4 Engine Fuel Distribution System

4.1 General

The description of the engine fuel system is divided into two parts. This
chapter contains the first part and describes the engine-mounted fuel dis-
tribution system based on engines controlled by full authority digital en-
gine control systems (FADEC). The second part in Chapter 5 describes the
engine and fuel control system.

4.1.1 Properties of Fuel

A fuel contains chemical energy that is released as heat energy in a com-

bustion process. The turbine engine converts this energy into thrust. Thus
the turbine engine operation and the design of the fuel delivery system is
largely determined by the physical properties of the fuel.
In commercial aviation two grades of turbine fuel are used: Jet A-1 and
Jet A, which are both kerosene type fuels. Another grade of jet fuel is Jet
B. This is a blend of gasoline and kerosene and is rarely used except in ex-
tremely cold climates.
Jet A-1 is produced according to internationally agreed standards and is
generally available outside the USA. It has a freezing point maximum of -
47°C.
Jet A is produced according to an ASTM (American Society for Testing
and Materials) specification and is normally available in the USA. The
main difference to Jet A-1 is a higher freezing point maximum of -40°C.
Jet A and Jet A-1 have a minimum flash point of 38°C. Thus the fuel
must be heated prior to combustion at least up to this temperature before
sufficient fuel vapor is available for ignition. In the gas turbine engine
combustion occurs at a constant pressure, therefore the peak pressures oc-
curring in piston engines are not present here. This allows the use of low
octane fuel.
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4.1.1.1 Freezing Point

The freezing point is defined as the temperature at which the last wax crys-
tal melts which previously has been cooled to a temperature at which wax
crystals develop.
In order to secure an uninterrupted flow of fuel from the aircraft tanks to
the engines and to maintain its property as a lubricant the fuel temperature
in the aircraft tanks must be monitored and maintained above the freezing
point. Thus especially long range aircraft (e.g. A340) provide means of re-
turning heated fuel from the engines to the supply tanks. In addition the
fuel is also heated for other reasons before entering a fuel filter.

4.1.1.2 Viscosity
Viscosity is the resistance of a fluid to flow. Jet fuel possesses a certain
degree of viscosity, which is taken advantage of by using it as a lubricant.
Fuel is used to lubricate (and cool) moving parts in fuel pumps, valves,
flow metering units and actuators. Because a constant flow of fresh lubri-
cant (and coolant) is available, this allows to design near maintenance free
components.
A disadvantage of the viscous properties of the fuel is that contaminants
may be kept in suspension for an extended time. Thus the fuel must be fil-
tered before it enters the engine.

4.1.1.3 Volatility
Volatility is the tendency to vaporize. This property of the fuel is of impor-
tance in several aspects. Fuel with a high volatility has the desirable prop-
erty of supporting an engine start in a cold climate or an in-flight restart at
high altitude. But high volatility is also the reason why fuel evaporates
during storage. Thus, for practical reasons, volatility of the fuel has to be
kept under a certain limit.
Fuel pumps create a suction at their inlet side. If the pressure is so low
that the fluid vaporizes, the pump will draw in vapor rather than liquid thus
interrupting the fuel flow (vapor lock). If only a certain amount of vapor
bubbles is present in the liquid fuel, they will return into its liquid stage as
the pressure in the pump rises. This is called cavitation and damages the
pump components.

4.1.1.4 Cleanliness
The cleanliness of the fuel, i.e. the absence of numerous forms of contami-
nation, is a prerequisite to incorporate components built to a high degree of