MU-2 Training Manual — Models N, P, Solitaire and Marqui: CHAPTER 3 FUEL SYSTEM Introduction... General... Fuel Storage. Main Tanks Wing Tip Tanks... Outer Tanks Ram-Air Vent System Fuel Indicating Systems ... Fuel System Distribution Fuel Transfer System Fuel Servicing and Drains... Limitations Questions: May 2008 FOR TRAINING PURPOSES ONLYMU22 Training Manual — Models N, P, Solitaire and Marquise INTRODUCTION This chapter presents the Mitsubishi MU-2 N, P, Solitaire, and Marquise models, fuel system training for pilots, A common fuel storage system supplies the distribution system to both engines. Fuel is managed through the use of Pneumatic and electrically powered transfer systems. This chapter covers the operation of the fuel system up to the engine-driven, high-pressure fuel pumps. At that point, fuel system operation becomes a function of the engine. Refer to Chapter 2, "Powerplant," for additional information. GENERAL The fuel storage system consists of wing and winglip tanks. The wing tanks are integral (wet) tanks, or a combination of wet and strap-in metal outer (auxiliary) tanks, depending upon airplane model. The center section of wing tank configurations is designated the "center main" tank. All models are equipped with wingtip fuel tanks. The fuel distribution system for all models uses two electrically operated boost Pumps in the center main tank which supply low-pressure fuel to the fuel manifold, shutoff valves, and filters prior to delivery to the engine pumps. Fuel carried in tip and outer (auxiliary) tanks must be transferred to the center main tank before it can be supplied to the engines. Fuel transfer from the tip tanks is accomplished by a pneumatic system, using regulated engine bleed-air pressure to force fuel through the transfer lines into the center main tank. Outer tanks each have an electric transfer pump which pumps outer tank fuel into the center main tank. Main and outer tanks are vented through standard NACA ram-air vents. Drain valves are provided to remove condensation and contaminants from the fuel system. FUEL STORAGE MAIN TANKS, The main tank system consists of three interconnected integral (wel) tanks. The tanks are formed by the upper and lower wing skins, front and rear spars, and a solid wing rib just inboard of the nacelle on each side. The three tanks in the main tank system are the center main, the left outboard main, and the right ‘outboard mains. Fuel gravity flows through flapper valves from the outboard mains into the center main tank. Two fuel boost pumps mounted in the center main tank supply low-pressure fuel to the distribution system. One filler port is located on each outboard main tank. This fils the respective outboard main and the center main by gravity flow through the flapper valves. Total main tank ‘capacity is 159 gallons, including 5 gallons of unusable fuel. 3-2 FOR TRAINING PURPOSES ONLY May 2008‘MU-2 Training Manual — Models N, P, Solitaire and Marquise y eo LeceND cs ume i ewemmen nmr @onn BB oncom vave averen re, Qeuwru mare ntwan Qroweeen ee omarrewvave i recvueosueeoan Fuel System FUEL CAPACITIES - U.S. GALLONS MODEL TANK SOLITAIRE AND MARQUISE LA Mains 159 159 ——~TTips 186 1186 Outers 70 30. Total a5 375 Thusabie 12 1 Total Usabie™ 403 364 Bath boost pumps operable WINGTIP TANKS The MU-2 N, P, Solitaire and Marquise models are equipped with 93 gallon capacity tip tanks, 3 gallons of which is unusable. The tip tank assembly includes a filler cap, fuel quantity probe, drain valve, and a sniffle valve (two-way pressure-relief valve). A small section in each tip tank nose may house a taxi light. PZZZZZZACAUTION: Land with less than 60 gallons (400 pounds) of fuel in each tip tank. If either or both tip tanks have 60 gallons or more fuel when landing, aan overweight landing inspection must be performed. OUTER (AUXILIARY) TANKS The N and P models have a 15 gallon, strap-in aluminum tank installed in each wing outboard of the left and right outboard main tanks. Outer tank quantity is not shown on the cockpit fuel gages. May 2008 FOR TRAINING PURPOSES ONLY 33The Soli ire and Marquise models have an integral 35 gallon tank in each wing, ‘outboard of the left and right outboard main tanks. Outer tank fuel quantity can a be read on a cockpit fuel quantity gage. (On all models, each outer tank has a submerged transfer pump which pumps fuel into the transfer line to the center main tank. On N and P models, a filer cap with an attached dipstick is provided on each tank for checking the fuel quantity while on the ground. RAM-AIR VENT SYSTEM Flush NACA ramvair, ice-free, unheated fuel and wing purge vents are located on the underside of each wing. The fuel vent system provides equalized inner tank pressure under all normal operating conditions. Ball vent valves are installed in the top of the tanks, with lines connecting to the NACA vent ports. ‘The NACA vents provide a slight (approximately 1 psi) positive pressure in the vent lines. (On airplanes with integral tanks, each main tank has a vent valve; the three vent valves are connected to a NACA vent under each outer wing. The outer tanks also have vent valves and are connected into the same vent lines as the main tanks. Two 2-psi relief valves connect the center main tank to the vent system for overpressure protection. WING PURGEWENT Ram-Air and Wing Purge Vents LEGEND ([o) oat ventvacve (8) pnesoure neuer vaive @ nacavent Fuel Vent System Ded SNIFFLE VALVE > FLAPpen vALvE @ vevrune , 34 FOR TRAINING PURPOSES ONLY May 2008SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise Overpressure of the center main tank is possible if the fuel level control valve sticks in the open position and allows transfer fuel pressure into a full center main tank (main tank ball vent valves closed). At 2 psi overpressure, the relief valve(s) opens, discharging air andor fuel as required to equalize pressure within the tank. The fuel can vent overboard through either or both NACA vents and looks like white smoke. (See Fuel Transfer, this chapter.) The fuel vapor trail can be seen from the cabin, but not from the cockpit. If this venting occurs, unusually fast fuel depletion of tip or outer tanks will be noticed in the cockpit. Fuel transfer should be stopped, allowing the main tank fuel to burn down; then transfer should be started again. FUEL INDICATING SYSTEMS FUEL QUANTITY INDICATING SYSTEM ‘One FUEL QTY gage is provided for all main tank fuel. One dual-needie TIP ‘gage displays tip tank fuel quantities. On Solitaire and Marquise models, a dual- needle OUTER gage displays outer wing tank quantities. The gages are located forward of the engine thrust levers, and are calibrated to indicate usable fuel. Fuel quantity is sensed by capacitance probes located in each tank and transmitted to the cockpit gages. (a note: Fuel quantity gages on N and P models are calibrated in gallons; Solitaire and Marquise models are calibrated in pounds. FUEL QUANTITY Gages and Switches (N and P Models) ‘May 2008 FOR TRAINING PURPOSES ONLY 35SIMCOM U2 Training Manual — Models N, P, Soli ee Te a ae Tee Cte eee ah ill ili aloe in ie} e Swe FUEL QUANTITY Gages and Switches (Solitaire and Marquise Models) FUEL FLOW INDICATING SYSTEM The FUEL FLOW gages are located on the canter instrument panel and indicate fuel flow in pounds per hour (Solitaire, Marquise) or gallons per hour (N,P). The fuel flow transmitters and gages receive DC power through the FUEL FLOW IND circuit breakers located on the left armrest circuit breaker panel. The fuel fiow transmitters are located on the engines, upstream of the fuel flow dividers. They indicate fuel flow to the engines. ‘A Foxboro fuel flow and totalizer system is installed with flow transmitters located on the engine. The totalizer indicates fuel in gallons (N and P models) or in pounds (Solitaire and Marquise models). FUEL FLOW Gage FUEL SYSTEM DISTRIBUTION GENERAL Both engines are supplied with fuel from the center main tank on all airplanes. All outboard main tank fuel gravity flows into the center main; tip and outer tank fuel is transferred into the center main by pneumatic pressure and electric transfer Pumps, respectively, 36 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise A fue! manifold is located inside the center main tank at the front. Fuel is fed into the manifold by two boost pumps located in the center main tank. A check valve in each line prevents reverse flow of fuel if a pump is inoperative. From the fuel manifold, fuel distribution is through separate lines to the engines. The fuel in each line passes through a fuel shutoff valve and flows to the fuel filter. From the filter the fuel goes to the engine-driven, low-pressure fuel pump, the interstage fue! fiter, fuel pressure transmitter, and into the engine-driven, high-pressure fuel pump. BOOST PUMPS Two submerged, constant-speed, centrifugal, electric fuel boost pumps are located, one each, at the left rear and right center of the center main tank. The DC-powered pumps are energized by setting the BOOST PUMP circuit breakers ‘on the left armrest circuit-breaker panel. The boost pumps deliver up to 2,000 Pounds per hour at 14 to 50 psi, which is sufficient to operate both engines with ‘one pump operating. ‘A boost pump waming switch for each pump is located at the center of the forward side of the front spar. The switches sense fuel pressure from the fuel lines extending from the boost pumps. When fuel pressure from a pump decreases to 3.2 psi, the master CAUTION and appropriate amber BOOST PUMP FAIL annunciators illuminate, I one or both boost pumps fail, 9 gallons (approximately 60 pounds) of fuel will be unusable in addition to the normal 5 gallons. [-[GEEIENOTE: _ In the event of failure of a boost pump, the inoperative pump circuit breaker should be pulled and the airplane landed as soon as possible. This precaution should be taken because there may be debris from a failed pump in the center main tank which could damage, or render inoperative, the remaining pump. FUEL MANIFOLD The fuel manifold is located inside the center main tank at the front. It receives fuel from both boost pumps. The air bleed port is installed on top of the manifold and allows a small amount of fuel, plus any air within the manifold, to be retumed to the center main tank. This prevents air from entering the fuel distribution lines to the engines. FUEL SHUTOFF VALVES ‘A motor-driven, gale fuel shutoff valve is provided for each engine fuel distribution system. The valves are mounted on the forward side of the center main tank at the fuel manifold outlets. The valves are DC powered through the LH MAIN VALVE and RH MAIN VALVE circuit breakers and are opened or closed by the MAIN VALVE switches on the pilot's FUEL switch panel. ‘May 2008 FOR TRAINING PURPOSES ONLY 37SIMCOM = MU2 Training Manual — Models N, P, Soli ‘and Marquise [[GRMNENOTE: The respective shutoff valve can also be opened DUIINTa or closed with the LH ENGINE or RH ENGINE T- ssi handle when necessary. However, caution should 7 be exercised because discharge of the fire- MMRMueaay extinguishing system could occur if the airplane is, vale 80 equipped. (See Chapter 2, "Fire Protection,” for additional information }. Fuel Shutoff Valves FUEL FILTERS The fuel fiters are mounted in the wing leading edges. They are dual-element bypass filters, A pressure switch within each filter closes and illuminates the respective amber FUEL FIL BYPASS annunciator when pressure differential between the inlet and outlet reaches approximately 2 psi. When differential pressure increases slightly (due to obstruction of the first element), the first valve ‘opens to allow fuel flow through a secondary element. If the secondary filtering ‘element becomes restricted, the secondary element bypass valve will open, and fuel will flow to the engine-driven, low-pressure fuel pump unfiltered. The initial annunciator illumination is the only indication given to the pilot of fuel filter condition. s A drain valve is provided on the bottom of each filter. Access is through a panel tunder the leading edge of the wing. Some airplanes have holes drilled through the panels to facilitate fitter draining. Fuel Filter Drain (Typical) FUEL TRANSFER SYSTEM GENERAL ws Fuel carried in the tip tanks and outer tanks must be transferred to the center main tank before it can be supplied to the engines. Tip tank fuel is transferred 38 FOR TRAINING PURPOSES ONLY May 2008SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise using regulated engine bleed-air pressure to force fuel through the transfer lines into the center main tank. Regulated bleed-air pressure is received directly from the engine, regardless of the air-conditioning bleed-air valve position. Outer tank fuel is transferred to the center main tank by a DC-powered transfer pump located in each outer tank. COMPONENTS Outer Tank Transfer Pumps ‘A submerged, constant-speed, centrifugal, DC-powered transfer pump is located in each outer tank. Each pump delivers fuel at a rate of up to 608 pounds per hour at pressures of 2.0 psi to 7.5 psi on N and P models. Transfer pumps on Solitaire and Marquise models provide 6.0 to 30.0 psi at a rate up to 625 pounds per hour. The pumps are powered through one OUTER TANK CONT circuit breaker. Air Shutoff Valve ‘The solenoid-operated air shutoff valve opens when tip transfer is started. It is located in the wing-fuselage fillet on the right side of the airplane. The valve remains open until the tip transfer switches are tured off or until both the right and left fuel low level switches in the tip tanks have closed. Air Pressure Regulator The air pressure regulator is located adjacent to the air shutoff valve. it regulates the engine bleed-air pressure to 6 psi to 7 psi for tip tank pressurization. Fuel Level Control Valve The fuel level control is located in the center main tank. It controls the amount of fuel entering the center main tank during fuel transfer operations. If the valve sticks in the ‘open position from contamination in the fuel, some fuel may be vented overboard. If this happens, transfer should be stopped and the center main fuel burned down before transfer is started again. (See Ram-Air Vent ‘System, this chapter.) Fuel Level Control Valve Fuel Strainers Cone-shaped fuel strainers are installed in the transfer lines from the tip and outer tanks. Their function is to Prevent contaminants from entering the fuel level control valve. Fuel Strainer May 2008 FOR TRAINING PURPOSES ONLY 39SIMCOM Solitaire and Marquise ‘Training Manual Sniffie Valves The sniffle valve is a two-way pressure-relief valve installed on tach tp tank, Tro vive 0 overpressure in the tank to vent overboard when the tank is, pressurized during tip fuel transfer. a ? When the tank is not pressurized, the valve admits ambient air : pressure into the tank to equalize Sniffle Valve (Typical) the inner and outer pressures (i.e. during descent), Transfer Shutoff Valves The two transfer shutoff valves are the same type valves used in the fuel distribution system. The valves receive 28-VDC power through the TIP TANK circuit breakers and open when the TRANSFER switches are selected to AUTO or TIP MANUAL. The valves close when the OUTER PUMP switch is selected to MAN. AUTOMATIC TRANSFER ‘Automatic transfer of the tip tank and outer tank fuel is initiated by placing the TRANSFER switches in the AUTO (| ][_| position. This opens the air shutoff valve and the transfer shutoff valve, Regulated bleed-air pressure applied to the ‘~~ tip tanks transfers fuel through the fuel level control valve to the main tank. When the tip tanks are empty, low level switches in the tip tanks close the air shutoff valve and the transfer shutoff valves, stopping tip tank transfer. After a two minute delay, the outer tank transfer pumps are started. When the outer tanks are empty, the red OUTER FUEL EMP lights come on, at which time the TRANSFER switches should be moved to OFF. The appropriate OUTER FUEL EMP light will also illuminate if transfer pump failure occurs. Fuel Transfer Switches MANNUAL TRANSFER in the event the automatic fuel transfer system malfunctions, tip tank and outer tank fuel can be transferred to the main tank with the manual transfer system, To transfer tip fuel, position the TRANSFER switches to TIP MANUAL. This opens the bleed-air shutoff valve and the transfer shutoff valves, applying regulated bleed-air pressure to the tip tanks for fuel transfer. Individual tip tank iransfer can be accomplished by selection of left or right TRANSFER switches. 3-10 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise When the tip tanks are empty, position the TRANSFER switches to OFF and the OUTER PUMP switch to MAN on the Solitaire and Marquise models. This closes the transfer shutoff valves and activates the outer tank transfer pumps to transfer fuel to the main tank. The OUTER FUEL EMP lights come on when the outer tanks are empty. On the N and P models there is no manual OUTER PUMP switch, Outer Tank Pump Manual Control To test the outer tanks’ transfer pumps on Solitaire and Marquise models, activate the OUTER PUMP TEST switches to the TEST position. The OUTER FUEL EMP lights will momentarily illuminate. On all models, depressing the FUEL LOW LEVEL TEST button illuminates the FUEL LOW LEVEL light and the master CAUTION light. On N and P models, all gages are AC powered: on Solitaire and Marquise models, the main gage is AC powered and the tip and outer tank gages are DC Powered. The AC and DC circuit breakers are located on the left armrest circuit breaker panel. If a DC gage malfunctions, it usually drives to zero. Malfunction of an AC gage is usually due to a problem in the AC power system, which causes the needle to spin. (a NoTE: On AC-powered fuel gages, a gage needle spinning clockwise Indicates that an amplifier is out of calibration; a gage needle spinning counterclockwise indicates a loss of signal to the amplifier. ‘Annuneiators in the quantity indicating system include one red FUEL LOW LEVEL light, two red OUTER FUEL EMP lights, and the master CAUTION light. ‘The FUEL LOW LEVEL light illuminates when the main tanks are depleted to the following quantities: + 3045 gallons (N and P models) ‘+ 215 pounds +15 -0 pounds (Solitaire and Marquise) The light is actuated by a microswitch inside the main fuel quantity gage, backed up by a float switch in the main tank. A FUEL QTY TEST switch is located above the fuel gages. Actuating the switch causes all fuel gages to drive to emply and the FUEL LOW LEVEL light to illuminate. On N and P models, the switch has MAIN and TIP positions for testing of main and tip quantity gages. May 2008 FOR TRAINING PURPOSES ONLY 3-11SA Manual — Models N, P, Solital Sa FUEL SERVICING AND DRAINS GENERAL Fuel servicing includes those procedures necessary for fueling, adding antiicing additives, and checking for contaminants and condensation in the fuel. Fueling is accomplished through filler caps in the top of the outboard mains, outer tanks, and tip tanks. SAFETY PRECAUTIONS = Refueling should be accomplished only in areas which permit free movement of fire equipment. Ensure that the fuel truck is grounded to an approved grounding source, the truck is grounded to the airplane, and the fuel nozzle is grounded to the tip tank grounding jack. REFUELING ‘Approved fuels for MU-2 operations are listed In Limitations, this chapter. ‘A stepladder or suitable work stand should be used to reach the filler ports. Do not use a ladder which leans against the leading or trailing edges, [[aMMENOTE: —_ When servicing fuel to a partial tank capacity, first feed 3/6 of total fuel to be serviced through one wing tank filler port; then feed 2/5 of total fuel through the other filler port. This procedure will equalize Filler Port (Typical) APPROVED FUEL ADDITIVE ‘Anti-icing additive conforming to Specification MIL-1-27686 is the only approved fuel additive. It must be used in amounts not to exceed 0.15% by volume when soluble in jet turbine fuel. Use of the additive is necessary when using fuels not containing anti-cing inhibiters. Follow the manufacturer's instructions carefully when adding the icing inhibitor during refueling. Excessive concentrations of Prist ‘can harm fuel tanks and seals. Most fuel trucks now have the ability to premix the Prist in the fueling hose. If the fuel truck does not have this capability, the following apparatus must be used. The additive should start flowing after fuel begins flowing from the nozzle and stop before the flow stops. 3-12 FOR TRAINING PURPOSES ONLY May 2008Prist Blending Apparatus FUEL DRAINS During preflight the fuel sumps on the tanks, pumps, and filters should be drained to check for fuel contamination. There are 18 drain valves located in the undersurface of the wings and tip tanks: ot Outboard tanks (both sides) .. Boost pumps (both sides), Fuel fiters (both sides)... Outer tanks (both sides) Transfer pumps (both sides)... Tip tanks (both sides) .. Fuel Drains (Typical) FUELING PROCEDURES Fueling should be done in the following order: ‘+ Fill both main tank filler ports ‘+ Fill both outer tank filer ports If tip fuel required is less than 45 gallons for each tip, fil both tip tank filler ports. If tip fuel required is greater than 45 gallons for each tip, fil one tip tank to 45, gallons, then fill the opposite tip to the full desired amount, then fil the first tip tank with the remaining fuel desired so that an equal amount of fuel is contained in each tip tank. May 2008 FOR TRAINING PURPOSES ONLY 3-13LIMITATIONS APPROVED FUELS Following are the fuels approved for use in N, P, Solitaire, and Marquise models: ZZZZZZZACAUTION: (“am note: (Note: (a NoTE: FUEL II Aviation Turbine Fuels: ASTM DI655-68T, Types Jet A, Jet B, and Jet A-l MIL-T-5624G4, Grades JP-4 and JP-5 MIL-F-5616-1, Grade JP-1 MIL-F-48005A (MR)-I, Types | and Il D. Eng. R. D. 2482 Issue 2 D. Eng. R. D. 2486 Issue 2 D. Eng. R. D. 2494 Issue 4 MIL-G-5272D, Grade 80/87 or Grade 100/130 LL (low-lead) octane aviation gasoline (as emergency fuel) Use MIL+-27686 jet fuel anti-icing additive to fuels in all tanks. See normal procedures applicable portion for blending procedures of anti-icing additive. Grade 80/87 or Grade 100/130 LL octane aviation gasoline may be used as an emergency fuel only. The amount of Grade 80/87 octane used must not exceed 1,000 gallons for each 100 hours of ‘operation. The amount of Grade 100/130 octane used must not exceed 250 gallons per each 100 hours of operation. Maximum total usage is 7,000 gallons per engine during any 3,000 hour period, Shell ASA-3 Antistatic Additive or equivalent in amounts to bring the fuel up to 300 conductivity units is permissible except that in no event shall the additive exceed 1 part per milion. When the fuel specification number is revised, fuel corresponding to the above fuel grade is usable. IMBALANCE Ground operations are prohibited with 45 gallons or more fuel imbalance. Flight operations are prohibited with 150 pounds or 22 gallons or more fuel imbalance. 3-14 FOR TRAINING PURPOSES ONLY May 2008raining Manual — Models N, P, Solitaire and Marquise QUESTIONS ‘The questions are divided into three sections — all models, N and P models, and Solitaire and Marquise models. Answer those sections which are applicable. ALL MODELS 1. During normal operation the engine-driven, low-pressure fuel pumps receive low-pressure fuel from: A. Gravity feed B. The transfer pumps C. The boost pumps D. Suction feed 2. Boost pumps failure is indicated by the respective: A. FUEL LOW LEVEL light B. FUEL PRESS LOW light C. BOOST PUMP FAIL light D. OUTER TANK EMP light 3. Fuel venting overboard indicates that: A. The center main tank ball vent vaive(s) is stuck open. B. The fuel level control valve is stuck open C. Tip tank fuel is siphoning. D. Cross-transfer is taking place between the tip tanks. 4, In the event of boost pump failure: A. Reset the circuit breaker, if pump is still inoperative, pull the circuit breaker and continue mission. Pull the circuit breaker and continue mission. Pull the circuit breaker and land as soon as possible. Pull both boost pump circuit breakers to prevent possible contamination of the operating pump and land as soon as possible von 5. Ground or fight operations are prohibited with a fuel imbalance of: ‘A. 35 gallons or more B. 65 gallons or more C. 55 gallons or more D. 45 gallons or more 6. Transfer pump failure is indicated by the: ‘A. FUEL LOW LEVEL light B. FUEL PRESS LOW light C. BOOST PUMP FAIL light D. OUTER FUEL EMP light 7. The function of the transfer pump is: A. To transfer fuel from the outer tank to the center main tank B. To transfer fuel from the tip tank to the center main tank C. Asa backup for use in the event of boost pump failure D. To transfer fuel from the outboard main tank to the center main tank May 2008 FOR TRAINING PURPOSES ONLY 3-15M02 Trai ing Manual — Models N, P, Soli N AND P MODELS 8. The FUEL LOW LEVEL light illuminates when the main fuel quantity gage reading is below: A. 20 44 gallons B. 25:44 gallons C. 305 gallons, D. 218 pounds 9, Outer fuel tank capacity: ‘A. 15 gallons B. 35 gallons C. 25 gallons D. None of the above 10. Outer tank fuel quantity: ‘A. Is shown on the OUTER quantity gage B. Is not indicated C. Is shown on the MAIN quantity gage D. None of the above 14. All fuel quantity gages are: ‘A. DC powered B. AC and DC powered C. AC powered on N models, DC powered on P models D. AC powered 12. The outer tank transfer pumps: A. Are AC powered B. Are motive fiow powered C. Provide 6.0 to 30.0 psi up to 625 mph D. Provide 2.0 to 7.5 psi up to 608 mph SOLITAIRE AND MARQUISE MODELS 18. The outer tank transfer pumps: A. Are AC powered B. Are motive flow powered C. Provide 6.0 to 30.0 psi up to 625 mph D. Provide 2.0 to 7.5 psi up to 608 mph 14, Outer fuel tank capacity A. 35 gallons B. 15 gallons C. 35 gallons on Solitaire models, 15 gallons on Marquise models, D. None of the above 15, Fuel quantity gages are: A. AC and DC powered B. Powered by AC only C. Powered by DC only D. Mechanically actuated by float valves 346 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise 16. The FUEL LOW LEVEL light illuminates when the main fuel quantity gage reading is below. A. 15 gallons B. 30:45 gallons C. 2044 gallons D. 215 pounds +15 Ibs, -0 Ibs May 2008 FOR TRAINING PURPOSES ONLY 347ll.