Fuel Tanks

There are three basic types of aircraft fuel tanks: rigid

removable tanks, bladder tanks, and integral fuel tanks. The
type of aircraft, its design and intended use, as well as the
Fuel cooled oil cooler (FCOC)
age of the aircraft determine which fuel tank is installed
in an aircraft. Most tanks are constructed of noncorrosive
material(s). They are typically made to be vented either
through a vent cap or a vent line. Aircraft fuel tanks have
a low area called a sump that is designed as a place for
contaminants and water to settle. The sump is equipped with
a drain valve used to remove the impurities during preflight
walk-around inspection. [Figure 14-26] Most aircraft fuel
tanks contain some sort of baffling to subdue the fuel from
shifting rapidly during flight maneuvers. Use of a scupper
constructed around the fuel fill opening to drain away any
Figure 14-23. Jet transport aircraft fly at high altitudes where spilled fuel is also common.
temperatures can reach –50 °F. Most have fuel heaters somewhere
in the fuel system to help prevent fuel icing. This fuel-cooled oil Rigid Removable Fuel Tanks
cooler on an RB211 turbofan engine simultaneously heats the fuel Many aircraft, especially older ones, utilize an obvious choice
while cooling the oil. for fuel tank construction. A rigid tank is made from various
materials, and it is strapped into the airframe structure. The
Larger, heavy, multiengine transport helicopters have tanks are often riveted or welded together and can include
complex fuel systems similar to jet transport fixed-wing baffles, as well as the other fuel tank features described above.
aircraft. They may feature multiple fuel tanks, crossfeed They typically are made from 3003 or 5052 aluminum alloy
systems, and pressure refueling. or stainless steel and are riveted and seam welded to prevent
leaks. Many early tanks were made of a thin sheet steel coated
Fuel System Components with a lead/tin alloy called terneplate. The terneplate tanks
To better understand aircraft fuel systems and their operation, have folded and soldered seams. Figure 14-27 shows the
the following discussion of various components of aircraft parts of a typical rigid removable fuel tank.
fuel systems is included.
Regardless of the actual construction of removable metal
tanks, they must be supported by the airframe and held in
Vent tube
place with some sort of padded strap arrangement to resist
Filler cap shifting in flight. The wings are the most popular location for
fuel tanks. Figure 14-28 shows a fuel tank bay in a wing root
with the tank straps. Some tanks are formed to be part of the
Tank leading edge of the wing. These are assembled using electric
Strainer resistance welding and are sealed with a compound that is
poured into the tank and allowed to cure. Many fuselage tanks
On-off valve
also exist. [Figure 14-29] In all cases, the structural integrity
of the airframe does not rely on the tank(s) being installed,
so the tanks are not considered integral.
Sump drain
Drain Note that as new materials are tested and used in aircraft, fuel
Engine
tanks are being constructed out of materials other than aluminum,
steel, and stainless steel. Figure 14-30 shows a rigid removable
fuel tank from an ultralight category aircraft that is constructed
from Vipel ® isophthalic polyester UL 1316/UL 1746
Gascolator*
resin and composite. Its seamless, lightweight construction
*fuel filter with sediment Carburetor may lead to the use of this type of tank in other aircraft
trap and drain
categories in the future.
Figure 14-24. A simple, gravity-feed fuel system on a Robinson
helicopter.

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 To fuel control

Fuel pressure gauge

Engine driven fuel pump
Fuel filter caution light
is on flight deck Filter

Airframe filter (caution

Transducer light is on flight deck)
Fuel quantity
Restrictor Pressure differential switch
Shut-off valve

Filler cap
Upper fuel probe

Vent

Thermal relief valve

Check valve Boost pump (electric)

Lower fuel probe

Pressure switch
Fuel supply
Sump drain
Pump delivery Fuel boost caution light
(electric)
Purged fuel

Figure 14-25. A pressure-feed fuel system on a light turbine-powered helicopter.

Being able to remove and repair, or replace, a fuel tank can

be a great convenience if a leak or malfunction with the tank
exists. Repairs to fuel tanks must be done in accordance
with manufacturer’s specifications. It is especially critical
to follow all safety procedures when welding repairs are
performed. Fuel vapors must be removed from the tank to
prevent explosion. This typically involves washing out the
tank with water and detergent, as well as some number of
minutes that steam or water should be run through the tank
(time varies by manufacturer). Once repaired, fuel tanks need
to be pressure checked, usually while installed in the airframe,
to prevent distortion while under pressure.

Bladder Fuel Tanks

Figure 14-26. Sumping a fuel tank with a fuel strainer that is A fuel tank made out of a reinforced flexible material called
designed to collect the sump drain material in the clear cylinder to a bladder tank can be used instead of a rigid tank. A bladder
be examined for the presence of contaminants. tank contains most of the features and components of a rigid

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 Scupper

Filler cap
Vents

Finger Overboard drain line

screen

Baffle plates

Standpipe Corrosion inhibitor

Drain valve
Sump

Figure 14-27. A typical rigid removable aircraft fuel tank and Figure 14-29. A fuselage tank for a light aircraft.
its parts.

Fuel tank straps

Figure 14-28. A fuel tank bay in the root of a light aircraft wing on
a stand in a paint booth. Padded straps hold the fuel tank securely
in the structure. Figure 14-30. A composite tank from a Challenger ultralight aircraft.

tank but does not require as large an opening in the aircraft

skin to install. The tank, or fuel cell as it is sometimes called,
can be rolled up and put into a specially prepared structural
bay or cavity through a small opening, such as an inspection
opening. Once inside, it can be unfurled to its full size. Bladder
tanks must be attached to the structure with clips or other
fastening devices. They should lie smooth and unwrinkled in
the bay. It is especially important that no wrinkles exist on
the bottom surface so that fuel contaminants are not blocked
from settling into the tank sump. [Figure 14-31]

Bladder fuel tanks are used on aircraft of all size. They are
strong and have a long life with seams only around installed Figure 14-31. A bladder fuel tank for a light aircraft.

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features, such as the tank vents, sump drain, filler spout, etc.
When a bladder tank develops a leak, the technician can patch 5 valves (WBL 157.0)
it following manufacturer’s instructions. The cell can also be
removed and sent to a fuel tank repair station familiar with 6 valves (WBL 227.0)
and equipped to perform such repairs.

The soft flexible nature of bladder fuel tanks requires that they
remain wet. Should it become necessary to store a bladder Surge tank
tank without fuel in it for an extended period of time, it is
common to wipe the inside of the tank with a coating of clean
engine oil. Follow the manufacturer’s instructions for the dry
storage procedures for fuel cells.

Integral Fuel Tanks

On many aircraft, especially transport category and high- 1 valve (WBL 557.0) Body
performance aircraft, part of the structure of the wings or
fuselage is sealed with a fuel resistant two-part sealant to form
Valve
a fuel tank. The sealed skin and structural members provide
the highest volume of space available with the lowest weight.
This type of tank is called an integral fuel tank since it forms
a tank as a unit within the airframe structure.

Integral fuel tanks in the otherwise unused space inside the

wings are most common. Aircraft with integral fuel tanks in
the wings are said to have wet wings. For fuel management
purposes, sometimes a wing is sealed into separate tanks Figure 14-32. Baffle check valves are installed in the locations
and may include a surge tank or an overflow tank, which is shown in the integral tank rib structure of a Boeing 737 airliner.
normally empty but sealed to hold fuel when needed. Fuel is prevented from flowing outboard during maneuvers. The
tank boost pumps are located inboard of WBL 157.
When an aircraft maneuvers, the long horizontal nature of
an integral wing tank requires baffling to keep the fuel from safety procedures must be followed. Fuel vapors must be
sloshing. The wing ribs and box beam structural members
purged from the tank and respiratory equipment must be used
serve as baffles and others may be added specifically for
by the technician. A full-time spotter must be positioned just
that purpose. Baffle check valves are commonly used. These
outside of the tank to assist if needed.
valves allow fuel to move to the low, inboard sections of the
tank but prevent it from moving outboard. They ensure that
Aircraft using integral fuel tanks normally have sophisticated
the fuel boost pumps located in the bottom of the tanks at fuel systems that include in-tank boost pumps. There are
the lowest points above the sumps always have fuel to pump
usually at least two pumps in each tank that deliver fuel to
regardless of aircraft attitude. [Figure 14-32]
the engine(s) under positive pressure. On various aircraft,
these in-tank boost pumps are also used to transfer fuel to
Integral fuel tanks must have access panels for inspection
other tanks, jettison fuel, and defuel the aircraft.
and repairs of the tanks and other fuel system components.
On large aircraft, technicians physically enter the tank for Fuel Lines and Fittings
maintenance. Transport category aircraft often have more
Aircraft fuel lines can be rigid or flexible depending on location
than a dozen oval access panels or tank plates on the bottom
and application. Rigid lines are often made of aluminum alloy
surface of the wing for this purpose. [Figure 14-33A] These
and are connected with Army/Navy (AN) or military standard
aluminum panels are each sealed into place with an O-ring
(MS) fittings. However, in the engine compartment, wheel
and an aluminum gasket for electrostatic bonding. An outer
wells, and other areas, subject to damage from debris, abrasion,
clamp ring is tightened to the inner panel with screws, as
and heat, stainless steel lines are often used.
shown in Figure 14-33B.
Flexible fuel hose has a synthetic rubber interior with a
When entering and performing maintenance on an integral
reinforcing fiber braid wrap covered by a synthetic exterior.
fuel tank, all fuel must be emptied from the tank and strict

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