ATA 28 - Fuel Systems Module

Beechjet 400A
ATA 28 – Fuel Systems Module

Original
December 2020
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Log of Revisions
Revision Number Date
Original December 2020
NOTICE: This Module is to be used for aircraft familiarization and training purposes only. It is not
to be used as, nor considered a substitute for the manufacturer’s Pilot or Maintenance Manual.
Copyright 2020, CAE, Inc.

All rights reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Beechcraft.
Printed in the United States of America.

Table of Contents
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i Figure 5: Wing Drain Valve . . . . . . . . . . . . . . . . . . . . . 6
Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Figure 6: Fuselage Drain Valve. . . . . . . . . . . . . . . . . . 7

Figure 7: Fuel Drain Valves. . . . . . . . . . . . . . . . . . . . . 7
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Tank Vent System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
Figure 8: Ram Air Scoop. . . . . . . . . . . . . . . . . . . . . . . 8
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . v
Figure 9: Fuselage Tank Vent Tubes . . . . . . . . . . . . . 9
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Sniffle Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Figure 10: Wing Tank Sniffle Valve. . . . . . . . . . . . . . 10
Figure 1: Fuel System Mechanical. . . . . . . . . . . . . . . 2
Figure 11: Fuselage Tank Sniffle Valve . . . . . . . . . . 10
Figure 2: Fuel System Indication . . . . . . . . . . . . . . . . 3
Anti-Vapor System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel Storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Distribution System . . . . . . . . . . . . . . . . . . . . . . . 11
Fuel Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Distribution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Table 1: Fuel Storage Quantities . . . . . . . . . . . . . . . . 4
Figure 12: Fuel System Control Switches. . . . . . . . 11
Fuselage Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 13: Primary Jet Pump. . . . . . . . . . . . . . . . . . . 12
Fuel Tank Filler Ports . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fuel Boost Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 3: Wing Tank Filler Port. . . . . . . . . . . . . . . . . . 5
Figure 14: Fuel Boost Pump. . . . . . . . . . . . . . . . . . . 13
Figure 4: Fuselage Tank Filler Port . . . . . . . . . . . . . . 5
Figure 15: Boost Pump Operation Lights . . . . . . . . 14
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Fuel Transfer Pump. . . . . . . . . . . . . . . . . . . . . . . . . . 15
Defueling and Draining. . . . . . . . . . . . . . . . . . . . . . . . 6
Beechjet 400A iii ATA 28 – Fuel Systems Module

December 2020 For Training Purposes Only Original
Table of Contents
Fuel Shutoff Valves. . . . . . . . . . . . . . . . . . . . . . . . . . 15 Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Figure 16: Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . 15 Approved Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Figure 17: Left & Right Engine Fire Push Buttons Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
and Fuel Valve Buttons. . . . . . . . . . . . . . . . . . . . . . . . 16
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Fuel Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Low Fuel Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 18: Fuel Filter Containment Bowl. . . . . . . . . 17
Wing Tank Overpressure . . . . . . . . . . . . . . . . . . . . . 25
Fuel Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Jet Pump Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Fuel Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Low Fuel Transfer Pressure. . . . . . . . . . . . . . . . . . . 25
Fuel Crossfeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Failure of Aft Fuselage to Transfer . . . . . . . . . . . . . 25
Figure 19: FUEL XFEED Switch . . . . . . . . . . . . . . . . 19
Low Fuel Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Fuel Return. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Low Fuel Feed Tank Quantity. . . . . . . . . . . . . . . . . . 26
Fuel Indicating and Warning Systems. . . . . . . . . . . . . 21
Fuel Filter Bypass. . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Fuel Quantity Indicating System. . . . . . . . . . . . . . . . . . 21
Figure 20: Tank Unit Probe. . . . . . . . . . . . . . . . . . . . 21
Figure 21: Fuel Quantity Indicators . . . . . . . . . . . . . 22
Fuel Temperature Indicating System . . . . . . . . . . . . . . 22
Figure 22: Temperature Indicator. . . . . . . . . . . . . . . 22
Fuel Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Servicing and Procedures . . . . . . . . . . . . . . . . . . . . . . 24
Preflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Beechjet 400A iv ATA 28 – Fuel Systems Module

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Beechjet 400A v ATA 28 – Fuel Systems Module

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Beechjet 400A vi ATA 28 – Fuel Systems Module

Fuel System Overview

The Beechjet 400A fuel system provides an independent fuel supply for each engine. It is designed for safe operation between sea level and 45,000 feet,
and within the temperature range of -40°F (-40°C) to 122°F (50°C).
All components in the fuel system are compatible with jet fuel grades Jet A/A-1, Jet B, JP-4, JP-5, JP-8, JP-8 +100 and RP-3 (Chinese). This system is
not designed for use of any grade of avgas.
Total usable fuel capacity is 733 US gallons (4,912 pounds).
The fuel system consists of:
Two independent, integral wing tanks
Two forward fuselage tanks
Two mid fuselage tanks
One aft fuselage tank
One fuselage fill tank.
Also included in the system are controls and indicators for:
Feeding fuel to the engines
Transferring fuel from the fuselage to the wings
Cross-feeding fuel from either wing tank to both engines
Fuel temperature
Quantity monitoring.
Beechjet 400A 1 ATA 28 – Fuel Systems Module

F TRANSFER F
PRESSURE
LOW
CROSS
DEFUEL FEED SNIFFLE VALVE VENT
VALVE (PRESSURE & VACUUM SURGE
RELIEF) TANK
FLAME
FEED LEGEND
ARRESTOR
FUEL
SOV LOW LEVEL SWITCH
AFT MOTIVE FUEL FLOW DIRECTION
FUSELAGE SHUTOFF VALVE ACCELERATION
TANK CHECK VALVE
FLAPPER VALVE
FEED FUEL CHECK VALVE
SHUTOFF VALVE
MOTIVE FLOW
VENT SURGE ELECTRIC PUMP
VENT LINE TANK JET PUMP
TRANSFER FUEL DEFUEL DRAIN VALVE
DRAINED FUEL FILTER WITH

FILTER
F
BYPASS
F
STORED FUEL
FUEL PROBE
F AFT F
FILLER FUEL SUMP DRAIN
ENGINE OVERBOARD TANK FILLER ENGINE F FUEL FILLER CAP
DRIVEN FUEL DRIVEN
DRAIN CAP FLOAT CHECK VALVE
PUMP FUEL PRES. PUMP
OVERBOARD LOW PRESSURE SWITCH
SNIFFLE VALVE FILTER
DRAIN
FLAME (PRES. & VACUUM RELIEF) BYPASS
ARRESTOR DRAIN BOX
PRESSURIZED OVERBOARD PRESSURIZED
AIR VENT DRAINS AIR
Figure 1: Fuel System Mechanical

LEGEND
LOW LEVEL SWITCH
FUEL TEMP
°C
FLOW DIRECTION
-60 60
ACCELERATION
-40-20 20 40
0
CHECK VALVE
8
6 10
4 12
R
10 12 14 2 14
COLLECTOR TANK FLAPPER VALVE

8
16
6 0 16
18 WING
4 FUEL QTY
20
FUEL LEVEL LOW

2 LBS X 100
22
CHECK VALVE
0
FUSELAGE
FUEL QTY
LBS X 100
L FUEL R FUEL SHUTOFF VALVE

FEED FEED
BOOST PUMP
L F XFR R F XFR JET PUMP
L WG TK PRESS LO PRESS LO DEFUEL DRAIN VALVE
OV PRESS L FUEL R FUEL
LEVEL LO LEVEL LO FILTER WITH
F
BYPASS
FUEL PROBE
SUMP DRAIN
F FUEL FILLER CAP
BOOST PUMP FLOAT CHECK VALVE
AUTO PRESSURE SWITCH
L R
O
F
F F F
R WG TK
ON OV PRESS
FUEL XFEED
ON
FUEL FEED FUEL FEED

SHUTOFF VALVE SHUTOFF VALVE
MOTIVE FUEL MOTIVE FUEL
SHUTOFF VALVE SHUTOFF VALVE RH ENG R F/V R H/V
OPEN OPEN
FIRE R F/V R H/V
PUSH CLOSE CLOSE
JET PUMP
FUEL TRANS L R F
NORM
F F JET PUMP
ON
L R OFF
A L R
U NORM
T
O FUEL XFEED OFF
RESET
NORM
L TANK R TANK
L H/V L F/V LH ENG L FUEL R FUEL

OPEN OPEN PRESS LO PRESS LO
L H/V L F/V
FIRE
CLOSE CLOSE PUSH L R
L F FLTR JET PUMP XFEED JET PUMP R F FLTR

BYPASS BYPASS
Figure 2: Fuel System Indication

Fuel Storage
Fuel Tanks
The fuel storage system in the Beechjet 400A consists of the following:
Two auxiliary (forward) fuselage tanks
Two mid fuselage tanks
One aft fuselage tank, immediately aft of the aft pressure bulkhead
One filler tank, immediately behind and to the right of the aft fuselage tank
Two wing tanks (including the collector chambers)
Wing Tanks Fuselage Tanks Total
(US Gal) (US Gal) (US Gal)
Unusable Fuel 7.16 1.19 8.35
Max Usable Fuel 427.28 305.81 733.09
Total Fuel Capacity 434.44 307.00 741.44
Table 1: Fuel Storage Quantities
Fuselage Tanks
The fuselage fuel tank system consists of an aft fuselage tank, a fuselage fill tank, two mid fuselage tanks, and two forward fuselage tanks.
The fuselage tanks are configured so that the mid fuselage tanks are installed at the lowest position in the airplane. Fuel from the filler tank flows forward
through an acceleration check valve into the aft fuselage tank. Fuel in the aft fuselage tank flows forward through a gravity feed line, through a flame
arrestor and into the right mid fuselage tank.
From the right mid fuselage tank, the fuel flows through interconnect tubes into the left mid fuselage tank and the right auxiliary tank. The left auxiliary tank
is filled from the left mid fuselage tank. Feed fuel from the auxiliary fuselage tanks is gravity fed back through the acceleration check valves into the mid
fuselage tanks. The left and right mid fuselage tanks are interconnected and contain the transfer pumps that are used to move fuel from the mid fuselage
tanks into the wing tanks.
The aft fuselage and fuselage fill tanks are made up of a non-self-sealing bladder inside a metal tank box. The aft fuselage tank is located just aft of the
rear pressure bulkhead. The fuselage fill tank is located on the right side of the aft fuselage compartment, just aft of the aft fuselage tank.
The mid fuselage tanks are also non-self-sealing bladder cells, physically located in the center fuselage under the cabin floor.
The forward fuselage tanks are pressure-sealed metal tanks located under the forward cabin floor.

Wing Tanks
Each wing tank has three fuel bays that are interconnected by flapper valves. The flapper valves allow fuel to flow inboard,
but will prevent fuel near the bottom of the tank from flowing outboard. The collector chamber contains a boost pump, the
primary jet pump and two fuel transfer jet pumps. Fuel is gravity fed into the collector chamber through one way flapper
valves.
Fuel Tank Filler Ports

The wing tanks are filled through filler ports located in the outboard section of each wing near the leading edge (Figure 3).
The fuselage tanks are filled through a similar filler port that is located under a protective door immediately above the right
engine pylon (Figure 4).
Each filler port is comprised of an adapter, a cap and a lanyard that anchors the cap to the adapter. The filler caps on the
wing tanks are recessed for a flush fit. The wing filler port has a flapper check valve installed to prevent the loss of fuel if the
cap does not seal.
The filler caps may be removed by lifting the fold down handle and twisting it counterclockwise until the cap is released from
the adapter. The filler port for the fuselage tanks is accessed the same way, except that the protective door must be opened
to gain access to the filler port cap.
Figure 3: Wing Tank Filler Port Figure 4: Fuselage Tank Filler Port

Refueling Disconnecting the fuel feed lines from the engine-driven fuel pumps can
also defuel the airplane. After the fuel feed lines have been disconnected,
Refueling is accomplished by gravity flow through the filler ports on each the fuel is drained from the fuel feed lines by actuating the electric boost
wing upper surface over the outer bay. Cap assemblies cover all three filler pumps.
ports. The fuselage filler port and cap assembly is accessed through an
access panel, which is held closed by a single snap latch. The fuselage tanks can be drained by transferring fuel from the fuselage
tanks to the wing tanks, then draining the wing tanks with either method as
All fuselage tanks are filled by gravity flow from the fuselage fill tank. As outlined above. When a small quantity of fuel is in the mid fuselage tanks,
fuel is being serviced into the fuselage fill tank, it gravity-flows to the aft the defuel valves described below can be used.
fuselage tank, then to the right mid fuselage tank, then to the left mid tank,
and from these two tanks it flows to the forward tanks.
CAUTIO
When switching fueling grades of jet fuel, a hazard exists from
electrostatic spark ignition. Prior to switching grades of jet fuel,
correct refueling procedures must be followed, such as reducing
the rate of refueling by 50% and ensuring proper grounding for
dissipation of electrostatic charge.
Defueling and Draining

There is a manual defueling valve in the left fuel feed line, just aft of the
main landing gear wheel well.
Defueling may be accomplished by removing the access cover and
attaching a hose to the defuel valve. Either gravity or boost pump operation
will provide the defueling flow
Figure 5: Wing Drain Valve
The wing tanks are defueled by opening the manual defuel valve installed
There are three drain valves on the lower surface of each wing labeled
in the left fuel feed line after connecting a defuel hose with a suitable
Fuel Tank Sump Drain (Figure 5). One drain valve is located at the lowest
container to hold the fuel. Operate the left boost pump to defuel the left
point (inboard end) of each main tank bay and one in the surge tank (vent
wing tanks.
box) for the main tank. There is also a drain valve collocated with the defuel
To defuel the right wing tank, place the crossfeed valve to R TANK position valve. In addition, a drain valve is located in each fuel filter, which is aft of
and the right boost pump will automatically operate to defuel the right wing the main gear wheel well.
tank. When fuel from the right wing is drained, the FUEL XFEED switch
Accumulated water and sediment may be drained from the filters at these
should be placed in the NORM position.
valves. On engine shutdown, fuel from the engine fuel nozzle manifold
drains into a small tank (EPS canister) at the bottom of each engine.

When the engine is next started and running, air from the engine fan duct
pressurizes the EPS canister, which pneumatically transfers the canister
fuel to the aft fuselage surge tank. The surge tank is connected by tubing
to the aft fuselage fuel tank, and fuel in the surge tank gravity-flows into the
aft fuselage tank when space becomes available.
There are four fuel drains (Figure 6) on the bottom of the fuselage for
the fuselage fuel tanks. There is one on each side of the bottom center
fuselage for the left and right mid fuselage tank, respectively. There is one
drain valve on the bottom aft fuselage for the aft fuselage tank and one for
the fuselage fill tank.
MID FUSELAGE TANK
FUEL DRAIN VALVE
FUEL DRAIN VALVE FUEL DRAIN VALVE
FUEL FILTER DRAIN FUEL FILTER DRAIN
FUSELAGE TANK
DRAIN VALVE
Figure 6: Fuselage Drain Valve
B4TM-FU003i
Figure 7: Fuel Drain Valves

Tank Vent System

The vent system provides continuous ambient air pressure to all tank cells and surge tanks during all flight conditions. This
allows the tank differential air pressure to remain within limits during maximum rate of climb or descent.
Each fuel tank, along with its surge tank, is vented separately through its independent vent system. Each vent system for
the main fuel tanks consists of a flush-mounted ram-air scoop, vent lines, three float vent valves, a surge tank, two flapper
valves, and two pressure/vacuum relief (sniffle) valves. The ram-air scoops are located on the underside of the outboard wing
area for the main tanks (Figure 8).
Figure 8: Ram Air Scoop

Vent lines are located in the wing integral tank through the higher points of each section from the wing root rib to the wingtip
surge tank. These lines are fitted with float vent valves at their inboard ends and terminate in the wing surge tank, outboard
of the main tank. The main tank is vented to the surge tank through these lines, and the surge tank is vented to the ram-air
scoop. The outer bay of the main tank is vented to the surge tank by a float vent valve and a tube.
The float vent valves prevent fuel from entering the vent system when the fuel level reaches the vent port. The fuel that might
possibly seep by the vent valves is collected in the surge tank and returned to the main tank through an interconnecting hole.
The interconnecting hole is fitted with a flapper valve to prevent fuel from the main tank from flowing into the surge tank, but
will allow fuel in the surge tank to flow into the main tank when the level in the main tank permits gravity flow.

Another flapper valve is incorporated in the vent line (in the outer bay) to permit fuel in the vent line to drain into the outer bay.
A small hole in the forward vent valve chamber, mounted in the wing root area, is provided as a back pressure relief in case
of thermal expansion.
The fuselage tanks are vented to atmosphere by two tubes extending downward from the bottom of the aft fuselage, one
on either side of the forward portion of the ventral fin (Figure 9). Vent lines connected to these tubes join together in the aft
fuselage. At that point, a flame arrester is installed in the vent line to protect against a fire hazard due to the potential of a
lightning strike in the vicinity of the vents.
The vent line then continues forward to a sniffle valve in the filler access and to the surge tank, which vents to the aft fuselage
tank and the forward fuselage tanks. Another flame arrester is located in the vent line between the aft fuselage tank and
the forward tanks. There is yet another flame arrester in the gravity fill line between the aft fuselage tank and the right mid
fuselage tank.
Figure 9: Fuselage Tank Vent Tubes

Sniffle Valves
In addition to the vent system, sniffle valves are installed in the wing tank (Figure 10) outboard access covers and in the
fuselage tank vent plumbing (Figure 11) above the filler tank fuel filler cap. The sniffle valves operate due to internal positive
pressures increasing above 4 to 5 PSI, or internal negative pressures increasing above 0.1 to 0.3 PSI.
Operation of the wing sniffle valves due to internal positive pressure dumps fuel overboard while operation of the valve due
to internal negative pressure pulls air into the wing tanks. Operation of the fuselage sniffle valve due to internal positive
pressure vents air overboard and operation of the valve due to internal negative pressure pulls air into the fuselage storage
tanks.
Figure 10: Wing Tank Sniffle Valve Figure 11: Fuselage Tank Sniffle Valve
Anti-Vapor System
The aft fuselage fuel tanks are equipped with an anti-vapor vent system that drains overboard any leakage or vapor that
might occur at the fuel line connections.

Fuel Distribution System

Fuel Distribution
Under normal operation of the fuel system, fuel flows from the left feed system to the left engine and from the right feed
system to the right engine. Each feed system includes a main jet pump, a standby, electrically-driven centrifugal boost pump,
a shutoff valve, an airframe fuel filter, a low-pressure switch, and fuel lines connecting these to the engine and the crossfeed
line.
Both pumps are located in the collector chambers, which has a capacity of approximately 20 gallons. The collector chambers
are located in the inboard end of each main tank. The outboard lower surfaces of the collector chamber are equipped with
flapper valves, which allow fuel to gravity-flow into but not flow out of the chamber. The outboard upper surface has openings
to the wing tank to allow fuel to flow outboard to the main tank during fuselage-to-wing transfer and to vent the collector.
In addition to gravity feed, two transfer jet pumps serve to transfer fuel from the wing to the collector.
The fuel system control switches are located on the overhead control panel.
Figure 12: Fuel System Control Switches

Fuel Jet Pumps

The primary jet pumps are located inside the collector chamber and are used to supply fuel to the engines. The primary
jet pumps use high-pressure fuel flow (motive flow) for operation. The engine-driven fuel pump supplies motive flow for the
primary jet pump after routing through the hydromechanical unit (HMU). The primary jet pump in each collector chamber is
controlled by a two-position switch (OFF / NORM) (Figure 12).
During normal operation, the jet pump switch is in the NORM position. For inflight engine restarts, the jet pump switch must
be in the OFF position. When the jet pump switch is in the OFF position, the motive flow shutoff valve is closed and the boost
pump (located in the collector chamber) is automatically actuated by the pressure drop in the engine fuel feed line.
Boost pump operation is confirmed by the illumination of the L or R BOOST PUMP operation light. Another function of the jet
pump switch OFF position is for ground testing of the boost pump operation.
Figure 13: Primary Jet Pump

Two fuel transfer jet pumps are installed in each collector chamber. The fuel transfer jet pumps are used to pump fuel from
the wing tank into the collector chamber. This is in addition to the gravity fed fuel from the wing tanks to ensure that a constant
supply of fuel is available inside the collector chamber. Motive flow fuel pressure for the transfer jet pump mounted in the aft
side of the collector chamber is provided by pressure from the primary jet pump.
Motive flow for the fuel transfer jet pump mounted in the forward side of the collector chamber is provided automatically by
the electric boost pump when the fuel level in the collector chamber drops below full.
CAUTIO
If an engine fire occurs, the JET PUMP switch should be placed in the OFF position after pushing the BOT 1 or
BOT 2 armed push button.

Fuel Boost Pumps

A fuel boost pump is located inside each collector chamber and is operated by the airplane’s electrical system. The boost
pump is utilized during engine startup, during engine crossfeed, for wing-to-collector chamber transfer and as a backup for
the primary jet
Figure 14: Fuel Boost Pump

They are automatically energized and then de-energized during the engine starting procedure. Once the engine is started
and the start select switch is placed OFF or to the opposite engine START position, the boost pump automatically shuts off.

The fuel boost pumps are electrically operated and are controlled by three position switches (ON / OFF / AUTO) (Figure 15).
These switches are normally in the AUTO position. This provides automatic pump operation when the fuel feed line pressure
falls below 5 PSI. When this occurs, the L or R FUEL PRESS LO annunciators and the BOOST PUMP L or R operation lights
will illuminate.
L OIL
PRESS LO
Figure 15: Boost Pump Operation Lights
L FUEL
PRESS LO
R OIL
PRESS LO
R FUEL
PRESS LO

As the fuel feed line pressure climbs above 5 PSI, the FUEL PRESS LO annunciator will extinguish.
The boost pump will continue to operate until it is manually turned off. The forward fuel transfer jet pump will operate
automatically if the fuel level in the collector chamber falls below full. The electric boost pump provides motive fuel flow for the
forward fuel transfer jet pump during this condition. When this occurs it will be shown by the illumination of the L or R FUEL
FEED annunciator. The ON position of the boost pump control switch is used for ground testing the boost pump operation,
for in-flight starts, for ground defueling, and as a backup for the automatic switch setting.
Fuel Transfer Pump

A fuel transfer pump is installed in each mid fuselage fuel tank. The transfer pumps are electrically operated and are used to
move fuel from the mid fuselage tanks to the wing tanks. The transfer pumps are identical to the boost pumps
Fuel Shutoff Valves

FLAP The fuel shutoff valves are gate-type and are operated by an electric motor. All five valves are identical. The valves are
ASYM located in the fuel feed lines, the motive flow fuel lines and the crossfeed line.
L FUEL
FEED
R FUEL
FEED
Figure 16: Fuel Shutoff Valve

The fuel shutoff valves located in the fuel feed lines are to stop fuel flow to the engine in the event of engine fire or fuel
leakage downstream of the valve. The valve is normally open and is closed when the LH or RH ENG FIRE PUSH button or
the L or R FUEL VALVE button is pressed.
2982
MDA 200 DH 200 MDA 200 DH 200

STBY T+4.2A STBY T+4.2A
5000 UTC 07:14 TAS 0 GS 0 SAT 15C TAT 15C UTC 07:14 TAS 0 GS 0 SAT 15C TAT 15C 5000
80 80
200 RWØ4L 2NM 06:59 -MEASURED- RWØ4L 2NM 06:59 -MEASURED- 200
(INTC) 2NM (INTC) 2NM
60 10 SKORR 8NM SKORR 8NM 60 10
100 KJFK 66NM LB KJFK 66NM LB 100
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

JFK CRI VR 109 VR 109 JFK CRI
0.8 6.3 V1 102 0 FT 1 METSS SKORR 1 METSS SKORR V1 102 0 FT 0.8 6.3
200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
2.4NM (INTC) (INTC) 2.4NM
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
W OKJFK OKJFK (INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
IDX PLAN MAP TFC RCL IDX PLAN MAP TFC RCL
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
UNIVERSAL TIME UNIVERSAL TIME
28 26 24
30
Figure 17: Left & Right Engine Fire Push Buttons and Fuel Valve Buttons
The fuel shutoff valve located in the fuel crossfeed line is normally closed and is used only for the transfer of fuel from
one side to the other. The fuel shutoff valves located in the motive flow fuel lines are open in normal operation and work in
conjunction with the crossfeed valve during crossfeed operation.

Fuel Filter
The fuel filter is an inline tee-type equipped with a disposable element. The filter bowl is provided with a manual drain valve
which, when depressed, drains the filter containment bowl. A pressure switch is also incorporated into the filter assembly.
L WG TK
OV PRESS
L F FLTR
BYPASS
R WG TK
OV PRESS
R F FLTR
BYPASS
Figure 18: Fuel Filter Containment Bowl

If the filter element becomes clogged, the filter bypass pressure switch actuates and the L or R F FLTR BYPASS annunciator
will illuminate. If the pressure difference exceeds 2.3 PSIG, the bypass valve opens and most of the fuel supplied to the
engine is routed around the filter element.

Fuel Feed System

The fuel distribution system includes the subsystems used to distribute fuel from the filler ports to the storage system and
from the storage system to the power plant disconnect. Functionally, the system is divided into a fuel transfer system and a
fuel feed system. The fuel transfer system supplies fuel from the fuselage tanks and wing tanks to the engine feed tank. The
fuel feed system controls the flow of fuel within the engine feed tank to the engines.
L F XFR Fuel Transfer

PRESS LO
During fuel servicing of the fuselage tanks, the fuel gravity-flows to the mid and forward fuselage tanks first. When the mid
L FUEL and forward fuselage tanks are full, any additional fuel added to the fuselage is held by the aft fuselage and fuselage fill tanks
LEVEL LO until full.
Fuel in the mid fuselage tanks (left and right) is transferred to the left and right main tanks, respectively, by electric transfer
R F XFR pumps. The fuel transfer pump switches have ON, AUTO, and RESET positions. The normal position for these switches is
PRESS LO AUTO. In this position, fuel transfer is initiated automatically when the first generator comes on line after engine start. Fuel
R FUEL transfer is terminated automatically by the combination of a float switch in the mid-fuselage tank and a pressure switch in the
LEVEL LO transfer line. When fuel in the mid-fuselage tank reaches a level just above empty, the float switch is activated. The pump
will continue to run until pressure in the transfer line drops below 5.0 PSI at which time the pump shuts off.
This system is totally automatic, but if it fails to operate automatically, the ON position of the transfer switch has been provided.
The switch ON position is used on the ground to check the transfer pump operation and as a backup for the automatic
system. The operation light above the switch illuminates any time the pump is running. If the ON position is selected and fuel
in the mid fuselage tanks is exhausted, the L or R F XFR PRESS LO light illuminates, and the pilot must manually select the
AUTO position to prevent the pump from running in a dry tank, which will cause excessive pump vane wear.
A pilot float valve, located in the outer fuel bay, which hydraulically operates a fuel level control valve located in the collector
L WG TK tank, controls fuel level in the wing. When the fuel level control valve closes, the transfer pump continues to run at a constant
OV PRESS pressure at zero flow.
L F FLTR The system includes annunciator lights for wing overpressure (3.5 ±0.5 PSI) and low transfer pressure (1.3 PSI) lights. A
BYPASS wing over-pressure condition, indicating a malfunction of the fuel level control valve, automatically shuts down the transfer
pump with the pump switches in either the ON or AUTO position. To re-establish transfer after a wing overpressure, the pump
R WG TK switch must be manually repositioned to RESET. When released, it springs back to AUTO. The transfer pumps are capable
OV PRESS of pumping up to 2,200 pounds per hour.
If a transfer pump in one of the mid fuselage tanks were to fail, the remaining pump would continue transfer operation to the
R F FLTR
main tank on the operating pump side. In this case, the FUEL XFEED switch should be positioned to the same side as the
BYPASS
operating pump to keep the main tanks in balance. All fuselage fuel can be transferred with one pump operating.

Fuel Crossfeed
During normal operation, the FUEL XFEED switch is left in the NORM position. Crossfeed becomes necessary if one tank
must be used for both engines or if one tank must be used to feed an operating engine on the opposite side from that main
tank. Selecting L TANK opens the crossfeed valve so that the left tank can supply fuel to both engines. The R TANK position
would use the right tank as the source for both engines. This crossfeed capability has been provided to maintain fuel levels
within balance between main tanks and ensure that all main tank fuel can be utilized by either engine. The main tanks must
be within l00 lbs of each other for takeoff and within 300 lbs of each other during all phases of flight operation.
Figure 19: FUEL XFEED Switch

Placing the selector switch to the L (or R) TANK position initiates the following:
The left (or right) boost pump begins to operate, assisting the left (or right) main jet pump, and the L (or R) BOOST PUMP
operation light illuminates.
The fuel crossfeed valve begins to open, and while it is in transit, the X FEED in transit light is illuminated.
When the crossfeed valve is fully open, the FUEL X FEED operation light illuminates, and the X FEED in transit light
extinguishes.
About three seconds after the crossfeed valve fully opens, the opposite motive-flow shutoff valve starts closing;
the R (or L) JET PUMP valve light illuminates and then extinguishes once the valve is closed.
When crossfeed is completed, the FUEL X FEED switch must be manually positioned to the NORM position. The preceding
steps will occur in reverse order and return the system to the main-tank-to-engine configuration.

Fuel Return
The environment protection system (EPS) returns fuel, drained from the nozzle manifold of each engine during engine
shutdown, to the aft fuselage tank. This system consists of two drain boxes, return lines, check valves, and pressurization
lines. A drain box is installed at the bottom of each engine mid section and collects fuel purged from the fuel nozzle manifold
during engine shutdown. During the next engine operation, this box is pressurized from the fan bypass duct, and fuel in the
box is transferred through the return lines to the surge tank above the aft fuselage tank. This fuel is then transferred to the
aft fuselage tank by gravity flow. The surge tank is vented to atmosphere through the vent tubes on the bottom of the aft
fuselage.

Fuel Indicating and Warning Systems

The fuel indication system provides a measurement of the fuel quantity and temperature. Included are operation lights and annunciators which alert the
flight crew to fuel system operations. Operation lights indicate the operation of fuel pumps and the engine feed mode. The low fuel level warning system
supplies data on fuel levels and operating pressures in the lines and tanks.
Fuel Quantity Indicating System

A capacitance-type system is used to indicate fuel quantity. This system is made up of twelve tank unit probes, two compensators, two quantity indicators,
and associated indicating lights. The system utilizes 28V DC for operating power. The fuselage fuel quantity and left main tank fuel quantity receive their
power through their respective circuit breakers on the left load bus. The right main tank fuel quantity receives its power from the right load bus.
Fuel quantity in the tank is converted to electrical signals by electrostatic capacitance tank units, which are connected to a bridge circuit that converts the
capacitance into a current flow signal. The quantity is displayed on indicators that are actually ammeter gages but read in pounds.
Each main tank has four tank unit (Figure 20) probes and a compensator installed for sensing fuel quantity. Each of the wing bays has a probe, and the
collector in each wing inner bay has a probe and a compensator unit. The aft fuselage tank, each mid fuselage tank, and the right forward fuselage tank
have probes that sends signals to the fuselage fuel quantity gauge.
Figure 20: Tank Unit Probe

The fuel quantity indicators are located on the center instrument pane. There is one fuselage gage and one dual indicator
for the main tanks.
10 12 14 8
8 6 10
16
2982
6 4 12
MDA 200 DH 200 MDA 200 DH 200
80 80
18
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
33
33 33
4
FMS1 30
30 1 2 4 FMS1 30 1 2 4
(INTC) W
N
R
GPS TERM GPS TERM
0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
20
2 14
28 26 24
30
2
22
0 FUSELAGE 0 WING 16
FUEL QTY FUEL QTY
LBS X 100 LBS X 100
Figure 21: Fuel Quantity Indicators
Fuel Temperature Indicating System

A fuel temperature indicating system is provided to monitor fuel temperature for safe operation within a temperature range
of -40 to 50°C. The system consists of a temperature transmitter and indicator. The temperature transmitter is a resistance
bulb type located in the right inboard wing rib forward of the aft spar. The temperature indicator on the main instrument panel
has an arc scale range from -60 to 60°C. This indicator receives 28V DC operating power from the right load bus and 5V DC
lighting power from the airplane lighting system.
2982
MDA 200 DH 200 MDA 200 DH 200

80 80
TA ONLY TA ONLY
40 314 33 314 33
0 000
30 30 40
0 000
V2 118 10 100 V2 118 10 100

200 /2500A /2500A 200
90 HDG 315 29.82 IN 90 HDG 315 29.82 IN
30
30 33
33 1 2 4 30 33 1 2 4
FMS1 FMS1
(INTC) W
N
GPS TERM GPS TERM

0.0 0.0
TFC ON TFC ON
3
24
24
1 2 4 1 2 4
21
21
21
66
RAT 15C RAT 15C

E
S
15 12
28 26 24
30
Figure 22: Temperature Indicator

Fuel Warning System

L OIL R OIL The fuel warning system comprises two wing tank overpressure switches, two transfer line low pressure switches, two
PRESS LO PRESS LO fuel feed line low pressure switches, two fuel filter bypass switches, two wing tank level switches and the caution/advisory
L FUEL R FUEL annunciators. The following caution/ advisory annunciations are designed to alert operators to the following conditions:
PRESS LO PRESS LO L or R FUEL PRESS LO (red) – fuel feed line pressure low
FLAP L or R FUEL FEED (amber) – fuel feed tank not full
--------
ASYM L or R XFR PRESS LO (amber) – fuel transfer pressure low
L FUEL R FUEL L or R FUEL LEVEL LO (amber) – wing fuel level low
FEED FEED L or R WG TK OV PRESS (amber) – wing tank is over pressurized
L F XFR R F XFR L or R FLTR BYPASS (amber) – fuel filter bypassed
PRESS LO PRESS LO The wing tank overpressure switches are actuated when pressure in the wing tanks surpasses 3.5 ±0.05 PSI. Actuation of
L FUEL R FUEL the overpressure switch illuminates the appropriate L or R WG TK OV PRESS annunciator.
LEVEL LO LEVEL LO When the transfer pump is operating and fuel is exhausted in the center fuselage tank, the L or R F XFR PRESS LO
L WG TK R WG TK annunciator will illuminate.
OV PRESS OV PRESS The L/R FUEL FEED annunciators indicate low fuel level (77 pounds) in the wing collector chamber.
L F FLTR R F FLTR The fuel filter bypass switches (located on the fuel filters) sense impending filter bypass situations and illuminate the
BYPASS BYPASS appropriate F FLTR BYPASS annunciator prior to an actual bypass condition.
CAUTIO
Contaminated fuel is possible. Land at nearest suitable airport.
The fuel pressure switches (located in the fuel feed line near the engine) are actuated when the fuel feed pressure (5 ±0.5
PSI) at the engine is low. Switch actuation will illuminate the appropriate red L or R FUEL PRESS LO annunciator. If one
of these fuel pressure low lights illuminates, the corresponding fuel BOOST PUMP operation light should also illuminate,
provided the BOOST PUMP switch is in the AUTO position, indicating that the pump has come on to bring the pressure back
up to normal. If the pressure light does not go off, make a precautionary engine shutdown.
The fuel level low switches (located in the left and right wing tanks) are actuated when the fuel level falls below approximately
225 pounds. The appropriate L or R FUEL LEVEL LO annunciator is illuminated when the switch is actuated.

Servicing and Procedures

Preflight
During the exterior preflight inspection, examine the wing lower surfaces for signs of fuel leaks. The tank drains and quick drains must be drained at least
once daily. Check each filler cap to make sure it is on securely and ensure all the vents are clear of any obstruction.
Servicing
This section provides a brief listing of approved fuels and additives. Refer to the aircraft maintenance manuals for the current list of approved fuel supplier
brand names and additives.
Approved Fuel
The approved jet fuel grades are Jet A/A-1, Jet B, JP-4, JP-5, JP-8, JP-8+100 and RP-3 (Chinese). This system is not designed for use of any grade of
avgas.
Fuel Additives
The approved fuel additives are MIL-I-85470 and MIL-I-27686 specification anti-icing and biocidal additives.
Refer to the respective AFM and aircraft maintenance manuals for current additive specifications and blending procedures.
Abnormal Procedures
Abnormal procedures involving the fuel system include the following:
Low Fuel Pressure Failure of Aft Fuselage Fuel to Transfer
Wing Tank Overpressure Low Fuel Quantity
Jet Pump Failure Low Engine Fuel Feed Tank Quantity
Low Fuel Transfer Pressure Fuel Filter Bypass.
Please refer to the respective Beechjet 400A Aircraft Flight Manual or the Pilot’s Checklist for exact procedures concerning the fuel system.

Low Fuel Pressure

L OIL R OIL Illumination of either L or R FUEL PRESS LO annunciators indicates that the fuel feed pressure at the engine is low. If one
PRESS LO PRESS LO of these fuel pressure low lights illuminates, the corresponding fuel BOOST PUMP operation light should also illuminate.
L FUEL R FUEL Turn the boost pump for the affected engine ON, and the jet pump for the affected engine OFF. The FUEL PRESS LO
PRESS LO PRESS LO annunciator should extinguish, but if it remains illuminated, complete the Engine Shutdown or Failure in Flight procedure.
Wing Tank Overpressure

Illumination of the L or R WG TK OV PRESS annunciator indicates that pressure in the wing tanks is high. Verify the transfer
L WG TK R WG TK pump for the respective engine has shut off. White light above the respective FUEL TRANS switch should be extinguished.
OV PRESS OV PRESS
If the annunciator re-illuminates or the pump fails to shut off automatically, pull the FUEL TRANS circuit breaker, located on
L F FLTR R F FLTR the forward circuit breaker panel, for the affected side. Use fuel crossfeed, as necessary, to maintain fuel system balance
BYPASS BYPASS until the fuselage tank is empty.
Jet Pump Failure

If a jet pump failure is experienced, turn on the affected engine boost pump and turn the affected jet pump off. Repair the
fault prior to the next flight.
Low Fuel Transfer Pressure

If the L or R F XFR PRESS LO annunciator illuminates. Verify the affected side fuel transfer pump has shut off. If the fuselage
tank is empty and the pump fails to shut off automatically, pull the FUEL TRANS circuit breaker on the forward circuit breaker
L F XFR R F XFR panel. If there is still fuel in the fuselage tank, turn on the fuel transfer switch for the affected side. If the XFR PRESS LO
PRESS LO PRESS LO annunciator light remains illuminated, put the fuel transfer switch to AUTO and use fuel crossfeed as necessary to maintain
L FUEL R FUEL fuel system balance until the tank is empty.
LEVEL LO LEVEL LO
Failure of Aft Fuselage to Transfer
If the aft fuselage tank fuel fails to transfer, place the affected fuel transfer switch to RESET and then to AUTO. If the fuel
transfer pump operating lights remain illuminated, monitor the wing and fuselage fuel quantity indicators to ensure that the
fuel is transferring and continue normal operation.
If the fuel transfer pump operating lights illuminate and then immediately extinguish, set the fuel transfer switch to ON.
If both F XFR PRESS LO annunciator lights illuminate, set the fuel transfer to AUTO. The fuel remaining in the fuselage tanks
is unusable. Recompute range and/or endurance with the remaining wing fuel and land using normal landing procedures.

Low Fuel Quantity

L F XFR R F XFR
PRESS LO PRESS LO Illumination of the L or R FUEL LEVEL LO annunciators indicates there is approximately 225 lbs of fuel remaining. Land at
the nearest suitable airport.
L FUEL R FUEL
LEVEL LO LEVEL LO
Low Fuel Feed Tank Quantity
Illumination of the L or R FUEL FEED annunciators indicates there is approximately 77 lbs of fuel remaining. Land at the
nearest suitable airport.
FLAP
--------
ASYM
L FUEL R FUEL
Fuel Filter Bypass
FEED FEED Illumination of the L or R FLTR BYPASS annunciators indicates that there is a possibility of a clogged fuel filter. A precautionary
landing at the nearest suitable airport is advised.
L WG TK R WG TK
OV PRESS OV PRESS
L F FLTR R F FLTR
BYPASS BYPASS


ATA 28 - Fuel Systems Module

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Beechjet 400A

ATA 28 – Fuel Systems Module

Copyright 2020, CAE, Inc.

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Printed in the United States of America.

Copyright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Figure 6: Fuselage Drain Valve. . . . . . . . . . . . . . . . . . 7

Beechjet 400A iii ATA 28 – Fuel Systems Module

Beechjet 400A iv ATA 28 – Fuel Systems Module

List of Effective Pages

Beechjet 400A v ATA 28 – Fuel Systems Module

This page intentionally left blank.

Beechjet 400A vi ATA 28 – Fuel Systems Module

Fuel System Overview

Beechjet 400A 1 ATA 28 – Fuel Systems Module

DRAINED FUEL FILTER WITH

Figure 1: Fuel System Mechanical

Beechjet 400A 2 ATA 28 – Fuel Systems Module

COLLECTOR TANK FLAPPER VALVE

FUEL LEVEL LOW

L FUEL R FUEL SHUTOFF VALVE

FUEL FEED FUEL FEED

L H/V L F/V LH ENG L FUEL R FUEL

L F FLTR JET PUMP XFEED JET PUMP R F FLTR

Figure 2: Fuel System Indication

Beechjet 400A 3 ATA 28 – Fuel Systems Module

Beechjet 400A 4 ATA 28 – Fuel Systems Module

Fuel Tank Filler Ports

Beechjet 400A 5 ATA 28 – Fuel Systems Module

Defueling and Draining

Beechjet 400A 6 ATA 28 – Fuel Systems Module

FUEL DRAIN VALVE FUEL DRAIN VALVE

FUEL FILTER DRAIN FUEL FILTER DRAIN

Figure 6: Fuselage Drain Valve

Beechjet 400A 7 ATA 28 – Fuel Systems Module

Tank Vent System

Figure 8: Ram Air Scoop

Beechjet 400A 8 ATA 28 – Fuel Systems Module

Figure 9: Fuselage Tank Vent Tubes

Beechjet 400A 9 ATA 28 – Fuel Systems Module

Beechjet 400A 10 ATA 28 – Fuel Systems Module

Fuel Distribution System

Figure 12: Fuel System Control Switches

Beechjet 400A 11 ATA 28 – Fuel Systems Module

Fuel Jet Pumps

Figure 13: Primary Jet Pump

Beechjet 400A 12 ATA 28 – Fuel Systems Module

Fuel Boost Pumps

Figure 14: Fuel Boost Pump

Beechjet 400A 13 ATA 28 – Fuel Systems Module

Beechjet 400A 14 ATA 28 – Fuel Systems Module

Fuel Transfer Pump

Fuel Shutoff Valves

Figure 16: Fuel Shutoff Valve

Beechjet 400A 15 ATA 28 – Fuel Systems Module

MDA 200 DH 200 MDA 200 DH 200

V2 118 10 100 V2 118 10 100

GPS TERM GPS TERM

RAT 15C RAT 15C

UNIVERSAL TIME UNIVERSAL TIME

Beechjet 400A 16 ATA 28 – Fuel Systems Module

Figure 18: Fuel Filter Containment Bowl

Beechjet 400A 17 ATA 28 – Fuel Systems Module

Fuel Feed System