & T2 Course
© AGT- ALL RIGHTS RESERVED- FOR TRAINING ONLY

PW 120 Engine
ATA Chapter 28: FUEL

Revision 1-‐ JAN 17
AGT- Aero Ground Training

Pépinière d’entreprises
Parc d’innovation de Mescoat
29800 Landerneau
France
contact@agt.aero
www.agt.aero
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Aircraft Operating Manual and Maintenance Training
Manual. This manual is to be used for familiarization and training purposes only.
At the time of printing it contained then- current information. In the event of conflict
between data provided herein and that in publication issued by the manufacturer or the
EASA/ FAA, that of the manufacturer or the EASA/ FAA shall take precedence.
We, at AGT S.A.S want you to have the best training possible. We welcome any
suggestions you might have improving this manual or any other aspect of our training
program.
MAINTENANCE TRAINING MANUAL ATR 72 100/ 200
T1 & T2 ACCRONYMS
GLOSSARY
ABBREVIATION SIGNIFICATION
HP High Pressure
MB Millibars
PSI Pounds per Square Inch
HMU Hydro Mechanical Unit
FF1 Fuel Flow, Eng 1
FF2 Fuel Flow, Eng 2
FWD Forward
LP Low Pressure
MFC Multifunction Computer
EFFECTIVITY FOR TRAINING PURPOSES ONLY PAGE N°3

ALL Document: AGT-‐MTM-‐72 28 REV 1. JAN 2017
T1 & T2 CDCCL
•  Presence of safety personnel during fuel operations (never alone inside the tank)
•  Install explosimeter in fire risk area (for a partial or complete refuelling)
•  « SMOKING PROHIBITED » warning notices around the fuel tank
• Perform the equipotential connection between the tanker and the aircraft (in case of transfert only)
•  only use explosioon proof inspections lights when performing work.
•  Any spilled fuel must be absorbed and dried
•  Comply with safety instructions of electrical power supply:
•  All the aircraft is electriacally de energized
•  the aircraft is electriaclly grounded
•  All the access platforms and ground equipments are electrically grounded
•  The GPU is disconnected
CDCCL Warning:
The CDCCL identifies an item that can be source of a possible fuel tank ignition.
No deviation to the approval design of these critical parts is permitted.

T1 & T2 CDCCL
ATR recommends the operators to strictly adhere the instructions JIC and
CMM in compliance with the CDCCL
o  05 51 61 CHK 10010 Check of wing access door conductivity

o  28 25 73 RAI 10000 Removal and installation of high level sensor
o  28 42 72 RAI 10000 removal and installation of fuel quantity probe
o  28 42 72 RAI 10010 removal and installation of fuel quantity probe
harness
o  57 00 00 OAC 10000 opening and closing of wing bow access door
o  CMM 28 21 71 of the fuel booster pump 5BF Goodrich)
o  CMM 28 42 71 of the fuel quantity indicating harness
o  CMM 28 42 72 of the fuel quantity indicating harness

T1 & T2 CDCCL
PROPER FIRE
FIGHTING
EQUIPMENT
FIRE
IGNITION
NO SMOKING
NO MOBILE
NO PICTURE
T1 & T2 GENERAL
General
The aircraQ fuel system is designed to provide the following funcYons :
-‐ to control tank refueling and defueling.
-‐ to deliver fuel to the engines for all operaYng condiYons of theaircraQ,
-‐ to indicate to the crew :
. normal funcYon of the fuel system
. any malfuncYons which may occur during operaYon so that appropriate safety measures may be taken.
Descrip=on
Tanks
Fuel is stored in two tanks integrated in the wings on either side of the fuselage (Ref. Chapter 28-‐11). Each tank has its own venYng
system (Ref. Chapter 28-‐12) which connects it to a vent surge tank in all flight configuraYons. The tanks are located between RIB4 and
RIB22.

T1 & T2 FUEL STORAGE

T1 & T2 OVERVIEW

T1 & T2 FUEL TANKS DESCRIPTION

T1 & T2 OVERVIEW

T1 & T2 WATER DRAINS

T1 & T2 FUEL TANKS DESCRIPTION
General
Fuel is stored in two integral wing tanks formed by the wing spar box between RIBS4 and 22 with the excepYon of the center secYon
located above the fuselage.
Each tank has a capacity of 2866 liters (756.6 US gal.) i.e., 2250 kg (4950 lbs) for a density of 0.785 taking into account a 2% thermal
expansion volume.
RIB13 located at the wing break, consYtutes an anY-‐surge baffle.

Descrip=on
Internal Access
The wing upper surface panel, comprised of two secYons for each half wing : from RIB0 to RIB13 and from RIB13 to RIB23, can be
removed for inspecYon and internal repair. Two access doors located on the upper surface at either end of each tank permit access to
essenYal equipment without removing the upper surface panel.

Tank Draining
The wing lower surface panel is designed so that any water collects in the lowest parts of the tanks where four self closing water drains
per tank are installed flush with the panel. They serve to drain water from the tanks at any aircraQ ahtude between ± 3°.

Protec=on against Microbiological Contamina=on
To avoid deposits in the tanks due to microbiological corrosion, supports for stronYum chromate tablets are installed in each tank and in
the feeder tank.

T1 & T2 VENTILATION

T1 & T2 GENERAL – VENTILATION TANK

T1 & T2 VENTILATION LINES

T1 & T2
TANKS VENTILATION
General
This system ensures tank venYng in all operaYng phases in flight and on the ground.

Descrip=on
Both tanks are vented in all flight configuraYons :
-‐ via a vent line routed from RIB5 to RIB22
-‐ via a float valve located in the outer wing secYon.

These two outlets are connected to a vent surge tank located outboard of the fuel tank between RIBS22 and 23. The vent surge tank is
vented to atmosphere through a NACA intake, installed on the wing lower surface.
The vent surge tank serves to recover fuel entering the vent line and evacuated outwards in case of skidding.
The vent surge tank has a capacity of approximately 100 liters (26.4 US gal.) and can contain 5 Ymes line contents. The fuel is then
recovered by siphoning.
A water drain, installed at the lowest point of the vent surge tank, serves to avoid accumulaYon of water which in icing condiYons could
freeze up to siphon level and prevent tank venYng.

The NACA intake enables a slight overpressure of approximately 20 mb (0.3 psi) to be maintained in the tank and also limits
overpressure in the tank.

During refueling to maximum fuel level, the float valve closes due to the increase in level to enable refueling up to the high lever
sensors.
In the case of accidental overfilling, the excess fuel overflows through the vent line, routed from RIB5 to RIB22.
The float valve also closes when the aircraQ is in turn configuraYon, prevenYng the fuel from flowing into the vent tank.
For a normal refueling flow rate, overpressure is less than 160 mb (2.3 psi).
A barrier composed of a plate (1) alached at right angles to the wing lower surface between the NACA intake and the engine nacelle
prevents overflow fuel running to the engine.

The NACA intake is located on the lower surface.
FuncYon of the breather (self-‐draining) :
When the fuel level in the tank is below the breather (2), it acts as a drain and evacuates the fuel out of the tank vent line.
When the tank is full, the fuel cannot flow into the vent line.

T1 & T2 VENTILATION – CENTER BOX
General
This system serves to evacuate any vapor and fuel which may collect due
to leaks in the lines routed through the wing center box. VenYlaYon air is supplied from the leQ side of the fuselage
through a scoop located on the fillet and is ducted into the
Descrip=on wing center box at front spar level.
Two lines cross through the wing center box, located above the fuselage. The two air vent ports located at the lowest points of the
-‐ the engine fuel feed system crossfeed line center box, also serve for draining, and exhaust to outside
-‐ the leQ tank filling line. aQ of the fillets on either side of the fuselage. The system is
Neither of these lines has a double sheath and consequently may allow designed to renew the volume of air in the wing center box
fuel to leak into the wing center box (leaks at unions). every three minutes.
To avoid high concentraYons of fuel vapors building up in the wing center
box, it is venYlated and drained.
T1 & T2 DISTRIBUTION

General
The fuel distribuYon system is divided into four sub-‐systems.
A. Engine feed system
B. Crossfeed system
C. LP fuel fire shut off control
D. Refuel/defuel system.

Descrip=on
Engine Feed System
The engine feed system serves to deliver fuel pressure and flow rate necessary for correct operaYon of both engines throughout the
flight envelope. This system comprises per tank, one electric pump (9) and one engine feed jet pump (8) installed in a feeder tank,
permanently maintained filled by a jet pump (7).
The feeder tank fill is controlled by the MFC. The engine feed jet pump (8) is supplied with fuel under high pressure taken from the engine
and its operaYon is controlled by the moYve flow valve.

Crossfeed System
The leQ and right fuel feed systems are interconnected by a crossfeed line comprising a single motor solenoid valve.

LP Fuel Fire Shut Off Control
The engine feed system can be isolated by means of a dual motor fuel LP valve (1).

Refuel/Defuel System
The refuel/defuel coupling (5) for refueling under pressure is located on the right wing leading edge. Two refuel/defuel valves (6) provide
system opening and closing control. The controls and indicators are grouped on the REFUELING panel located in the right landing gear
fairing.
Gravity refueling faciliYes are provided by overwing refueling caps (4); one per half wing.




The fuel flow supplied by the

feeder jet pump is sufficient
to maintain the feeder tank
full in all configurations
(monitoring of the feeder tank

fuel level is provided by a
dedicated probe)


T1 & T2 ELECTRICAL PUMP

T1 & T2 ELECTRIC PUMP CANISTER

T1 & T2 FEEDER TANK JET PUMP

T1 & T2 FEEDER TANK JET PUMP
The fuel flow supplied by the feeder jet pump is sufficient to
maintain the feeder tank full in all flight configura=ons.
In the event of jet pump failure, the feeder is connected to the tank
through a flap valve installed at the boWom of RIB5 which allows the
fuel to flow from the tank to the feeder tank.

The illumina=on of FUEL cau=on light on the CAP indicates failure to
maintain full level in feeder tank (=me delay is 10 mn). This signal is
controlled by the MFC and recorded in the MFC maintenance
memory.

T1 & T2 ENGINE FEED JET PUMP

T1 & T2
Engine Feed Jet Pump

In normal operaYon, the engine feed jet pump supplies fuel to the corresponding engine throughout the flight envelope cerYfied for
the aircraQ. In the event of failure of the opposite engine feed system, the jet pump supplies both engines during all flight phases other
than take off. For different operaYng phases it supplies :
-‐ flow necessary to supply both engines (up to 860 kg/h, 1896 lb/h).
-‐ flow necessary to supply one engine at take off, between 430 kg/h (946 lb/h) and 550 kg/h (1210 lb/h).
-‐ in both cases flow necessary for jet pump operaYon.
Pressure at the engine feed jet pump outlet, for the above flow rates should be greater than or equal to 840 mb (12 psi) to ensure
correct engine fuel supply.

T1 & T2 MOTIVE FLOW VALVE

T1 & T2
Mo=ve Flow Valve
The moYve flow valve is open when the valve solenoid is not energized. It opens in the presence of pressure and closes in the absence of
pressure.
So, whenever the solenoid is energized fuel flow to the engine feed jet pump is stopped. In closed posiYon, a thermal relief valve allows
fuel trapped between the moYve flow valve and the engine to run to the fuel tank.
It is controlled via the PUMP pushbulon switch located on the FUEL secYon of panel 25VU, on the overhead panel.
-‐ aircraQ network energized and PUMP pushbulon switch released (out) :
solenoid energized, moYve flow valve closed.
-‐ system armed before engine start : PUMP pushbulon switch pressed (in) :
solenoid not energized, but absence of return pressure, moYve flow valve closed.
-‐ aQer engine start and throughout flight, PUMP pushbulon switch pressed (in) :
solenoid not energized, presence of return pressure, moYve flow valve open.

Flight in Nega=ve ''G'' Condi=ons
The system is capable of supplying fuel to the engines for 10 seconds in negaYve 'g' condiYons via the feeder tank which has a capacity
of 200 liters. The feeder tank is maintained full of fuel through the jet pump
which permanently draws fuel from the fuel tank as long as the engine feed jet pump or the electric pump is operaYng.

T1 & T2
ENGINE FEED SYSTEM
General
Fuel is fed to each engine from the corresponding tank by means of a feed system installed in a feeder tank between RIBS 4 and 5. The
feeder tank has a capacity of approximately 200 liters (53 US gal). System controls and indicators are grouped on the FUEL secYon of panel
25VU located on the overhead panel in the flight compartment.

Descrip=on
Electric Pump
A 28VDC electric pump installed in each feeder tank supplies fuel to the engine during starYng.
It also serves to supply the engine throughout the flight envelope, in the event of feed jet pump failure or a restart in emergency.
The flow rate delivered at engine starYng is 450 l/hr (119 US gal.) at a pressure of 0.9 bar (13 psi) under 16VDC supply.
The electric pump outlet is equipped with a check valve and connected to a collector tank. The line between the electric pump and the
engine is inclined towards the engine.
A vapor relief valve, located at the high point directly above the electric pump allows any air in the line to be expelled; this valve is airYght
when the line is pressurized. A thermal relief valve, installed on this line, allows fuel to escape directly into the tank in the event of
overpressure.
The electric pump is installed in a canister equipped with a self sealing system in the wing lower surface. The pump may be removed
without emptying the fuel tank.

Engine Feed Jet Pump
The engine feed jet pump delivers fuel to the engine aQer starYng.
Driving flow is supplied through a return line from the hydromechanical unit (HMU). The jet pump outlet is equipped with a check valve.

Feeder Jet Pump
Operated by fuel from the engine feed system the jet pump maintains the feeder tank full of fuel throughout the flight by drawing fuel
from beyond RIB5. It is installed on semi-‐sealed RIB5.

Mo=ve Flow Valve
The moYve flow valve is installed on the wing forward spar near the LP valve on the engine feed HP return line. It controls supply to the
engine feed jet pump.

T1 & T2 COMPONENTS IN THE FEEDER TANK


T1 & T2
Opera=on
Electric Pump
Normal opera=on
The electric pump is de-‐energized 30s aQer engine starYng by relay 154QA (155QA) controlled by pressure switch 17QA (18QA) installed
on the engine feed jet pump outlet, when pressure supplied by this jet pump reaches 600 mb (8.7 psi).
In the event of engine feed jet pump failure P < 350 mb (5 psi), pressure switch 17QA (18QA) provides electric pump opening control
which ensures fuel supply to the engine. The electric pump is also energized when fuel low level is detected by the FQI (Ref. 28.42.00).
The electric pump delivers the necessary flow-‐rate for engine consumpYon and the flow to the jet pump nozzle.

Opera=on with FUEL X FEED selected
OperaYon of the electric pumps or one of the two electric pumps, according to the posiYon of the FUEL ENG 1 (2) PUMP pushbulon
switches, is forced when crossfeed valve 5001QE is open.

T1 & T2

T1 & T2 ELECTRIC PUMP OPERATION

T1 & T2 FEED LO PRESS ALERT

T1 & T2 ELECTRIC HOOK UP

T1 & T2

T1 & T2 FEEDER JET PUMP FAULT
OPTION:
FEEDER TANK HAS NOT BEEN DETECTED FULL
8 4 2 1 SYST FAULT CONFIRMED
F F ENG 1 FEEDER JET PUMP FAULT
F F ENG 2 FEEDER JET PUMP FAULT

T1 & T2
Indica=ons and Warnings
Low pressure in the engine feed system is detected by the fuel feed low pressure switch installed downstream of the LP valve. The FEED
LO PR cauYon light comes on amber on the FUEL secYon of panel 25VU on the overhead panel, together with associated centralized
warnings (Ref. Chapter 31-‐50).
The illuminaYon of FUEL cauYon light on the CAP and ''LO LVL'' indicator light on fuel quanYty indicator (3QT) located on panel 4VU
indicate, through the MFC, failure to maintain full level in the feeder tank. This signal is detected by the low level contactor of probe
15QT (16QT).
This failure is recorded in the MFC maintenance memory and can be displayed on the maintenance panel (702VU) by placing MFC
selector switch in MISC2 posiYon.

T1 & T2 LP VALVE

T1 & T2
: LP FUEL FIRE SHUT OFF CONTROL
General
The LP fuel fire shut off control system comprises a dual motor spherical-‐plug type valve, located between the tank outlet and the
corresponding engine. Valve operaYon is controlled via the ENG1 and 2 FIRE handles located on the overhead panel in the flight
compartment. Valve posiYon is indicated on the FUEL secYon of panel 25VU.

Descrip=on
Fuel LP Valve
The LP valve is mounted on the wing front spar between RIBS 11 and 12, at engine level.
Each LP valve includes a thermal relief valve which allows fuel trapped between the engine and the LP valve to flow back when the LP
valve is closed. The valve is closed by a 28VDC dual motor actuator installed on the valve.
Each valve is supplied separately either by the balery or by ''GEN1(2)''.
If one motor fails, the other operates the valve.
Valve posiYon is indicated by a mechanical index. The line between the LP valve and the fire wall is double sheathed and drained so fuel
from a leak cannot reach hot parts of the engine.

T1 & T2 LP VALVE - OPERATION

T1 & T2 LP VALVE – ELECTRIC MOTOR

T1 & T2 LP VALVE

T1 & T2 LP VALVE – ELECTRIC HOOK UP
AcYon on the ENG FIRE handle enables simultaneous energizaYon of the two motors of
the actuator causing valve closure and engine shut down. The resulYng pressure drop
causes the moYve flow valve on the engine feed return line to close. The two systems are
isolated.

T1 & T2 X FEED VALVE





T1 & T2
CROSSFEED SYSTEM
General
The leQ and right fuel feed systems are interconnected by a crossfeed line incorporaYng a single motor electric valve. The crossfeed
system allows either one engine to be supplied from opposite tank or both engines to be supplied from one tank. Crossfeed valve
control and indicaYon is located on the FUEL secYon of panel 25VU on the flight compartment overhead panel.
AcYon on the FUEL/XFEED pushbulon switch sets the electric pumps 15QA (16QA) into operaYon

Descrip=on
The two fuel feed systems are connected by a line via the wing box center secYon.
The crossfeed valve is installed on the line inside the wing box center secYon. Access is gained through an access door on the wing
center box upper surface.
Supplied with 28VDC, crossfeed valve control and indicaYon is located on the FUEL secYon of panel 25VU on the flight compartment
overhead panel.

T1 & T2 REFUEL PANEL

T1 & T2 REFUELLING

T1 & T2 REFUELLING

T1 & T2 REFUELLING

T1 & T2 REFUELLING

T1 & T2
REFUEL/DEFUEL SYSTEM
General
The refuel/defuel system serves to refuel the tanks under pressure; it also serves to defuel the tanks by sucYon. A refuel/defuel coupling
is located on the leading edge of the right wing. The controls and indicators associated with this system are grouped on the REFUELING
panel, located in the right landing gear fairing. One overwing refueling cap for gravity refueling is installed on the outer surface of each
wing (zones 522 and 622).

Descrip=on
Pressurized Refueling
An assembly comprised of a refuel/defuel coupling (14QU) with a cap and two refuel/defuel valves is installed directly on the wing spar
box front spar on the right wing leading edge between RIBS19 and 21 (Zone 614).
This assembly is installed in a dry bay which is drained so that any fuel leakage cannot run to the engine inside the leading edge. Access
is gained to this dry bay through an access door in the wing leading edge. Each refuel/defuel valve is directly connected to two lines
inside the tanks.
The right tank refuel branch line is in the right tank, the leQ tank refuel line is routed through the wing center box. Fuel through the lines
is admiled into the tanks at the tank low points and the end of each branch line is equipped with a diffuser to limit formaYon of foam
and fuel vapor.
Each tank includes two float-‐type high level sensors (1 sensor comprised into each gauge Number 5 151QT/152QT and 1 sensor 11QU/
12QU), which serve to close the refuel/defuel valves when 98% of the maximum fuel level is reached. They also illuminate the two HIGH
LEVEL indicator lights on the REFUELING panel.
These refuel/defuel valves could close by means of preselector who's selected the fuel quanYty load.
Total refueling rate for both tanks is 24 m3/h. (847 Ft /h) for an inlet pressure of 3.5 bars (50 psi). The tanks are completely filled 5732
litres (1513 US gal) in 17 minutes. Two restrictors installed at the refuel/defuel valve outlets provide the correct fueling rate and balance
flow in the two lines so that tanks are filled simultaneously. Each 28VDC refuel/defuel valve is equipped with a manual control to
operate the valve in the event of electrical control failure.
Two indicator lights idenYfied VALVE/LH/OPEN and VALVE/RH/OPEN located on the REFUELING panel come on to indicate opening of
the refuel/defuel valves.
Defueling is performed using the refueling system and fuel is drawn towards the tanker by sucYon. Maximum negaYve pressure at the
refuel/defuel coupling is -‐0.77 bars (-‐11 psi).

T1 & T2 REFUELLING

T1 & T2 REFUELLING

T1 & T2
Refueling Assembly
The assembly comprises the refuel/defuel coupling for connecYon of the tanker adapter and the two refuel/defuel valves.
Three closing features are provided to prevent any inadvertent fuel spillage during flight :
-‐ the refuel/defuel valve
-‐ the self-‐sealing mechanism (closed when tanker adapter is not connected)
-‐ the cap.

Gravity Refueling
Two overwing refueling caps are installed on the wing upper surface between RIBS21 and 22 (to limit lightning strike risks). Each cap
includes a support alached to the structure and a filter. The cap is equipped with a locking mechanism flush with the wing upper
surface. A grounding connecYon, installed near the cap, provides electrical connecYon between the refueling cap and the aircraQ
structure.
Opera=on
Refueling
Opening of the REFUELING panel door energizes a microswitch allowing electrical supply of the refuel/defuel system and the quanYty
indicaYng system from the GND/HDLG XFR BUS busbar. This microswitch also ensures simultaneous supply of the GND/HDLG XFR BUS
busbar from the HOT BAT BUS busbar if no other power source is available. When the two REFUEL VALVES switches are in NORM
posiYon, the refuel/defuel valves are opened by placing the REFUEL/OFF/DEFUEL switch in REFUEL posiYon. Two indicator lights
idenYfied VALVE/LH/OPEN and VALVE/RH/OPEN located on the REFUELING panel come on to indicate refuel/defuel valve opening. Fuel
load, preselected via the fuel quanYty preselector is read on the fuel quanYty repeater indicator located on the REFUELING panel.
Two refueling safety devices avoid fuel spillage via the tank venYng system.

T1 & T2 FUEL QUANTITY INDICATION

T1 & T2 FUEL QUANTITY INDICATION

T1 & T2 REFUELLING

T1 & T2 REFUELLING

T1 & T2

T1 & T2 REFUELLING

T1 & T2 FUEL INDICATING SYSTEM

T1 & T2

T1 & T2 PROBE

T1 & T2

T1 & T2
Quan=ty indica=ng system
When the fuel quanYty in the tanks reaches a maximum value (4500 kg) (9900 lbs.), the fuel quanYty indicator sends an electrical signal
to close the refuel/defuel valves via relays 15QU and 16QU. This system can be tested by the FQI TEST pushbulon switch, which
simulates a fuel quanYty greater than 4500 kg (9900 lbs.), on the fuel quanYty indicator causing the refuel/defuel valves to close. The
two VALVE/LH/OPEN and VALVE/RH/OPEN indicator lights located on the REFUELING panel go off to indicate valve closure.

Float-‐type high level sensors
If the probes do not operate, the high level sensors close the refuel/defuel valves, and the corresponding HI LEVEL indicator lights 17QU
and 18QU come on. This safety device cannot be tested.
In the case of parYal refueling, the operaYon is stopped by placing the REFUEL/OFF/DEFUEL switch in OFF posiYon. OPEN posiYon
enables refueling up to the high level sensor operaYng threshold : the probes cannot close the refuel/defuel valves.

Defueling
The refuel/defuel valves are opened for defueling operaYons by placing the REFUEL/OFF/DEFUEL switch in DEFUEL posiYon and the
REFUEL VALVES switches in OPEN posiYon.
The two refueling safety devices are inhibited.

T1 & T2

T1 & T2
Quan=ty indica=ng system
When the fuel quanYty in the tanks reaches a maximum value (5.000 kg), the fuel quanYty indicator sends an electrical signal to close
the refuel/defuel valves via relays 15QU and 16QU. This system can be tested by the FQI TEST pushbulon switch, which simulates a fuel
quanYty greater than 5.000 kg , on the fuel quanYty indicator causing the refuel/defuel valves to close. The two VALVE/LH/OPEN and
VALVE/RH/OPEN indicator lights located on the REFUELING panel go off to indicate valve closure.

Float-‐type high level sensors
If the probes do not operate, the high level sensors close the refuel/defuel valves, and the corresponding HI LEVEL indicator lights 17QU
and 18QU come on. This safety device cannot be tested.
In the case of parYal refueling, the operaYon is stopped by placing the REFUEL/OFF/DEFUEL switch in OFF posiYon. OPEN posiYon
enables refueling up to the high level sensor operaYng threshold : the probes cannot close the refuel/defuel valves.

Defueling
The refuel/defuel valves are opened for defueling operaYons by placing the REFUEL/OFF/DEFUEL switch in DEFUEL posiYon and the
REFUEL VALVES switches in OPEN posiYon.
The two refueling safety devices are inhibited.

T1 & T2 PROBES

T1 & T2
INDICATING
General
The loaded fuel quanYty is indicated by :
-‐ an electrical fuel quanYty indicaYng system comprising five probes per tank and a dual digital indicator located on the upper center
instrument panel in the flight compartment.
-‐ a fuel quanYty repeater and a fuel preselector located on 5004VU.
-‐ two manual magneYc indicators per tank may be used on the ground.
-‐ a high-‐level detecYon system causes the high level indicator lights on the REFUELING panel to come on when tank high level is reached.
-‐ fuel temperature in tank is given by an indicator located on panel 25VU.
The FUEL magneYc indicator, located on Crew AlerYng Panel, informs the crew of any failure to maintain full level in feeder tank.
The signal is controlled by the MFC.

QUANTITY INDICATING
General
This system provides the flight crew with informaYon concerning the mass quanYty of fuel available in each tank throughout the flight.
This informaYon is displayed in digital form on a dual indicator located on the upper center instrument panel 4VU.

Descrip=on
Probes
Fuel mass is measured by five capacitance probes installed in each tank.
They are alached to the tank upper surface wall and can be removed from the outside without emptying the tank. Five electrical
harnesses installed inside the tank, connect the probes to the bulkhead connectors. Any change in fuel quanYty results in a change in
probe immersion and a consequent change in probe capacitance.
The summing of the fuel quanYty in a tank is performed by connecYng the five probes in parallel. Measurement accuracy is :
-‐ Empty ± 1% of full tank value i.e, ± 50 kg (110 lbs)
-‐ Full ± 3% of full tank value i.e, ± 150 kg (330 lbs).


T1 & T2
Dual Indicator
The fuel quanYty indicator indicates the fuel mass in each tank. The two indicaYons are given in digital form in kg or in lbs according to
the aircraQ version. This indicator includes two amplifiers which process electrical signals from the tanks. The two channels, supplied
with 28VDC, are completely isolated. The channels include a low level detecYon system.
The detecYon threshold is set at 160 kg (352.8 lb) for each tank ; in the event of low level, the system causes :
-‐ illuminaYon of an amber cauYon light (one per tank) located on the face of the indicator,
-‐ delivery of an output signal which is processed by the mulYfuncYon computers (MFC)
-‐ automaYc energizaYon of the electric pump associated with the tank concerned.

The FUEL QTY dual indicator also comprises :
-‐ two high level outputs controlling refuel/defuel valve closing,
-‐ two low level outputs controlling the low level detecYon system,
-‐ two outputs for a fuel quanYty repeater which can be installed on the REFUELING panel, as an opYon.
-‐ 1 FQI TEST pushbulon switch on the face of the indicator to test the two measurement channels.
-‐ 1 input in parallel on this test, to receive a signal from the FQI TEST pushbulon switch on the REFUELING panel.
These two tests display 8's on the indicator in the flight compartment.

NOTE : The indicator segments are also tested by the annunciator light test system.

T1 & T2 PROBES

T1 & T2 DRIPSTICK

T1 & T2 MANUAL (MAGNETIC) INDICATORS
General
Manual magneYc indicators are installed on the wing lower surface and can be used during refueling operaYons.
They indicate loaded fuel quanYty in the event of failure of the electrical system.

Descrip=on
Each tank is equipped with two manual magneYc indicators; one between RIBS5 and 6, the other between RIBS22 and 23 (zones 522
and 622). Access to the indicators is gained from the wing lower surface. Each indicator comprises :
-‐ a sealed tube installed verYcally in the tank,
-‐ a rod, graduated in cenYmeters, which slides in the tube,
-‐ an annular float which slides up and down the outside of the tube.
When the indicator rod is unlocked it falls under its own weight and is magneYcally linked to the float. The fuel level is read in
cenYmeters on the secYon of the rod which protrudes from the wing lower surface.
A chart is used to convert cenYmeters into liters and units of weight (kg. or lbs.) as a funcYon of aircraQ roll ahtude and fuel density.
Roll ahtude can be checked on a clinometer located on the main landing gear bay.

T1 & T2 DRIPSTICK

T1 & T2 MANUAL (MAGNETIC) INDICATORS

T1 & T2 DRIPSTICK

T1 & T2 DRIPSTICK

T1 & T2 DRIPSTICK

T1 & T2 FUEL TEMP


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AGT-­‐MTM-­‐72

ATR 72 100/ 200 T1 & T2 Course

© AGT- ALL RIGHTS RESERVED- FOR TRAINING ONLY

ATA Chapter 28: FUEL

AGT- Aero Ground Training

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o 05 51 61 CHK 10010 Check of wing access door conductivity

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The fuel flow supplied by the

(monitoring of the feeder tank

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Engine Feed Jet Pump

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8 4 2 1 SYST FAULT CONFIRMED

F F ENG 1 FEEDER JET PUMP FAULT

F F ENG 2 FEEDER JET PUMP FAULT

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AGT-‐MTM-‐72

o  05 51 61 CHK 10010 Check of wing access door conductivity