Ata 28

Embraer ERJ-190 Series (GE CF34) ATA 28
B1.1. and B2 FUEL SYSTEMS
TRAINING MANUAL
Embraer ERJ-190 Series (GE CF34)

B1.1 and B2 (-sub) categories
FUEL SYSTEMS
(ATA 28)
Level 3
ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 1

THIS PAGE IS INTENTIONALLY LEFT BLANK

TABLE OF CONTENTS
FUEL TANK SAFETY .................................................................................... 6 ATA 28-42 MAGNETIC LEVEL INDICATING ............................................. 142
TERMS AND DEFINITIONS RELATED TO THE FUEL SYSTEM .............. 6 INTRODUCTION .................................................................................... 142
ATA 28-00 FUEL GENERAL ........................................................................ 12 DESCRIPTION ....................................................................................... 142
INTRODUCTION ...................................................................................... 12 FUEL MAGNETIC LEVEL CHECK ......................................................... 144
ATA 28-10 FUEL STORAGE ....................................................................... 14 ATA 28-CMC FUEL CMC ........................................................................... 146
INTRODUCTION ...................................................................................... 14 ATA 28-ETOPS FUEL DIFF FOR 190 ETOPS ........................................... 150
DESCRIPTION ......................................................................................... 16 INTRODUCTION .................................................................................... 150
ATA 28-20 FUEL DISTRIBUTION ................................................................ 30 OPERATION .......................................................................................... 150
INTRODUCTION ...................................................................................... 30 ATA 28-LOGIC LOGIC DIAGRAMS ........................................................... 152
DESCRIPTION ......................................................................................... 32 ATA 28-MEL MINIMUM EQUIPMENT LIST ............................................... 159
ENGINE FEED EJECTOR PUMPS .......................................................... 34
AC AUX PUMP SYNOPTIC PAGE ........................................................... 46
DC PUMP CARTRIDGE SYNOPTIC PAGE ............................................. 54
SOV SYNOPTIC PAGE ............................................................................ 64
OPERATION ............................................................................................ 68
ATA 28-21 CROSSFEED SYSTEM ............................................................. 72
INTRODUCTION ...................................................................................... 72
DESCRIPTION ......................................................................................... 72
COMPONENTS ........................................................................................ 74
INDICATION............................................................................................. 78
ATA 28-22 APU FUEL FEED ....................................................................... 80
INTRODUCTION ...................................................................................... 80
DESCRIPTION ......................................................................................... 80
OPERATION ............................................................................................ 82
ATA 28-22 APU Feed System...................................................................... 88
INDICATION............................................................................................. 88
OPERATION ............................................................................................ 90
ATA 28-23 REFUEL-DEFUEL ...................................................................... 92
INTRODUCTION ...................................................................................... 92
DESCRIPTION ......................................................................................... 92
ATA 28-24 GRAVITY REFUELING ............................................................ 124
INTRODUCTION .................................................................................... 124
DESCRIPTION ....................................................................................... 124
ATA 28-41 INDICATING ............................................................................ 126
INTRODUCTION .................................................................................... 126
DESCRIPTION ....................................................................................... 128
EICAS MESSAGES................................................................................ 140

TABLE OF FIGURES
APPROVED FUEL SPECIFICATIONS .......................................................... 7 APU FEED SYSTEM ...................................................................................81

GENERAL WARNINGS ................................................................................. 9 APU START ................................................................................................83
LANDING GEAR AND WING GROUNDING POINTS ................................. 11 APU SHUT OFF VALVE ..............................................................................85
FUEL GENERAL ......................................................................................... 13 APU SOV ELECTRICAL INTERFACE ........................................................87
WING TANKS .............................................................................................. 15 EICAS INDICATIONS ..................................................................................89
FUEL TANK PANELS ................................................................................. 17 APU START ................................................................................................91
TANK EQUIPMENT ..................................................................................... 19 REFUELING DEFUELING COMPONENTS .................................................93
TANK VENT SYSTEM ................................................................................. 21 PRESSURE REFUEL ADAPTER ................................................................95
VENT LINES ................................................................................................ 23 REFUEL SOV ..............................................................................................97
PRESSURE RELIEF VALVES .................................................................... 25 PILOT FLOAT VALVE .................................................................................99
NACA AIR INLET ........................................................................................ 27 REFUEL CONTROL SOLENOID ............................................................... 101
WATER DRAIN VALVE ............................................................................... 29 PRESSURE SWITCHES ............................................................................ 103
FUEL DISTRIBUTION ................................................................................. 31 PRESSURE SWITCHES ............................................................................ 105
FUEL FEED SYSTEM ................................................................................. 33 REFUEL/DEFUEL CONTROL PANEL ...................................................... 107
ENGINE FEED EJECTOR PUMPS ............................................................. 35 PRESSURE REFUELING .......................................................................... 109
SCAVENGE EJECTOR PUMP .................................................................... 37 PRESSURE REFUELING-PRESELECT SHUTOFF .................................. 111
FUEL SYNOPTIC PAGE ............................................................................. 39 PRESSURE REFUELING- HIGH LEVEL SHUTOFF ................................. 113
AC AUXILIARY PUMP ................................................................................ 41 DEFUELING .............................................................................................. 115
AC AUX PUMP 1 POWER SUPPLY ........................................................... 43 DEFUEL SHUTOFF VALVE ...................................................................... 117
AC AUX PUMP OPERATION ...................................................................... 45 SUCTION DEFUELING ............................................................................. 119
AC AUX PUMP SYNOPTIC PAGE .............................................................. 47 PRESSURE DEFUELING .......................................................................... 121
DC APU/ENGINE START PUMP CARTRIDGE ........................................... 49 FUEL TRANSFER ..................................................................................... 123
DC PUMP ELECTRICAL INTERFACE ........................................................ 51 GRAVITY REFUELING .............................................................................. 125
DC PUMP REMOVAL .................................................................................. 53 INDICATING GENERAL ............................................................................ 127
DC PUMP SYNOPTIC PAGE ...................................................................... 55 FUEL QUANTITY INDICATION ................................................................. 129
FUEL CONTROL PANEL ............................................................................ 57 FUEL CONDITIONING UNIT ..................................................................... 131
PRESSURE SWITCHES ............................................................................. 59 FUEL QUANTITY PROBES ....................................................................... 133
ENGINE FUEL SOV .................................................................................... 61 TANK PROBE COMPENSATOR............................................................... 135
ENGINE FUEL SOV ELECTRICAL INTERFACE ........................................ 63 FUEL LOW LEVEL SENSORS .................................................................. 137
SOV SYNOPTIC PAGE ............................................................................... 65 FUEL TEMPERATURE SENSOR .............................................................. 139
CHECK VALVES ......................................................................................... 67 EICAS MESSAGES ................................................................................... 141
ENGINE START LH..................................................................................... 69 MAGNETIC LEVEL INDICATING .............................................................. 143
ENGINE START RH .................................................................................... 71 FUEL MAGNETIC LEVEL CHECK ............................................................ 145
CROSSFEED OPERATION......................................................................... 73 FUEL CMC ................................................................................................ 147
CROSSFEED COMPONENTS .................................................................... 75 INDIVIDUAL TANK PROBES .................................................................... 148
CROSSFEED VALVE ELECTRICAL INTERFACE ..................................... 77 FUEL INFORMATION ................................................................................ 149
CROSSFEED VALVE SYNOPTIC PAGE .................................................... 79 ENGINE FEED SYSTEM CONTROL ......................................................... 151

AC PUMP/DC PUMP ................................................................................. 152

ENGINE SHUTOFF VALVE 1 .................................................................... 153
ENGINE SHUTOFF VALVE 2 .................................................................... 154
APU SHUTOFF VALVE ............................................................................. 155
APU SHUTOFF VALVE CONT’D .............................................................. 156
APU SHUTOFF VALVE CONT’D .............................................................. 157
X-FEED VALVE ......................................................................................... 158
MINIMUM EQUIPMENT LIST .................................................................... 160

FUEL TANK SAFETY
TERMS AND DEFINITIONS RELATED TO THE FUEL SYSTEM PERMISSIBLE EXPOSURE LEVEL (PEL)
CLASS I, DIVISION I HAZARDOUS LOCATIONS  The time-weighted-average airborne concentrations of substances to

 Locations in which hazardous concentrations of flammable gases or which it is thought that almost all workers can be repeatedly exposed
vapors can exist under normal operating conditions. 8 hours a day, 40 hours a week, without adverse health effects.
 Locations in which hazardous concentrations of flammable gases or
vapors can exist frequently because of repair or maintenance FLAMMABLE
operations or because of leakage.
 Locations in which equipment problems or defective operation of  A fluid or gas open to ignition or explosion.
equipment or processes can release hazardous concentrations of
flammable gases or vapors, and can also cause simultaneous failure CDCCL: Critical Design Control Configuration Limitations
of electric equipment.
EXPLOSION-PROOF COMPONENT
An explosion-proof component has these characteristics:

 It is resistant to the explosion of a gas or vapor contained in it
 It prevents the ignition of a gas or vapor by sparks or flashes
 It can operate at high external temperatures and will not ignite a
surrounding flammable atmosphere.
LOWER EXPLOSIVE LIMITS (LEL)
 The lowest concentration of a gas or vapor in the air that will not ignite
or explode if there is an ignition source.
FIRE-SAFE CONDITION
 10% or less concentration of the lower explosive limit for fuel vapour.

APPROVED FUEL SPECIFICATIONS
LOW FREEZING POINTS
Low freezing points are essential due to flights at high altitudes. Most fuels
contain additives to combat the problem of fuel icing. Should the temperature
fall to the range where fuel icing occurs, ice crystals or gel can form, blocking
filters ant components.

GENERAL WARNINGS FOR MAINTENANCE AND SERVICING

PROCEDURES
 For correct and careful of fuel and support equipment, maintenance  Installation or removal of batteries or related equipment is not
personnel must know the system and its safety conditions. Make sure permitted.
that only trained and approved personnel do the fuel system  Statically ground the electric equipment to prevent a high
maintenance. concentration of static electricity when you use the equipment.
 If fuel gets into your eyes, wash the eyes immediately with a large  All external light sources must be away from the aircraft before you
quantity of water. Get medical aid immediately. start to do the task.
 Immediately remove clothing that is wet with fuel. All jet fuels can  Do not use heat guns less than 35 m (100 ft) from the aircraft when
cause injury to the skin. Fully flush the related skin area. Do not let you refuel defuel the tank. Obey the same distance when the fuel
fuels touch you. lines are open. If you do not obey these precautions, an explosion can
 Do not wear clothing of synthetic material or clothing with metal occur in the fuel tank.
zippers or buttons. These items can cause a spark, as a result, a fire
or explosion can occur. SPECIFIC WARNINGS FOR SERVICING PROCEDURES
 When you do maintenance on the fuel system, you must discharge
the static electricity from your body. For this, you must touch a static  Do not the refuel procedure in a hangar or within 30 m (100 ft) of
ground cable or grounded object before you start the operation. hangars.
 Do the fuel system maintenance only in an area that permits free  During the pressure refuelling procedure, keep the areas around the
movement and access of fire fighting equipment and personnel. Make fuel tank and vents free of vehicles and equipment.
sure that fire extinguishers with a minimum of 55 lb (25 kg) of carbon  During the refuelling operation, make sure that no high frequency radio
dioxide, or equivalent, are available and ready for use in an transmitter is in operation within a radius of 60 m (200 ft) of the aircraft.
emergency situation. No radar equipment must be in operation within a radius of 120 m (400
 Use only explosion proof equipment when you do task less than 15 m ft) of the aircraft. This is to prevent a fire or explosion.
(50 ft) away from an open tank or hazardous locations.  Make sure that the aircraft is parked in ramp level and into the wind.
 Always do maintenance on the fuel system in an area that has a good
airflow. No fuel vapour concentration is permitted. This is to prevent a
fire or explosion.
 All support equipment not necessary for this task must be at a
minimum distance of 15 m (50 ft) from the aircraft.
 Make sure that there are no persons with lit cigarettes or other
sources of sparks or open flames in a radius of 15 m (50 ft) from the
area where the maintenance is done.

GENERAL WARNINGS

 Do not refuel the aircraft if there is an overheat indication in the  When you open the fuel tank, you must use equipment to ventilate it.
aircraft. The fuel / air mixture in the tank has a high concentration of fuel
 Do not fill or change oxygen bottles during the refuelling procedures. vapour that can easily ignite. You must ventilate all concerns of the
 Do not start the APU during refuelling / defueling procedures after an fuel tank to remove the fuel / air mixture. The ventilated air can
automatic shutdown or a failed start of the APU. decrease the explosive level of the fuel 7 air mixture to the permitted
 During the pressure refuelling procedure, make sure that the refuel limit (LEL).
pressure is between 35 and 50 psi. Pressures above the specified  Fuel / air mixture is toxic and can cause irritation to the skin and eyes.
limits can cause damage to equipment and injuries to persons. Put on a filtering mask and gloves and do not breath fuel / air mixture.
Pressures below the specified limits can cause unsatisfactory Use an air purifying respirator with an air supply outside the fuel tank
operation of the refuelling components. if the oxygen level is out of limits.
 Prevent fuel spillage. If fuel spillage occurs, clean the area  Obey the local PEL limits and the standard procedures if they are
immediately. stricter than those specified in this manual.
 If fuel spillage occurs, stop the APU and do not start it again.  The fresh airflow from the ventilation equipment must keep the
 When you refuel the aircraft, make sure that the fuel quantity unit is oxygen levels inside the fuel tanks between 19.5% and 23.5% by
correct. A wrong reading of the fuel quantity can cause an aircraft volume.
accident.  The fresh airflow from the ventilation equipment must keep the fuel /
 Make sure that the fuel level in the tanks is symmetrical after the air mixture levels inside the fuel tanks below 10% lower explosive
refuelling operation limits (LEL).
 Stop the refuel procedure when thunderstorms or lightning are at a  Stop the fuel tank maintenance procedures and close the access to
distance less than 16 km (10 miles). the fuel tanks when thunderstorms or lightning are at a distance less
than 16 km (10 miles).
SPECIFIC WARNINGS FOR MAINTENANCE PROCDURES  Do not use lock-wire inside the fuel tanks. The ends of the lock- wire
can be points of electrostatic discharge.
 Make sure that the aircraft is de-energized.  All fuel tank safety procedures must be performed in strict accordance
 Do not keep metal objects and equipment with you. These items can with the manufactures AMM.
cause a spark.
 Make sure that no radio or radar equipment operates in a radius of
91m (300 ft) from the aircraft.
 Make sure that there is an observer to monitor the person inside the
tank and be prepared to quickly help him if necessary.
 Use a combustible gas indicator designed for class 1, division 1
hazardous locations or equivalent standard, to monitor the fuel tank
internally for a fire-safe condition.
 Do not apply compressed air directly in the fuel tanks for ventilation
purposes.

LANDING GEAR AND WING GROUNDING POINTS

ATA 28-00 FUEL GENERAL
INTRODUCTION
The fuel system is designed to provide fuel to both engines and the APU. The
fuel system consists of three subsystems:
 The storage subsystem which includes vented integral fuel tanks in
the aircraft wings
 The distribution subsystem which permits operations like engine
feeding, APU feeding, tank refueling and defueling
 The fuel indicating subsystem which provides indications and failure
information to the crew and maintenance personnel.

FUEL GENERAL

ATA 28-10 FUEL STORAGE
INTRODUCTION
The aircraft has two structurally integral wing tanks and two vent and surge
tanks.
An expansion space of 2% of the full tank capacity is provided. Each wing

contains a surge tank to collect fuel during wing-down or uncoordinated
manoeuvres and a collector bay to ensure continuous fuel feed to the engine
throughout the whole flight envelope.
The arrangement of the tanks permits the fuel to flow from the outer tank
area to the wing root and into the collector bay.
On the EMB 190 the total capacity of the fuel tanks is approximately 16000
Liter/4220 gal (12960kgs).

WING TANKS

DESCRIPTION
FUEL TANK ACCESS PANELS
Each wing tank has 13 access panels installed on the lower wing skin. Each
surge tank has one access panel installed on the lower wing skin. The
access panels allow for inspection and repair of the internal structure of the
tank.
There are two additional access panels installed in the fuselage center
section II. These access panels give access to the collector tank. The
applicable wing-to-fuselage fairings and door must be removed or opened to
access these panels.
Caution: DURING THE REMOVAL AND INSTALLATION PROCEDURES,

BE CAREFUL NOT TO DAMAGE THE KNITTED GASKET.

FUEL TANK PANELS

TANK EQUIPMENT
Each tank contains the following equipment:

 Baffle and flapper check valves to allow fuel flow inboard towards the
collector bay, but not outboard
 Three ejector pumps to assure maximum fuel availability in the
collector bay
 An ejector pump to feed the engine
 An electrical AC fuel pump for engine starting and backup for the
ejector pump
 Check valve in the fuel feed line
 Two drain valves for water drain and fuel inspection and a gravity fill
cap
 DC motor-driven fuel pump inside the right hand tank
Access to the wing tanks and surge tank is possible through 12 manholes
underneath the aircraft wing.
A vent system is incorporated in each tank, along with the necessary parts for
automatic and manual refueling and defueling.

TANK EQUIPMENT
TANK VENT SYSTEM
The fuel tank vent sub-subsystem keeps the fuel pressure differential
between the fuel tanks and the atmosphere within the +5 psig structural limit
during all operating conditions.
The vent sub-subsystem also prevents fuel spillage during flight maneuvers
and hard braking.
The fuel tank vent sub-subsystem has the components that follow:
 Pressure Relief Valves
 Float Actuated Drain Valves
 Float Vent Valves
 Flame Arrestor/Surge Relief Valves
The system also includes a wing main vent line with a float-actuated drain
valve, and an outboard vent line with float vent valve. In addition, a
secondary or wing stub vent line with a float-actuated drain valve is fitted to
each tank.

TANK VENT SYSTEM

VENT LINES
Each wing tank is vented through two independent lines into the surge tanks
between rib 22 and 23. The surge tank vents to the atmosphere through a
NACA inlet installed on the lower wing skin.
The inboard part of the wing tank is vented by the main vent line. The main
vent line runs from the inboard part of the tank near rib 1 to the surge tank.
The outboard part of the wing tank is vented directly to the surge tank
through a float valve attached to rib 22.
The wing stub area is vented through the wing stub vent line. The wing stub
vent line is installed between the wing stub, near the collector tank, and the
main tank.
The vent lines are arranged so that at least one line is always open during all
flight conditions. The vent lines provide adequate protection for the wing
tanks during all flight and ground operations except if there is a refuel shutoff
failure during pressure refueling. A high capacity pressure relief valve is
incorporated to provide this protection.
Fuel that has leaked into the surge tank can flow back into the fuel tank
through a check valve when the fuel level inside the tank has decreased
below the check valve.

VENT LINES
PRESSURE RELIEF VALVES
As a safety against over pressure, you will find a pressure relief valve
mounted into each wing tank. The relief valve is flush mounted on a fuel tank
access panels.
The relief valve consists of a cavity open to the atmosphere and a spring-
loaded sealing poppet assembly. The relief valve opens when the differential
pressure between the interior and the exterior of the fuel tank is more than
3psig.
Note: A maintenance check is performed with < 4340 kg (9570 lbs) of fuel
in the tank.

PRESSURE RELIEF VALVES

NACA AIR INLET
Through the NACA air inlet, airflow into and out of the tank is guaranteed.
The inlet provides slight ram pressure in the tank during flight and is fitted
with a flame arrestor.
There are two flame arrestor/surge relief valves in the fuel tank vent sub-
subsystem. The flame arrestors are mounted to the NACA inlets.
The flame arrestors prevent flames from entering the fuel tank vent sub-
subsystem for a minimum time of 2.5 minutes if there is a fire. A surge relief
valve is incorporated to allow bypass of the flame arrestor if there is a
blockage.
Note: Use a light (explosion proof) to do the inspection of the NACA air
inlet.

NACA AIR INLET

WATER DRAIN VALVE

Caution: IN COLD WEATHER, THE WATER CAN FREEZE AT THE
The drain valves operate manually and allow for the removal of water and BOTTOM OF THE FUEL TANKS.
contaminants from the wing tanks. They are also used to remove remaining
fuel from the wing tanks after they have been defueled. BEFORE YOU DRAIN THE FUEL TANKS, CAREFULLY WARM
THE DRAIN VALVES AND THE SURROUNDING AREA, IF
The drain valves are spring-loaded poppet valves. APPILCABLE.
On the EMB 190 there is one drain valve per wing located in the collector IN COLD WEATHER, IF LARGE AMOUNT OF WATER
tank. FREEZES AT THE BOTTOM OF THE TANKS, MOVE THE
AIRCRAFT TO A WARM HANGAR AND WAIT UNTIL THE ICE
Note: Let the aircraft be stable (aircraft parked and fuel not being used) for MELTS. THE HEATING PROCEDURE WILL NOT BE
approximately 2 hours before you drain it. This procedure is SATISFACTORY IN THIS CASE.
necessary to let the water go to the bottom of the tank.
DO NOT APPLY HEAT TO AIRCRAFT SYSTEMS LOCATED
NEAR TO THE DRAIN VALVE. IF YOU DO NOT OBEY THIS
PRECAUTION, DAMAGE TO THE AIRCRAFT SYSTEMS CAN
OCCUR.
THE HOT AIR TEMPERATURE FROM THE HEATING GUN

MUST NOT BE MORE THAN 40°C. TEMPERATURES ABOVE
40°C CAN CAUSE DAMAGE TO THE AIRCRAFT SYSTEMS.
DO NOT APPLY EXCESSIVE FORCE TO OPERATE THE

DRAIN VALVES.
Warning: USE PROCEDURES THAT AGREE WITH LOCAL

REGULATIONS WHEN YOU DISCARD DANGEROUS
CONSUMABLE MATERIALS. DANGEROUS CONSUMABLE
MATERIALS CAN CAUSE INJURY TO PERSONS AND
CONTAMINATION OF THE ENVIRONMENT.

WATER DRAIN VALVE

ATA 28-20 FUEL DISTRIBUTION
INTRODUCTION
The aircraft fuel distribution system has 3 subsystems:

 Engine feed
 APU feed
 Refuel/defuel
The engine feed system ensures a continuous supply of pressurized fuel to

the engine during aircraft operation by using ejector and electrical pumps. It
also has a cross feed feature that allows fuel supply to both engines from
either one of the wing fuel tanks.
The APU fuel feed system ensures a continuous supply of pressurized fuel to
the APU using a tap from the right-hand-side engine supply line. The
refuel/defuel system allows fuel to be moved into and out of the main wing
tanks using a single point pressure refueling station, or 2 overwing gravity
refuel ports.
Note: For maintenance purposes, it is possible to have one wing tank

empty and the other wing tank full.
Warning: THE FUEL VAPORS ARE TOXIC AND CAN CAUSE

IRRITATION TO THE SKIN AND EYES. PUT ON MASK AND
GLOVES AND DO NOT BREATHE FUEL VAPORS. DO NOT
LET THE AIR/FUEL MIXTURE COME TO AN EXPLOSIVE
LEVEL. DO THE TEST IN AREAS WITH A GOOD AIRFLOW

FUEL DISTRIBUTION
DESCRIPTION
FUEL FEED SYSTEM
The engine fuel feed system supplies correct fuel flow to the engines during
all operational conditions at a pressure that obeys limits given by the engine
manufacturer.
The engine fuel feed sub-subsystem comprises of these components:

 Engine Feed Ejector Pumps
 AC Auxiliary Boost Pump Cartridges
 AC Auxiliary Boost Pump Canisters
 Engine Shutoff Valves
 Engine SOV Actuator
 Cross-Feed Valve
 Cross-Feed SOV Actuator
 Scavenge Ejector Pumps
 Engine Feed Check Valves
 Motive-Flow Check Valves
 Fuel Control Panel
The engines are normally fed by the engine feed ejector pumps (except for
cross-feed operation). AC auxiliary pumps are provided in case of ejector
pump failure and for cross-feed operation. A DC pump is provided in case of
AC pump failure and for engine start
MOTIVE-FLOW RELIEF VALVES
A motive-flow relief valve is installed in the motive flow lines in each wing to
limit motive system pressures. Limiting this pressure to a maximum of
425psig will allow the main ejector pump to establish and maintain adequate
feed pressures to ensure the fuel flow through the pump will exceed the
necessary flow to maintain fuel balance and consequently correct any fuel
imbalance.

FUEL FEED SYSTEM

ENGINE FEED EJECTOR PUMPS
There are two engine feed ejector pumps in the engine fuel feed sub-
subsystem. There is one ejector pump installed in each collector tank. The
ejector pumps are the primary source of fuel supply to the engines. The
ejector pumps are venturi pumps with no moving parts that draw fuel from the
collector tanks when fed motive flow. The ejector pumps receive their motive
flow from the engine-driven fuel pumps.
A strainer is incorporated in the inlet of each ejector pump to prevent

ingestion of foreign objects.
A pressure switch is installed immediately upstream of the engine mounted

low-pressure fuel pump to monitor engine inlet feed pressure.

ENGINE FEED EJECTOR PUMPS

SCAVENGE EJECTOR PUMPS
There are six scavenge ejector pumps in the engine fuel feed subsystem.
The ejector pumps are venturi pumps with no moving parts that draw fuel
from the collector tanks when fed motive flow. The ejector pumps receive
their motive flow from engine-driven fuel pumps. There are two forward
scavenge ejector pumps, two outboard scavenge ejector pumps, and two aft
scavenge ejector pumps.
A forward scavenge ejector pump is installed in the forward inboard corner of

each wing stub, forward of the collector tank dam. These ejector pumps
collect fuel from the inboard area of the wing tanks and transfer it to the
collector tank.
An outboard scavenge ejector pump is installed in the lowest point of each

wing tank outboard of rib 1. These ejector pumps collect fuel from the wing
tanks and transfer it to the collector tank.
An aft scavenge ejector pump is installed in the aft section of each wing tank,
just inboard of rib 1.
These ejector pumps collect fuel from the wing tanks and transfer it to the
collector tank.

SCAVENGE EJECTOR PUMP

PRIMARY FEED INDICATION
The mode of operation of the primary ejector pump is indicated on the fuel
system page on the MFD.
Pressure switches are installed in the engine feed lines in the engine inlets.
If a pressure switch senses that the fuel pressure is less than approximately
0.35 kg/cm (5 psig), the E1/2 FUEL LO PRESS caution message shows on
the EICAS display.
If the applicable switch (AC PUMP 1/2) is set to AUTO, the respective AC
auxiliary pump will come on and the FUEL FEED 1/2 FAULT advisory
message shows on the EICAS display.

FUEL SYNOPTIC PAGE

AC AUXILIARY PUMP AC AUX PUMP REMOVAL
There are two AC auxiliary boost pump cartridges in the engine fuel feed sub-  Remove electrical connector. Loosen, but not remove drain plug.
subsystem. The AC auxiliary pump cartridges are installed in the AC auxiliary Remove 6 screws/washers securing cartridge to canister.
boost pump canisters and can be removed and installed without defueling the  Pull handle to vertical pos, pull cartridge down until it hits vertical stop.
fuel tanks. They supply fuel to the engines in the event of engine feed ejector  Rotate cartridge counter-clockwise until it contacts radial stop.
pump failure. Remove drain plug and drain pump.
 Rotate cartridge clockwise until notch in cartridge and notch in
The AC auxiliary pump cartridges are centrifugal, wet motor pumps that use canister match. Pull cartridge from canister.
pressurized fuel for cooling. They operate on a 400 Hz, 3-phase power
supply. Note: The pumps supplied by the manufacturer have the drain plug and o-
rings preinstalled. If it is necessary to remove and install the same
Caution: DAMAGE TO THE FUEL PUMP WILL OCCUR IF IT OPERATES pump, you must replace the o-rings and install the drain plug.
WITH NO FUEL (DRY OPERATION).
Caution: MAKE SURE THAT THE ELECTRICAL BONDING GIVES A
AC AUXILIARY BOOST PUMP CANISTER GOOD ELECTRIC CONDUCTIVE PATH. IF NOT, DAMAGE TO
THE AIRCRAFT OR THE EQUIPMENT CAN OCCUR.
There are two AC auxiliary boost pump canisters in the engine fuel feed sub-
subsystem. There is one AC auxiliary pump canister installed in each
collector box on the lower wing surface. They house the AC auxiliary boost
pump cartridges.
The AC auxiliary pump cartridges and canisters are designed not to exceed
204 °C (400 °F) external case temperature. The AC auxiliary pump canisters
have thermal fuses to prevent hazardous temperatures.
A strainer is incorporated in the inlet of each AC auxiliary pump canister to

prevent ingestion of foreign objects. A check valve is incorporated in the
outlet of each AC auxiliary pump canister to prevent fuel flow in the wrong
direction.

AC AUXILIARY PUMP
AC AUX PUMP POWER SUPPLY
AC Bus 1 powers the left AC aux pump and AC ESS Bus powers the right
hand AC aux pump.
In case of an electrical emergency, the right hand AC aux pump will be

supplied from the ram air turbine.

AC AUX PUMP 1 POWER SUPPLY

AC AUX PUMP OPERATION:
Notes:

AC AUX PUMP OPERATION

AC AUX PUMP SYNOPTIC PAGE
The mode of operation of the AC Aux Pump is shown on the fuel system
page on the MFD.
“FUEL AC PUMP (1/2) FAIL” annunciates on EICAS in case of pump failure

(pump command on with pressure switch indicating low pressure for approx.
5 sec).

AC AUX PUMP SYNOPTIC PAGE

DC APU/ENGINE START PUMP CARTRIDGE
The DC APU/engine start pump cartridge is located in the collector tank of

the right wing tank. The DC pump cartridge is installed in the DC APU/engine
start pump canister and can be removed and installed without defueling the
fuel tank. The DC pump cartridges supply fuel to the APU and to the engines
for engine start.
The DC pump cartridges are centrifugal, wet motor pumps that use
pressurized fuel for cooling. The DC pump cartridges can be operated on
battery power.
Caution: DAMAGE TO THE FUEL PUMP WILL OCCUR IF IT OPERATES

WITH NO FUEL (DRY OPERATION).
DC APU/ENGINE START PUMP CANISTER
The DC APU/engine start pump canister is installed in the collector tank of

the right wing tank, on the lower wing surface. The DC pump canister houses
the DC APU/engine start pump cartridge.
The DC pump cartridge and canister are designed not to exceed 204 °C (400
°F) external case temperature. The DC pump canister has a resettable
thermal protector to prevent hazardous temperatures. A strainer is
incorporated in the inlet of the DC pump canister to prevent ingestion of
foreign objects. A check valve is incorporated in the outlet of the DC pump
canister to prevent fuel flow in the wrong direction.

DC APU/ENGINE START PUMP CARTRIDGE

DC PUMP ELECTRICAL INTERFACE
The DC APU/Engine start pump cartridge is powered from the ESS DC BUS
2. The pump is monitored by the pump pressure switch which is connected to
MAU3.

PUMP ELECTRICAL INTERFACE

DC PUMP REMOVAL
It requires a special tool (slide hammer) to remove the cartridge.

 Remove lock wire from drain plug
 While pressing on the shaft end of the fuel shut-off lever arm, remove
hex head shoulder screw
 Release pressure on fuel shut-off lever arm and rotate out of the way
of the cartridge. This lever shuts off fuel to the pump
 Loosen drain plug. Place container under the drain plug to capture the
fuel that will drain from the pump
 Remove drain and capture the fuel that will drain from the pump
 Remove drain plug and drain the fuel from pump
 Remove any remaining obstructions below cartridge
 Remove retaining ring
 Disconnect wire harness electrical connector from its air frame mating
connector
 Install the removal tool in the drain plug boss and pull the slide
downward impacting the bolt head, removing the cartridge
 Clean the retaining ring and cartridge hole for any foreign matter
Caution: MAKE SURE THAT THE ELECTRICAL BONDING GIVES A

GOOD ELECTRIC CONDUCTIVE PATH. IF NOT, DAMAGE TO
THE AIRCRAFT OR THE EQUIPMENT CAN OCCUR.

DC PUMP REMOVAL

DC PUMP CARTRIDGE SYNOPTIC PAGE
The operational mode of the DC APU/Engine start pump cartridge is shown

on the Fuel system page on the MFD in different color codes.
“FUEL DC PUMP FAIL” annunciates on EICAS in case of pump failure (pump

command on with pressure switch indicating low pressure for approx. 5 sec).

DC PUMP SYNOPTIC PAGE

FUEL CONTROL PANEL
The fuel control panel is located on the overhead panel in the cockpit. The
fuel control panel provides control for engine fuel feed, cross-feed, and APU
fuel feed operations.
The four switches on the control panel are used to set the mode of operation
for the AC auxiliary pumps, the DC pump, and the cross-feed valve.
When the AC Aux Pump switches are in the AUTO position, which is the
normal position, the detection of an ejector pump failure (sensed by the
engine inlet low pressure switch) will result in automatic start of the AC Aux
Pump.
When the DC Start Pump switch is in the AUTO position, the detection of an
AC Aux Pump failure will result in automatic start of the DC Start Pump and
for engine start operation.

FUEL CONTROL PANEL

AC PUMP PRESSURE SWITCHES
A pressure switch is connected to each AC auxiliary boost pump

cartridge/canister to monitor pump status. The pressure switches are
mounted on spar II outside the fuel tank aft of the pylon below the flaps.
The MAU (Modular Avionics Unit) 1 monitors the AC auxiliary pump 1

pressure switch and transmits the data on the ASCB (Avionics Standard-
Communication Bus) for EICAS (Engine Indicating and Crew Alerting
System) display and control functions. The MAU 3 monitors the AC auxiliary
pump 2 pressure switch and transmits the data on the ASCB for EICAS
display and control functions.
DC PUMP PRESSURE SWITCH
A pressure switch is connected to the DC APU/engine start pump

cartridge/canister to monitor pump status. The pressure switch is mounted on
spar II outside the fuel tank and is near the centre rib.
The MAU (Modular Avionics Unit) 3 monitors the pressure switch and
transmits the data on the ASCB (Avionics Standard-Communication Bus) for
EICAS display and control functions.

PRESSURE SWITCHES
ENGINE FUEL SOV
There are two engine fuel SOV in the engine fuel feed system.
An SOV is installed in each engine feed line to stop the flow of fuel if there is
an engine fire. The SOV are installed on spar II inside the fuel tank. They are
ball valves, controlled by the engine SOV actuator assemblies. Thermal relief
is incorporated on each side of the ball to vent excessive pressure caused by
thermal expansion after engine shutdown.
ENGINE FUEL SOV ACTUATOR
The actuator assemblies are installed on the engine SOV outside the fuel
tank. The actuator assemblies are electrically operated and control the
open/closed positions of the SOV. Fire handles on the overhead panel in the
cockpit operate the actuator assemblies.
A manual override and position lever is incorporated on the actuator

assemblies. The levers allow the operator to manually open or close the
engine SOV for maintenance purposes.
Indication switches in the actuators provide feedback regarding valve

position. MAU 1 monitors the status of the left engine SOV switches and
transmits the data on the ASCB for EICAS display. MAU 3 monitors the
signals from the right engine SOV switches and transmits the data on the
ASCB for EICAS display.

ENGINE FUEL SOV

ENGINE FUEL SOV ELECTRICAL INTERFACE
The SOV electrical motors receive electrical power directly from the Hot
Busses. They are controlled by the movement of the fire handles on the
overhead panel.
Indication switches in the actuators provide feedback regarding valve

position. MAU 1 monitors the status of the left engine SOV switches and
transmits the data on the ASCB for EICAS display. MAU 3 monitors the
signals from the right engine SOV switches and transmits the data on the

ENGINE FUEL SOV ELECTRICAL INTERFACE

SOV SYNOPTIC PAGE
The position of the shut off valve is indicated on the fuel system page on the
MFD in different color codes and by rotation of the SOV symbol.
The E 1(2) FUEL SOV CLOSED status message indicates that the valve is
closed.
The E 1(2) FUEL SOV FAIL caution message annunciates on the EICAS
in case of engine SOV failure when:
 Commanded open but indicates closed
 Commanded closed but indicates open
 Indicates open and closed at the same time

SOV SYNOPTIC PAGE

ENGINE FEED CHECK VALVES
There are two engine feed check valves in the engine fuel feed sub-
subsystem. A check valve is installed in each engine feed line downstream of
the engine feed ejector pump.
The check valves control the flow of fuel from the engine feed ejector pumps
to the engines. The check valves prevent fuel flow from the AC auxiliary
pumps and the DC APU (Auxiliary Power Unit)/engine start pump in the
wrong direction.
MOTIVE FLOW CHECK VALVES
There are two motive-flow check valves in the engine fuel feed sub-
subsystem. A check valve is installed in each motive-flow line downstream of
the engine-driven fuel pump.
The check valves prevent excessive fuel loss if the motive-flow line is opened
due to failure or maintenance activity.
The check valve is an in-line swing check valve. The fittings on the ends are
different to prevent reverse installation.

CHECK VALVES
OPERATION
L/H ENGINE START
For L/H engine start with the APU in operation, the L/H AC pump is used to
supply initial fuel flow to the engine. The AC pump switch in the cockpit has
to be in the AUTO position.
The main ejector pump will then supply fuel during normal operation. In case
the engine inlet pressure switch senses a low fuel pressure and the AC pump
switch is in AUTO, the AC pump will automatically start up and take over the
supply of fuel to the engine.
If the APU is inoperative and no AC ground power is available, the DC pump

will be used for initial fuel supply. In this case the cross feed valve has to be
opened by moving the cross feed knob to LOW 1 or LOW 2.
As well in the case of a main ejector pump and AC pump failure, the DC
pump will supply fuel.

ENGINE START LH
R/H ENGINE START
For engine start with the APU in operation, the AC pump is used to supply
initial fuel flow to the engine. The AC pump switch in the cockpit has to be in
the AUTO position.
The main ejector pump will then supply fuel during normal operation. In case
the engine inlet pressure switch senses a low fuel pressure and the AC pump
switch is in AUTO, the AC pump will automatically start up and take over the
supply of fuel to the engine.
If the APU is inoperative and no AC ground power is available, the DC pump

will be used for initial fuel supply. The DC Pump selector has to be in the
AUTO position.
In the case of a main ejector pump and AC pump failure, the DC pump will
supply fuel.

ENGINE START RH
ATA 28-21 CROSSFEED SYSTEM
INTRODUCTION
A crossfeed function is provided to allow two engines to be fed from a single However, during crossfeed operation with low thrust settings, the AC fuel
tank or one engine to be fed from two tanks. pump has sufficient pressure to overcome the ejector system on the opposite
tank, causing the motive flow to be transferred to this tank through the ejector
DESCRIPTION inlet ports, thus resulting in a small increase in the fuel quantity. At high thrust
setting, this phenomenon is not noticeable.
If an imbalance of more than approximately 360 kg (800 lb) between the left
and right wing tanks occurs for a period longer than approximately 10 Note: The FUEL IMBALANCE caution message shows on the EICAS
seconds, the FUEL IMBALANCE caution message shows on the EICAS display if the fuel imbalance is more than 360 kg (800 lb). If the fuel
display. imbalance becomes less than 45 kg (100 lb), FUEL IMBALANCE is
no longer displayed and FUEL EQUAL XFEED OPEN shows on the
The operator must then set the XFEED switch related to the tank that has EICAS until the cross-feed valve is closed or the imbalance
less fuel to LOW 1 or LOW 2 to initiate a fuel transfer. When the operator becomes more than 360 kg (800 lb).
does that, the crossfeed valve opens and the applicable AC auxiliary pump is
turned on.
Once the fuel imbalance becomes less than approximately 360 kg (800 lb) for
approximately 4 seconds, the FUEL IMBALANCE caution message goes off.
When the fuel imbalance becomes less than approximately 45 kg (100 lb),
the FUEL EQUAL-XFEED advisory message comes on, alerting the operator
to stop the fuel transfer.
Then the operator must set the XFEED switch to OFF.
If there is an engine failure, the crossfeed function can be used to prevent

fuel imbalance.
On each engine, most of the supplied fuel is burned on the engine itself and a
small portion is used to feed the associated fuel ejector pump through the
motive flow line.

CROSSFEED OPERATION
COMPONENTS
CROSSFEED VALVE
The crossfeed valve is installed between the left and right engine feed lines
to allow the two engines to feed from one tank or one engine to feed from the
two tanks. The crossfeed valve is installed on spar II inside the fuel tank. The
cross-feed valve is a ball valve and is controlled by the cross-feed SOV
actuator.
CROSSFEED SHUTOFF VALVE ACTUATOR
The crossfeed SOV actuator is installed on the crossfeed valve outside the
fuel tank. The actuator is electrically operated and controls the open/closed
positions of the crossfeed valve. A three position rotary switch on the FUEL
control panel in the cockpit operates the actuator. A manual override and
position lever is incorporated on the actuator. The lever allows the operator to
manually open or close the crossfeed valve for maintenance purposes.
Indication switches in the actuator provide feedback regarding valve position.
MAU 3 monitors the status of the switches and transmits the data on the

CROSSFEED COMPONENTS
CROSSFEED VALVE ELECTRICAL INTERFACE
28 VDC power is supplied to the Crossfeed Shutoff valve via the Solid State
Power Controllers in SPDA 2 from DC ESS BUS 3.
Control Selector knob position is directed into MAU 2 and position feedback
of the cross feed valve is directed into MAU 3.

CROSSFEED VALVE ELECTRICAL INTERFACE

INDICATION
CROSSFEED VALVE SYNOPTIC PAGE
The crossfeed SOV position is shown on the Fuel System page on the MFD
by color code and position indication.
“FUEL XFEED FAIL” will be displayed on the EICAS in case of cross feed
shut off Valve or AC Pump failure.
“FUEL IMBALANCE” will be displayed on the EICAS alerting the crew to run
crossfeed operation when there is a lateral imbalance of approx. 800 lbs
(360kg) between tanks.
“FUEL XFEED SOV OPEN” is displayed on the EICAS when XFEED valve is
opened.
“FUEL EQUAL-XFEED OPEN” will be displayed on the EICAS alerting the

crew that XFEED valve is open when the lateral imbalance is approx. 100 lbs
(45 kg).

CROSSFEED VALVE SYNOPTIC PAGE

ATA 28-22 APU FUEL FEED
INTRODUCTION
The primary function of the APU (Auxiliary Power Unit) feed subsystem is to
supply fuel to the APU during the start and all operating conditions. The APU
feed sub-subsystem also isolates the fuel if there is an APU fire.
DESCRIPTION
 The APU feed sub-subsystem comprises of these components:

 DC APU/Engine Start Pump Cartridge
 DC APU/Engine Start Pump Canister
 Pump Pressure Switch
 APU SOV (Shutoff Valve) with Actuator
 APU Control Panel
When AC power is available, the APU is normally fed by the right AC

auxiliary pump (AC pump 2). The cross-feed function must be used to feed
the APU with the AC pump 1.
When AC power is not available, the APU is fed by the DC start pump.

APU FEED SYSTEM

OPERATION
APU START
The 28 VDC centrifugal pump mounted in the right hand side fuel tank
collector bay provides one source of pressurized fuel for APU start. This
pump can be operated by battery power.
The APU is fed from the right-hand engine feed line when pressure in that
line is available.
An APU feed shut-off valve is mounted aft of the fuel tank on the APU feed
line to isolate the APU from the fuel system after APU shutdown, or when
commanded from the cockpit.
The DC motor-operated valve is mounted outside of the fuel tank on the rear
spar of the wing stub. It incorporates a manual override and a position
indicating lever. 28 VDC power is supplied to the valve via the solid state
power controllers in SPDA 2 from ESS DC BUS 2.

APU START
APU SHUT OFF VALVE
The APU SOV with actuator is installed in the APU feed line to isolate the
flow of fuel in the event of a fire or maintenance. The APU SOV is installed
near the center rib on spar II and outside the fuel tank.
The APU SOV is electrically operated. A manual override and position lever
is incorporated on the APU SOV actuator. The lever allows the operator to
manually open or close the APU SOV for maintenance purposes.
Indication switches in the actuator provide feedback regarding valve position.

MAU 3 monitors the status of the APU SOV switches and transmits the data
on the ASCB for EICAS display.
The SOV is controlled by the APU CONTROL panel and the FIRE
EXTINGUISHER control panel in the cockpit. The SOV is closed when the
APU MASTER switch is set to OFF. The SOV is open when the APU
MASTER switch is set to ON or START.
The APU pushbutton on the FIRE EXTINGUISHER control panel and the
EMERGSTOP pushbutton on the APU CONTROL panel override the APU
MASTER switch signal. When either pushbutton is selected, the SOV is
commanded to close.
When the aircraft is on the ground, the SOV is commanded to close

automatically if there is a fire detected in the APU compartment while the
APU is operating and there is no crew action within 10 seconds.

APU SHUT OFF VALVE

APU SOV ELECTRICAL INTERFACE
28 VDC power is supplied to the valve via the solid state power controllers in
SPDA 2 from the ESS DC BUS 2.
Valve position information is directed to MAU 3.
The valve can be closed by pushing the emergency stop button, pressing the
fire extinguisher button or by stopping the APU with the master knob.

APU SOV ELECTRICAL INTERFACE

ATA 28-22 APU Feed System
INDICATION
Indication switches in the APU Shut off Valve provide feedback regarding
valve position. MAU No.3 monitors the status of the switches and transmits
the data on the ASCB for EICAS display.
The EICAS caution message “APU SOV FAIL” indicates the APU Shut off
Valve is not operating properly.
The EICAS advisory message “APU SOV CLOSED” will be displayed for 10
seconds following normal closure to confirm valve position.
After 10 seconds, the message “APU SOV CLOSED” will no longer be

displayed. If either the APU EMERG STOP or the APU FIRE EXTG switch is
used to close the valve, the message “APU SOV CLOSED” will continue to
be displayed

EICAS INDICATIONS

OPERATION
APU START
For APU start, the DC and AC pump switches have to be in auto position.
If you select APU START, the DC pump will start to supply pressurized fuel.
As soon as AC Power is available, the AC Pump will take over.
When the engine is running and the engine feed system is operating, fuel will
be supplied from the ejector pump as well as to the APU.
If necessary, the APU can be supplied with fuel from the left hand tank. By
moving the cross feed switch to LOW 2 and with AC Power available, the left
AC Pump will supply pressurized fuel to the APU. If the left engine is
operating, the left ejector pump will also supply the fuel to the APU.

APU START
ATA 28-23 REFUEL-DEFUEL
INTRODUCTION
The pressure refueling/defueling sub-subsystem provides for the pressure

refueling, suction defueling, and pressure defueling operations of the aircraft.
The refueling/defueling sub-subsystem has a single-point adapter that allows

refuel and defuel operations to be performed from one location on the
aircraft. The adapter must receive a pressure between 35 and 50 psig during
refuel operations.
Defuel operations can be done by suction from an external source or with the
AC (Alternating Current) auxiliary and DC (Direct Current) pumps.
DESCRIPTION
The pressure refueling/defueling sub-subsystem has these components:

 Pressure Refueling/Defueling Adapter Assembly
 Refueling/Defueling Control Panel
 Refueling SOV (Shutoff Valve)s
 Float Pilot Valves
 Refueling Control Solenoids
 Refueling Pressure Switches
 Defueling SOV
 Defueling SOV/Transfer Valve Actuator Assembly
 Fuel Restrictors
Separate circuits are used for the refueling and defueling functions.

REFUELING DEFUELING COMPONENTS

PRESSURE REFUEL ADAPTER
The pressure refueling/defueling adapter assembly is located under an

access door on the leading edge of the right wing. The adapter assembly is
mounted for ease of engagement and disengagement from ground
equipment.
The adapter assembly consists of an adapter and a cap. The adapter has a
spring-loaded poppet valve. When a fuel nozzle is engaged and the lever of
the fuel nozzle is moved to the open position, the poppet valve of the adapter
is opened.
When the lever of the fuel nozzle is moved to the closed position, the poppet
valve closes. The adapter cap is used to prevent fuel spillage in case the
poppet valve fails.

PRESSURE REFUEL ADAPTER

REFUEL SHUTOFF VALVE
There are two refueling SOVs in the pressure refueling/defueling sub-

subsystem. There is one refueling SOV installed in the refuel line of each
wing tank. The refueling SOVs control the flow of fuel into the wing tanks.
The refueling SOV is a hydro-mechanical valve that operates on pressure

applied to an internal poppet assembly. A pilot port controls the opening and
closing of the SOV.
When the pilot port is open and pressure is applied to the valve inlet, the
SOV opens and allows fuel into the wing tank.
When the pilot port is closed, pressure is equalized on either side of the
poppet and the SOV closes. A spring in the SOV adds to the pressure of the
fuel to close the SOV.
During the refueling operation, when the pilot port is closed, fuel flow can
occur until the pressure between the refueling SOV and pilot valve is
equalized.

REFUEL SOV
PILOT FLOAT VALVE
There are two float pilot valves in the pressure refueling/defueling sub-
subsystem.
There is one pilot valve installed in each pilot line of the refueling SOVs. The
pilot valves are mounted in the fuel tanks at a level that will close the pilot line
approximately 45 ltr (11.9 gal.) for the EMB 190 before the maximum
capacity of fuel in the tanks is reached.
The pilot valves consist of a float, a pilot port, and a control port. The float
can be lifted by fuel level or the application of pressure at the control port.
When the float is down, the pilot port is open and allows fuel pressure to be
bled from the pilot line to the refueling SOV.
When the float is up, the pilot port is closed and allows pressure to build up in
the pilot line to the refueling SOV, and the SOV closes.

PILOT FLOAT VALVE

REFUEL CONTROL SOLENOID
There are two refueling control solenoids in the pressure refueling/ defueling
sub-subsystem. The solenoids are mounted on spar II outside the fuel tanks.
There is one solenoid installed in each control line of the refueling SOVs. The
solenoids control pressure to the command port of the pilot float valves.
The solenoids are normally closed. Fuel from the refuel lines is allowed to
flow through the solenoids when 28 VDC (Volt Direct Current) is applied. The
solenoids are energized open when the refueling/defueling control panel
access door is opened. The solenoids are de-energized when the
REFUELING switch on the refueling/ defueling control panel is set to OPEN.

REFUEL CONTROL SOLENOID

PRESSURE SWITCHES
There are two refueling pressure switches in the pressure refueling/ defueling
sub-subsystem. A pressure switch is installed in each pilot line, between the
float pilot valve and the refueling SOV to monitor valve status. The pressure
switches are mounted on spar II outside the fuel tank.
When the pilot line is closed, the pressure switch senses the pressure as
high and sends a signal to turn on the LH TANK or RH TANK - CLOSED
indicator light. When the pilot line is open, the pressure switch senses the
pressure as low and the LH TANK or RH TANK - CLOSED indicator light
goes off.

PRESSURE SWITCHES

REFUEL/DEFUEL CONTROL PANEL
The refueling/defueling control panel is located adjacent to the pressure

refueling/defueling adapter on the leading edge of the right wing.
The control panel provides the control and monitoring of the refuel and defuel
SOVs.
The control panel also allows selection of the source of power for refueling
and defueling operations.
A repeater indicator is installed on the refueling/defueling control panel. The

indicator displays fuel quantity information and selects the amount of fuel to
be refueled or defueled.
When the Access Panel Door is open, the compartment will be illuminated
automatically, and on the EICAS, a "FUELING DOOR OPEN" caution
message will illuminate.
If the aircraft is not electrically powered, the system can be connected to the
HOT BUS 2 by selecting the POWER SELECTION switch to BATTERY.
Refueling can now be performed either manually, bypassing the Fuel
Conditioning Unit, or automatically.
The refueling valves can be controlled by the refueling switch and monitored
via the 2 "refuel shut off valve closed" lights.

PRESSURE SWITCHES
REFUEL/DEFUEL INDICATOR
The refuel/ defuel indicator has a two-line, eight character display which
displays the fuel quantity on the upper display and the preselect quantity on
the lower display during automatic refuel.
The indicator includes two three-position toggle switches. When in the INCR
position, the preselect quantity shown on the indicator lower line will increase.
Likewise when in the DECR position, the preselect quantity will decrease.
The top line of the indicator normally displays the current total fuel quantity in
both tanks. When moved to the TK SEL position, the display will alternate
from total tank quantity, to left quantity, to right quantity.
Moving this switch to the TEST position will initiate self-test of the fuel
quantity indicating subsystem. In case of a failure, "FAIL" will be indicated.
More information is then available in the CMC.

REFUEL/DEFUEL CONTROL PANEL

PRESSURE REFUELING
The fuel tanks can be automatically or manually refueled. Pressure refueling Warning: DURING THE PRESSURE REFUELING PROCEDURE, MAKE
operations are controlled by the refueling/defueling control panel. SURE THAT THE REFUELING PRESSURE IS BETWEEN 35
AND 50 PSI. PRESSURES ABOVE THE SPECIFIED LIMITS
In the automatic mode, the total quantity of fuel necessary is entered on the CAN CAUSE DAMAGE TO EQUIPMENT AND INJURIES TO
refueling/defueling control panel. The FCU monitors the fuel quantity in the PERSONS. PRESSURES BELOW THE SPECIFIED LIMITS
tanks and controls refuel flow into each tank. CAN CAUSE UNSATISFACTORY OPERATION OF THE
REFUELING COMPONENTS
The FCU commands the refueling control solenoid open and closed to
operate the refueling SOVs. The FCU closes the applicable SOV as Caution: STOP THE REFUELING OPERATION IF BLACKOUT OCCURS
necessary to distribute fuel evenly in the wing tanks. OR ANY MESSAGE IS DISPLAYED ON THE REFUEL PANEL.
IF YOU DO NOT OBEY THIS PRECAUTION, FUEL LEAKAGE
The FCU closes the SOVs when the target (amount entered on CAN OCCUR AND CAUSE DAMAGE TO THE AIRCRAFT.
refueling/defueling control panel) quantity of fuel is reached. The float pilot
valve will override the FCU signal if the fuel in the tank reaches maximum Caution: DURING THE REFUELING PROCEDURE, LOOK AT THE
quantity. PRESSURE RELIEF VALVE AREA IN THE LEFT AND RIGHT
WING TANKS TO SEE IF THERE IS A FUEL OVERFLOW.
In the manual mode, the refueling personnel can manually select the OVERFILLING CAUSES A FUEL OVERFLOW THROUGH THE
refueling SOVs open or closed with the REFUELING switch on the NACA AIR INLET AND PRESSURE RELIEF VALVE. IF AN
refueling/defueling control panel. The float pilot valve will override the OVERFLOW OCCURS AND THE PRESSURE RELIEF VALVE
REFUELING switch signal if the fuel in the tank reaches maximum quantity. DOES NOT OPEN, DAMAGE TO THE AIRCRAFT STRUCTURE
CAN OCCUR.
Note: Make all bonding connections between the fuel source, aircraft, and
fuel nozzle (refer to the requirements of the Local Regulatory
Authorities).
Note: If an external AC power source is not available, set the POWER

SELECTION switch to the BATTERY position on the
refueling/defueling control panel.

PRESSURE REFUELING
PRESSURE REFUELING-PRESELECT SHUTOFF
Fuelling can be stopped by opening the refueling control solenoid. The

refueling control solenoid has to be energized to open. Pressure will then be
supplied to the pilot float valve and close the pilot line from the refuel valve.
Pressure in this line will increase and close the refuel valve. The increasing
pressure is sensed by the refueling pressure switch and the refuel closed
lights will come on.
The refuel control solenoid can be energized either by moving the refueling
switch on the refuel/defuel control panel to “CLOSED” or automatically by the
FCU if automatic refueling has been selected, and the pre-selected quantity
is reached.

PRESSURE REFUELING-PRESELECT SHUTOFF

PRESSURE REFUELING HIGH LEVEL SHUTOFF
The high level or overfill protection is a pure mechanical function. If the fuel
level in the fuel tank will rise to the full level it will lift the float in the pilot float
valve. This will close the pilot line. Pressure in this line will increase and close
the refuel valve. The increasing pressure is sensed by the refueling pressure
switch and the refuel closed lights will come on.
This function works independent of any selection or control system failure.

PRESSURE REFUELING- HIGH LEVEL SHUTOFF

DEFUELING
The fuel tanks can be pressure or suction defueled. The refueling/ defueling
control panel controls the defueling SOV for defueling operations.
The crossfeed valve must be open to defuel the right tank.
To do suction defueling, the defueling SOV is opened and suction at the

pressure refueling/defueling adapter assembly is applied by ground
equipment.
The SOV opens the defuel line (located between the engine feed line and
adapter) and fuel is suction defueled through the engine feed ejector pumps.
To do pressure defueling, the AC auxiliary pumps are selected on and the

defueling SOV is opened. Suction by ground equipment can be used to aid
the pressure defueling operation.
Caution: WHEN YOU FULLY DEFUEL THE TANK, YOU MUST STOP
WHEN THE INDICATION SHOWS 0. IN THIS SITUATION
THERE IS A SMALL QUANTITY OF FUEL IN THE TANK THAT
PREVENTS DAMAGE TO THE FUEL PUMP. DAMAGE TO THE
FUEL PUMP WILL OCCUR IF IT OPERATES WITH NO FUEL
(DRY OPERATION).
Caution: IF YOU APPLY SUCTION DURING THE PROCEDURE, DO

NOT EXCEED THE MAXIMUM SUCTION PRESSURE OF 4
PSIG (0.3 BAR). IF YOU DO NOT OBEY THIS PRECAUTION,
DAMAGE TO THE EQUIPMENT CAN OCCUR.
Note: If you apply suction to the fuel nozzle with the AC PUMP on, you can
do the pressure defueling procedure in less time.

DEFUELING
DEFUEL SHUTOFF VALVE
The defueling SOV is installed in the defuel line. The defuel line is installed
between the refuel line and the cross-feed line.
The SOV is mounted on spar II inside the left wing tank. The SOV is a ball
valve and is controlled by the defueling SOV/transfer valve actuator
assembly.
The defueling SOV/transfer valve actuator assembly is installed on the

defueling SOV outside the fuel tank. The actuator assembly is electrically
operated and controls the open/close positions of the SOV.
The DEFUELING switch on the refueling/defueling control panel operates the

actuator assembly. A manual override and position lever is incorporated on
the actuator assembly.
The lever allows the operator to manually open or close the defueling SOV
for maintenance purposes. Indication switches in the actuator provide
feedback regarding valve position.
MAU (Modular Avionics Unit) No. 3 monitors the status of the defueling SOV
switches and transmits the data on the ASCB (Avionics Standard-
Communication Bus) for indication on the refueling/defueling control panel
and the EICAS display.

DEFUEL SHUTOFF VALVE

SUCTION DEFUELING
To perform suction defueling, the defuel shut off valve located between the
engine feed manifold and the refuel line is opened to provide a flow path
between the collector bay and the adapter.
Suction is applied at the single point refuel adapter by ground equipment, and
fuel is drawn through the main engine feed ejector pumps. When the required
fuel level inside the tank is reached, defueling can be stopped by closing the
defuel valve with the switch on the refuel /defuel panel.
To defuel as well the right tank the crossfeed valve has to be opened with the
XFEED knob on the overhead panel.

SUCTION DEFUELING

PRESSURE DEFUELING
To perform pressure defueling, the electric pumps have to be selected on,

and the defuel shut off valve has to be opened to provide pressurized fuel at
the adapter.
To defuel both tanks, the cross feed valve also has to be opened in this
condition. Suction by ground equipment can be applied to assist in the defuel
process.
Note: Do not defuel using the DC electrical pumps, and monitor the pumps
at all times, not to allow the pumps to run dry.

PRESSURE DEFUELING

FUEL TRANSFER
Fuel can be transferred from wing to wing for maintenance purposes only on Note: The EICAS display shows the caution message FUEL IMBALANCE
ground and with AC-power available. if the fuel imbalance is more than 360 kg (800 lb). When the fuel
imbalance is less than 45 kg (100 lb), the caution message FUEL
TO TRANSFER FUEL FROM THE RIGHT HAND TANK TO THE LEFT IMBALANCE does not show and the advisory message FUEL
HAND TANK. EQUAL XFEED OPEN shows if the cross-feed valve stays open.
The REFUEL 1 circuit breaker has to be pulled. This will de-energize the left Note: This procedure is used only during aircraft maintenance operations.
refueling control system and allow the fuel pressure to open the left refuel To do this procedure the aircraft must be on ground, parked, with its
shut-off valve. weight physically on wheels (not on jacks).
Open the defuel valve on the refuel/defuel panel. Then select the AC PUMP Note: For maintenance purposes, it is possible to have one wing tank
2 switch to AUTO and the XFEED switch to LOW 1. Fuel will now be empty and the other wing tank full.
transferred to the left tank.
Caution: OBEY THE MAXIMUM PERMITTED CAPACITY OF THE TANK
When the desired fuel transfer is finished, move the respective switches to DURING THE FUEL TRANSFER. IF YOU DO NOT MONITOR
OFF or CLOSED and reset the circuit breaker. THE FUEL QUANTITY, AN OVERFILLING CAN OCCUR.
TO TRANSFER FUEL FROM THE LEFT HAND TANK TO THE RIGHT Caution: DAMAGE TO THE FUEL PUMP WILL OCCUR IF IT OPERATES
HAND TANK. WITH NO FUEL (DRY OPERATION).
The cross feed valve also has to be used. Now REFUEL 2 circuit breaker has
to be pulled, to de-energize the right hand refueling system.
Select the DEFUELING switch to open on the refuel/defuel panel, select the
AC PUMP 1 to “AUTO”, and move the CROSSFEED switch to LOW 2.
When the desired fuel transfer is finished, move the respective switches to
OFF or CLOSED and reset the circuit breaker.

FUEL TRANSFER

ATA 28-24 GRAVITY REFUELING
INTRODUCTION
The gravity refueling sub-subsystem allows the aircraft to be refueled without

electrical power. This is an alternative system to the pressure
refueling/defueling sub-subsystem.
The gravity refueling sub-subsystem has these components:

 Gravity Refueling Adapters
 Gravity Fill Caps
DESCRIPTION
GRAVITY REFUELING ADAPTER
Two gravity refueling adapters are installed on the aircraft for gravity
refueling. An adapter is located on the top of each wing between rib 15 and
rib 16.
GRAVITY FILL CAPS
Gravity fill caps are installed on the gravity refueling adapters for gravity
refueling. The caps are flush-mounted to minimize aerodynamic drag and
ensure that no fuel can be trapped. The caps have an integral seal to prevent
fuel leaks. Lanyards retain the caps when they are removed from the gravity
refueling adapters.
Note: The total fuel tanks capacity is approximately 16000 ℓ (4220 gal.).

GRAVITY REFUELING

ATA 28-41 INDICATING
INTRODUCTION
The indicating subsystem gives electrical fuel quantity, mechanical fuel

quantity, fuel low-level, and fuel temperature indications and warnings to the
crew.
Some fuel indications and warnings are shown on the EICAS (Engine
Indicating and Crew Alerting System) display, the fuel synoptic page, and the
repeater indicator on the refueling/defueling control panel.
ELECTRICAL FUEL QUANTITY INDICATING
The electrical fuel quantity indicating sub-subsystem gives indication on the

fuel quantity to the crew.
MAGNETIC FUEL LEVEL INDICATING
The magnetic fuel level indicating sub-subsystem makes it possible to check

the quantity of fuel in the wing tanks when the aircraft is on the ground. This
is an alternative system to the electrical fuel quantity indicating sub-
subsystem and does not require electrical power.
FUEL TEMPERATURE INDICATING SUB-SUBSYSTEM
The fuel temperature indicating sub-subsystem gives fuel temperature

indication to the crew.
FUEL LOW-LEVEL WARNING SUB-SUBSYSTEM
The fuel low-level warning sub-subsystem gives indications to the crew when
the fuel level is low.

INDICATING GENERAL

DESCRIPTION
The electrical fuel quantity indicating sub-subsystem has a dual channel FCU
(Fuel Conditioning Unit), two sets of tank units (unit arrays), and two harness
assemblies.
Each tank has 16 fuel quantity probes. and one fuel quantity probe with a
compensator. The tank units sense the fuel level and send this information to
the related processor of the FCU.
The FCU also controls and/or monitors the low-level sensors the refueling
SOV and the refueling/defueling control panel.
Some fuel indications and warnings are shown on the EICAS display, on the
fuel synoptic page, and on the repeater indicator installed on the
Some fuel indicating failures are reported to and stored in the CMC (Central
Maintenance Computer).
Fuel quantities are shown on the EICAS display, on the fuel synoptic page,
and on the refueling/defueling control panel.
On the EICAS display, the digits are provided green and turn amber (equal or
less than 800 kg / 1760 lb) or red (equal or less than 400 kg / 880 lb) to
indicate low fuel quantity when reaching pre-determined quantities.
During refueling and defueling operations, the failure and status indications
for the electrical fuel quantity are shown on the repeater indicator, on the
Warning: DO NOT REPAIR THE FUEL CRITICAL CABLE HARNESSES.

IF YOU DO NOT OBEY THIS PRECAUTION, AN EXPLOSION
CAN OCCUR IN THE FUEL TANKS.

FUEL QUANTITY INDICATION

FUEL CONDITIONING UNIT
The FCU is a dual-channel unit that processes fuel quantity data. The The FCU is installed in the middle avionics compartment.
channels are the left and right fuel quantity processors. The FCU performs
these functions: Note: The FCU automatically starts a BIT when it receives power. The
 Controls automatic refueling FCU does a continuous BIT as long as it receives power. The fuel
 Performs continuous self-test (BIT (Built-in Test)) quantity repeater indicator receives power when you open the
 Monitors fuel quantity failures refueling/defueling control panel access door.
 Provides excitation signals to the tank units
 Receives return signals from the tank units Caution: THE MODULE OR UNIT CONTAINS ELECTROSTATIC
 Conditions and supplies the signals to the displays and the repeater DISCHARGE SENSITIVE (ESDS) ITEMS. OBEY THE
indicator APPROVED INDUSTRY PRECAUTIONS WHEN YOU TOUCH,
REMOVE, OR INSERT PARTS OR ASSEMBLIES. DAMAGE
Each channel of the FCU receives these inputs: CAN OCCUR FROM ELECTROSTATIC DISCHARGE. THE
 Capacitance inputs (return signals) from 13 tank units, one GROUNDING LEAD ON THE WRIST STRAP MUST TOUCH
compensator and one low-level sensor THE SKIN TO GIVE THE NECESSARY PROTECTION. A
 Two shield return monitor inputs for Hi-Z shields WRIST STRAP THAT IS NOT CORRECTLY USED CAN CAUSE
 Discrete inputs from the refueling/defueling control panel door switch, DAMAGE TO THE ESDS PRINTED CIRCUIT BOARDS.
the REFUELING switch on the refueling/defueling control panel, and
the refueling valve relay
 Configuration inputs for display in kg or lb
 Digital data from the MAU (Modular Avionics Unit) through the ARINC
429 data bus
 Each channel of the FCU supplies these outputs:
 Tank unit array excitation (Hi-Z)
 Low-level sensor excitation (Hi-Z)
 Discrete outputs to the MAU for low-level warning, refueling valve
relay control
 Digital data to the MAU through the ARINC 429 data bus
 The FCU sends and receives signals to the repeater indicator through
the PDM/FSK data bus. The FCU also supplies 28 VDC (Volt Direct
Current) to the repeater indicator

FUEL CONDITIONING UNIT

FUEL QUANTITY PROBES
There are 34 fuel quantity probes in the electrical fuel quantity indicating sub-
subsystem. The probes provide capacitance values to the FCU for fuel
quantity indication.
The probes are composed of two concentric metal cylinders, a terminal block,
and mounting brackets.
The cylinders form the capacitor elements. The inner cylinder is the high-
impedance element and the outer cylinder is the low-impedance element.
Changes in fuel level around the probes cause changes in the capacitance of
the probes.
Compensators are incorporated on the two probes in the collector tanks.

Changes in the fuel temperature result in changes in the fuel density. The
compensators are used to compensate the gauged quantity due to changes
in fuel temperature.

FUEL QUANTITY PROBES

TANK PROBE COMPENSATOR
Tank unit 1 is a dual function unit with a coaxially mounted compensator. The
compensator measures the dielectric of the fuel which is required to compute
fuel height and fuel density, which is required to calculate fuel mass.

TANK PROBE COMPENSATOR

FUEL LOW LEVEL SENSORS
The fuel low-level warning sub-subsystem has low-level sensors in the left
and right collector tanks. The FCU (Fuel Conditioning Unit) monitors the low-
level sensors.
The warning indications for the fuel low-level warning sub-subsystem show
on the EICAS (Engine Indicating and Crew Alerting System) display and the
repeater indicator on the refueling/defueling control panel.
There are two low-level sensors in the fuel low-level warning sub- subsystem.
The sensors provide capacitance values to the FCU for low-level indication.
The sensors are composed of two concentric metal cylinders, a terminal

block, a sensing unit, and mounting brackets.
The cylinders form the capacitor elements. The inner cylinder is the high-
impedance element and the outer cylinder is the low impedance element.
When the fuel level in the wing tank is approximately 400 kg (880 lb), the
sensor sends a signal to the FCU.
When the fuel in each tank comes down to a level only sufficient for a 30-
minute flight:
 The low-level sensor sends a signal to the opposite fuel quantity
processor in the FCU.
 The FCU sends a signal through the MAU (Modular Avionics Unit) to
the EICAS.
 The FUEL 1 LO LEVEL or FUEL 2 LO LEVEL warning show on the
EICAS display.
 Failures in the low level warning system are reported on the CMCM
(Central Maintenance Computer Module) as well as on the repeater
indicator, on the refueling/defueling control panel.

FUEL LOW LEVEL SENSORS

FUEL TEMPERATURE SENSOR
The fuel temperature indicating sub-subsystem gives fuel temperature

indication to the crew.
The fuel temperature indicating sub-subsystem has a temperature sensor in

the left collector tank. The MAU (Modular Avionics Unit) monitors the
resistance value of the temperature sensor and provides the fuel temperature
for display on the fuel synoptic page.
The fuel synoptic page shows the temperature value in green if the fuel
temperature is more than −37°C (−34.6 °F).
The temperature value shows in amber if the fuel temperature is less than
−37°C (−34.6 °F).
The fuel temperature sensor is located on spar II, outside the left collector
tank and can be accessed through the left MLG (Main Landing Gear) wheel
well.
The temperature sensor is a nickel RTD (Resistance Temperature Detector).

The temperature sensor consists of a wiring harness with a locking fitting and
a sensing element.
The temperature sensor can be removed and installed without defueling the
fuel tank.
When the fuel temperature is less than −37 °C (−34.6 °F), the FUEL TANK
LO TEMP caution message will show on the EICAS display.
If the message is displayed during flight, the crew must lower the aircraft
altitude, increase the airspeed and monitor the fuel temperature.
If the message is displayed prior to take-off, the aircraft cannot be dispatched

unless it has been fueled with the low freezing point fuel (Jet A-1).

FUEL TEMPERATURE SENSOR

EICAS MESSAGES
FUEL 1/2 LO LEVEL (Warning) There is not a lateral imbalance between tanks and the crossfeed valve is in
OPEN position
LH or RH tank fuel quantity is less than 400 Kg (880 lb)
DOOR FUELING OPEN (Advisory) Refueling/defueling door is open
ENG 1/ 2 FUEL SOV FAIL (Caution)
FUEL KG-LB MISMATCH (Advisory)
Failure at LH or RH engine fuel shutoff valve
There is an unit mismatch between the FCU and EICAS
APU FUEL SOV FAIL (Caution) Failure at APU fuel shutoff valve
FUEL AC PUMP 1/2 FAIL (Caution) Failure at LH / RH fuel AC pump
FUEL TANK LO TEMP (Caution)
Fuel tank temperature is less than - 37 C
FUEL XFEED FAIL (Caution) Failure at cross-feed valve
DEFUEL SOV OPEN (Advisory) Defueling valve is in OPEN position
FUEL IMBALANCE (Caution)
There is a lateral imbalance between tanks
FUEL DC PUMP FAIL (Advisory) Failure at fuel DC pump
FUEL FEED 1/2 FAULT (Advisory)
Failure at LH or RH ejector fuel pump system
FUEL EQUAL-XFEED OPEN (Advisory)

ENG 1/ 2 FUEL SOV CLOSED (Status)

LH / RH engine fuel shutoff valve is in CLOSED position
APU FUEL SOV CLOSED (Status)

APU fuel shutoff valve is in CLOSED position
FUEL XFEED SOV OPEN (Status)

Crossfeed valve is opened
EICAS MESSAGES

ATA 28-42 MAGNETIC LEVEL INDICATING

INTRODUCTION
The magnetic fuel level indicating sub-subsystem makes it possible to check Note: To find the fuel quantity in one of the wing tanks, examine each
the quantity of fuel in the wing tanks when the aircraft is on the ground. This magnetic level indicator in the direction from OUTBD to INBD. Do
is an alternative system to the electrical fuel quantity indicating sub- this until you have one that is not at its lower stop (0 on the
subsystem and does not require electrical power. calibrated rod indicators will not indicate the fuel quantity accurately.
The "-" (dashes) in the table were included to cover this condition.
The magnetic fuel level indicating sub-subsystem has six magnetic level
indicators, three in each wing tank. Each indicator provides an indication of Note: The tables give fuel quantity indication read in volume unit (ℓ or gal.).
the total fuel quantity in its wing tank. To know the fuel quantity indication in mass unit (kg or lb), you must
multiply the volume by the fuel density value. During this operation,
DESCRIPTION make sure that you use the correct units.
The six magnetic level indicators in the magnetic level indicating sub-
subsystem are mounted vertically in the fuel tanks and are accessed from the
lower wing surface. Each indicator is composed of a calibrated rod with a
magnet, an outer cylinder, and a float magnet.
The float magnet slides up and down on the outer cylinder with the fuel level
in the wing tank. The base of the magnetic level indicator is pressed and
turned to release the calibrated rod. The rod falls slowly until its magnet is
attracted by the float magnet. The markings on the rod are then read and
compared with the table in AMM ATA 12.
Note: Release the indicator slowly from up down. Make sure that the stick
falls freely until it is held by the magnet float.
Note: Let the fuel become stable for 5 minutes before you continue with
this procedure.
Note: You must multiply the volume of the fuel by 0.81 kg per ℓ or 6.75 lb
per gal. (which ever unit of measurement you use).

MAGNETIC LEVEL INDICATING

FUEL MAGNETIC LEVEL CHECK
DO A CHECK OF THE AIRCRAFT LEVELING WITH A PLUMB
 Install the plumb bob in the LH main landing-gear compartment.

 Make sure that the plumb bob indication is from - 1.5° to 2.0° pitch
and from 0.0° to 1.5° roll, on the leveling scale.
 Make a note of pitch and roll indication.
DO A CHECK OF THE AIRCRAFT LEVELING WITH IRS
EFFECTIVITY: ON ACFT WITH PRIMUS EPIC LOAD 19.3 AND ON OR

POST-MOD SB 170-31-0019/01
 On the MCDU 1, push the NAV key

 The MCDU 1 shows the NAV INDEX page
 On the MCDU 1, push the LSK (POS SENSORS)
 The MCDU 1 shows the POS SENSORS page
 On the MCDU 1, push the LSK (IRS 1 STATUS) to see the status of
the IRS 1
 The MCDU 1 shows the IRS 1 STATUS page
 On the IRS 1 STATUS page, record the value and inclination direction
of the aircraft pitch and roll angle
When the pitch and roll values are positive, the pitch and left wing are up.
When the pitch and roll values are negative, the pitch and left wing are down.
Warning: MAKE SURE THAT THE LANDING GEAR SAFETY PINS ARE
INSTALLED. THIS IS TO PREVENT INJURIES TO PERSONS
AND DAMAGE TO MATERIAL.
Warning: MAKE SURE THAT YOU READ THE CORRECT VALUE. IF

YOU READ A WRONG VALUE, THE FUEL QUANTITY WILL
STAY INCORRECT. IF YOU DO NOT OBEY THIS
PRECAUTION, DAMAGE TO THE EQUIPMENT AND INJURIES
TO PERSONS CAN OCCUR.

FUEL MAGNETIC LEVEL CHECK

ATA 28-CMC FUEL CMC
ACCESS TO THE CMC
On the CMC, use the sequence that follows to get access to the L/H Tank
sensors:
28 - FUEL
41 - FUEL CONDITIONING UNIT 1
FCU1 L/H TANK SENSORS
On the CMC, use the sequence that follows to get access to the R/H Tank
sensors:
28 - FUEL
41 - FUEL CONDITIONING UNIT 2
FCU2 R/H TANK SENSORS

FUEL CMC
INDIVIDUAL TANK PROBES

FUEL INFORMATION

ATA 28-ETOPS FUEL DIFF FOR 190 ETOPS
INTRODUCTION
The primary function of the engine fuel feed sub-subsystem is to supply fuel On each engine, most of the supplied fuel is burned on the engine itself and a
to the engines during aircraft operation. There is a separate system for each small portion is used to feed the associated fuel ejector pump through the
engine in the fuel feed sub-subsystem. The engine fuel feed sub-subsystem motive flow line. However, during crossfeed operation with low thrust
also transfers fuel to the collector tank, isolates the fuel if there is an engine settings, the AC fuel pump has sufficient pressure to overcome the ejector
fire, supplies fuel to the two engines from the same tank (cross-feed system on the opposite tank, causing the motive flow to be transferred to this
operation), and supplies fuel to one engine from both tanks (cross-feed tank through the ejector inlet ports, thus resulting in a small increase in the
operation). The fuel system layout is identical to the EMB 190. fuel quantity. At high thrust setting, this phenomenon is not noticeable.
OPERATION CROSS-FEED OVERRIDE OPERATION
A cross-feed function is provided to allow two engines to be fed from a single The cross-feed override is enabled through a push-button equipped with
tank or one engine to be fed from two tanks. guard switch located in the fuel system overhead panel. Through the rotary
switch the crew can select between LOW 1, OFF or LOW 2, however, when
If an imbalance of more than approximately 360 kg (800 lb) between the left the override is pressed, these functions do not depend on MAU or the SPDA
and right wing tanks occurs for a period longer than approximately to command the cross-feed valve. The cross-feed override push-button
enables DC ESS 3 to energize the relays which switch the command to
10 seconds, the FUEL IMBALANCE caution message shows on the EICAS cross-feed valve and AC pumps relays. Then, the crew can transfer fuel from
display. The operator must then set the XFEED switch related to the tank that one tank to another, even in the case of a rotor burst that causes loss of
has less fuel to LOW 1 or LOW 2 to initiate a fuel transfer. When the operator SPDA 2 and MAU 3.
does that, the cross-feed valve opens and the applicable AC auxiliary pump
is turned on. Once the fuel imbalance becomes less than approximately 360
kg (800 lb) for approximately 4 seconds, the FUEL IMBALANCE caution
message goes off. When the fuel imbalance becomes less than
approximately 45 kg (100 lb), the FUEL EQUAL-XFEED advisory message
comes on, alerting the operator to stop the fuel transfer. Then the operator
must set the XFEED switch to OFF. If there is an engine failure, the cross-
feed function can be used to prevent fuel imbalance.

ENGINE FEED SYSTEM CONTROL

ATA 28-LOGIC LOGIC DIAGRAMS
AC PUMP/DC PUMP

ENGINE SHUTOFF VALVE 1

ENGINE SHUTOFF VALVE 2

APU SHUTOFF VALVE

APU SHUTOFF VALVE CONT’D

APU SHUTOFF VALVE CONT’D

X-FEED VALVE

ATA 28-MEL MINIMUM EQUIPMENT LIST

MINIMUM EQUIPMENT LIST

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Embraer ERJ-190 Series (GE CF34) ATA 28

B1.1. and B2 FUEL SYSTEMS

Embraer ERJ-190 Series (GE CF34)

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 1

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 2

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 3

APPROVED FUEL SPECIFICATIONS .......................................................... 7 APU FEED SYSTEM ...................................................................................81

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AC PUMP/DC PUMP ................................................................................. 152

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 5

FUEL TANK SAFETY

CLASS I, DIVISION I HAZARDOUS LOCATIONS  The time-weighted-average airborne concentrations of substances to

An explosion-proof component has these characteristics:

LOWER EXPLOSIVE LIMITS (LEL)

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 6

APPROVED FUEL SPECIFICATIONS

LOW FREEZING POINTS

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 7

GENERAL WARNINGS FOR MAINTENANCE AND SERVICING

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 8

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 9

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 10

LANDING GEAR AND WING GROUNDING POINTS

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 11

ATA 28-00 FUEL GENERAL

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 12

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 13

ATA 28-10 FUEL STORAGE

An expansion space of 2% of the full tank capacity is provided. Each wing

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 14

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 15

FUEL TANK ACCESS PANELS

Caution: DURING THE REMOVAL AND INSTALLATION PROCEDURES,

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 16

FUEL TANK PANELS

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 17

Each tank contains the following equipment:

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 18

TANK VENT SYSTEM

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 20

TANK VENT SYSTEM

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 22

PRESSURE RELIEF VALVES

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 24

PRESSURE RELIEF VALVES

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 25

NACA AIR INLET

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 26

NACA AIR INLET

WATER DRAIN VALVE

THE HOT AIR TEMPERATURE FROM THE HEATING GUN

DO NOT APPLY EXCESSIVE FORCE TO OPERATE THE

Warning: USE PROCEDURES THAT AGREE WITH LOCAL

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 28

WATER DRAIN VALVE

ATA 28-20 FUEL DISTRIBUTION

The aircraft fuel distribution system has 3 subsystems:

The engine feed system ensures a continuous supply of pressurized fuel to

Note: For maintenance purposes, it is possible to have one wing tank

Warning: THE FUEL VAPORS ARE TOXIC AND CAN CAUSE

ISSUE 1, 24 Sep 2014 FOR TRAINING PURPOSES ONLY Page: 30

FUEL FEED SYSTEM