FUEL SYSTEM

by
MRs.S.Uthira (AP)
Apollo engineering college
FUEL TANKS
Aircraft fuel tanks come in a
variety of types and sizes.
It Can be located almost anywhere
in the aircraft (wings, fuselage,
tail).
Managing fuel distribution
between tanks on large aircraft can
be very involved.
 TYPES OF FUEL
There are two types of petroleum based fuel
currently used in aviation:
• AVGAS (Aviation Gasoline)
Conventional piston engines with
ignition systems
SG of 0.74 at 15 °C
• Avtur (Aviation Kerosene)-high flash
point
Gas-turbine engine and new diesel
engines
SG (Specific Gravity) range 0.75-0.84
AVGAS GRADES
 AVGAS is classifed accoding to grades (octane
ratind i.e. resistance to detonation)
 80 Grade
Red coloured
 100 Grade
Green coloured
 100LL Grade
Low Lead
Blue coloured
C-152 & C-172
Conventionally used
Basic Properties Of Fuels
 Volatile – Tendency to change from liquid to vapour
 Vapour Pressure – Pressure at which fuel vaporises
 Flash Point – Lowest temperature at which there is
sufficient vapours above the liquid to ignite without
sustaining a flame
 Fire Point – Lowest temperature at which the fuel
can sustain combustion through vaporisation
 Auto-Ignition Temperature – Temperature at which
fuel spontaneously ignites without the presence of
the source
 Freezing Point- Point at which ice crystals
disappears when it warms up
TYPES OF FUEL TANK
Internal tank
Integraltanks (wet wing)
Bladder tanks
Rigid removable tanks
External wing tanks (tip tanks)

External tank
Conformal fuel tank
Drop fuel tank
INTEGRAL TANKS/WET WING

Wet wing-wing structure is sealed

and used as a fuel tank
Integral tanks are made by sealing
off compartments inside the wings.
They have the advantage of utilizing
existing aircraft structure to contain
fuel, which reduces weight.
Commonly found in large aircraft.
INTEGRAL TANKS
BLADDER TANKS
Bladder tanks, bag tanks or fuel cells, are
reinforced rubberised bags installed in a section
of aircraft structure designed to accommodate
fuel.
The bladder is rolled up and installed into the
compartment through the fuel filler neck or
access panel, and is secured by means of snap
fasteners or cord and loops inside the
compartment.
Many high-performance light aircraft, 
helicopters and some smaller turboprop aircraft
use bladder tanks
RIGID REMOVABLE TANKS

Welded aluminum tanks inserted into

the aircraft.
Usually fuselage tanks.
A disadvantage of this type of tank is
added weight.
•An advantage is the ability to
remove and repair.
External tank-conformal fuel tank
Conformal fuel tanks (CFTs) are
additional fuel tanks fitted closely to
the profile of an aircraft that extend
either the range or "time on station" of
the aircraft.
Drop fuel tank
Drop tanks, external tanks, wing tanks,
pylon tanks or belly tanks are all terms used
to describe auxiliary externally mounted fuel
tanks.
Drop tanks are generally expendable and
often jettisonable. External tanks are
commonplace on modern military aircraft
 and occasionally found in civilian ones,
although the latter are less likely to be
discarded except in the event of emergency
 THE FUEL SYSTEM
The purpose of the fuel system is to provide reliably the proper amount of
clean fuel at the right pressure to the engines during all phases of flight
and during all maneuvers.
The fuel system includes

• Fuel storage (tanks, components for tank ventilation, over-wing filler

necks and caps)
• Fuel distribution (all components from the filler to the tank and from
the tank to the engine quick disconnect: plumbing, pumps, valves, and
controls)
• Fuel dump (all components used to dump fuel overboard during flight)
• Indicating (all components used to indicate the quantity, temperature,
and pressure of the fuel)
Types:
1. Aircraft fuel system
2. Engine fuel system

Aircraft fuel system:

Begins with the
fuel tank and ends at the engine
fuel system.

Engine fuel system:

Includes engine
driven pumps and the fuel
metering devices.
Fuel systems can be classified in two
broad categories:
◦ Gravity-Feed Systems
◦ Pressure-Feed Systems
Gravity-Feed
• Systems use only the force of gravity to push
fuel to the engine fuel-control mechanism
 The bottom of the fuel tank must be high enough
to provide adequate pressure to the fuel-
control component
This type of system is often used in high-wing
light aircraft
PRESSURE-FEED SYSTEMS
 Pressure-Feed Systems require the use of a fuel
pump to provide fuel-pressure to the engine’s
fuel-control component
 There are two main reasons these systems are
necessary:
◦ The fuel tanks are too low to provide enough
pressure from gravity
◦ The fuel tanks are a great distance from the
engine
 Also, most large aircraft with higher powered
engines require a pressure system regardless of
the fuel tank location because of the large volume
of fuel used by the engines
FUEL SYSTEM COMPONENTS
Pumps Fuel Drains
Tanks Heaters
Lines
Valves
Fuel Flow-meters
Filters and Strainers
Quantity Indicators
Warning Components
RECIPROCATING-ENGINE
FUEL-PUMP REQUIREMENTS
Reciprocating-engines which are not
gravity-fed require:
◦ At least one main pump for each
engine
◦ These pumps must be engine-driven
◦ The pump capacity must capable of
providing enough fuel flow for all
operations
TURBINE-ENGINE FUEL-PUMP
REQUIREMENTS
Turbine-engines require emergency
pumps
◦ The emergency pump must be
immediately available to supply fuel to
the engine in the event of a main
pump failure
◦ Emergency pump power supplies
must be independent of that of the
corresponding main pump
FUEL LINES
Fuel lines on aircraft are either made of rigid
metal tubing or flexible hose
Most of the fuel lines are the rigid type which are

usually made of aluminum alloys

The flexible hose fuel lines are either made of

synthetic rubber or Teflon

The diameter of tubing used is decided by the

engine’s fuel requirements

Valves
Fuel selector valves are used in aircraft
fuel systems to:
◦ Shut off fuel flow
◦ Cross-feed
◦ Transfer fuel

• Selector valves may be operated manually

or electrically depending on the installation
 FILTERS AND STRAINERS
• Removes moisture and other
sediments that might be in the
system
Fuel is usually strained at three
points in the system
Through a finger or bootstrap
strainer in the bottom of the
fuel tank
Through a master strainer
which is usually located at the
lowest point in the system
Fuel system of MULTI ENGINE
aircraft components
Fuel pump
Delivers a continues supply of fuel
at proper pressure at all times of
operation
Contact displacement
Variable displacement
FUEL HEATER

Fuel are susceptible for formation of ice

in the fuel filters when the fuel is up to

32”F or less than that
The main function of the fuel heater is
to protect the engine fuel system from
ice formation
FUEL FILTER
Placed between fuel tank and engine fuel
system
Protects the engine driven pump and various
control devices
Mainly from contaminations

Types are
 Micron
 Wafer
 Plain screen mesh filter
DRAIN VALVES
Used to drain the fuel from various
components of the engine where
accumulated fuel is most likely to
present operation problems
In some instance the fuel manifold
are drained by an individual unit
known as drip/Dump valve
FUEL QUANTITY INDICATOR
Fuel pressure Gauge
Fuel temperature Gauge
Fuel flow meter
Fuel selector valve/control
valve/shut of valve
 magneto
A magneto is a combination of a distributor and generator built
into one unit.
It is unlike a conventional distributor in that it creates its own
spark energy without external voltage.
A series of rotating magnets break an electrical field, this
causes an electrical current in the coil’s primary windings.
 This current charge is multiplied when it transfers to the coil’s
secondary windings.
Because there are as many more times the number of windings
in the secondary circuit as there were in the primary circuit.
This multiplied charge causes the magneto to produce a spark
at a much higher voltage than was created by the primary
windings.
 In some cases, the voltage can be as high as 20,000 volts —
resulting in a much hotter spark than a conventional distributor
can produce.
A set of contact breaker-points, traveling over a
cam lobe and serving much the same function as
the contacts in a conventional distributor,
regulates the electrical impulse to set the timing.
The points act as an interrupter to the magnetic
circuit, which allows a fixed charge to enter the
secondary coil circuit, and a condenser acts as a
ground to disperse the primary’s magnetic
charge until the next armature rotation.
The quality of the spark voltage will improve as
engine speeds increase because the magnets are
spinning faster and firing the primary windings
more often.
Working on battery ignition system
 In the Battery ignition system as the ignition switch is ON,
the current from the battery starts to flow through the primary
circuit through ballast register, primary winding and contact
breaker.
 The current flowing through the primary winding induces
magnetic field around it. The more will be the current, the
stronger will its magnetic field.
 As the contact breaker opens, the current through the primary
winding collapse and this immediate collapse in the current
induces a voltage of about 300V in the primary winding.
 This voltage induced in the winding charges the capacitor to
the much greater voltage than the battery.
 As the capacitor charged, the current through the primary
winding stops and the current starts to flow to the battery
form the capacitor.
This reverses the direction of current and magnetic field in
the primary winding.
Due to the collapsing and reversing of the current and
magnetic field, a very high voltage of about 15000 to 30000
V induced in the secondary winding.
The high voltage current induced in the secondary winding is
transferred to the distributor through a high tension cable.
The distributor has a rotor that rotates inside the distributor
cap.
The distributor cap has metallic segments embedded into it.
As the rotor rotates, it presses and opens the contact breaker
point.
This allows the high tension current to transfer to the spark
plugs through the metallic segments.
As the high tension current reaches the spark Plug, it
produces spark in the engine cylinder for the combustion of
the air-fuel mixture.
 LUBRICATION

The primary purpose of a lubricant is to

reduce friction between moving parts.
Because liquid lubricants or oils can be
circulated readily, they are used universally
in aircraft engines.
Fluid lubrication is based on the actual
separation of the surfaces so that no metal-
to-metal contact occurs.
Oil is generally pumped throughout the
engine to all areas that require lubrication.
 Overcoming the friction of the moving
parts of the engine consumes energy and
creates unwanted heat.
The reduction of friction during engine
operation increases the overall potential
power output.
Engines are subjected to several types of
friction.
Friction may be defined as the rubbing of
one object or surface against another.
One surface sliding over another surface

causes SLIDING FRICTION, as found in

the use of plain bearings.
ROLLING FRICTION is created when a
roller or sphere rolls over another surface,
such as with ball or roller bearings, also
referred to as antifriction bearings.
Another type of friction is WIPING

FRICTION, which occurs between gear

teeth.
Functions of Engine Oil
In addition to reducing friction, the oil film
acts as a CUSHION between metal parts.
This CUSHIONING EFFECT is
particularly important for such parts as
reciprocating engine ,crankshafts and
connecting rods, which are subject to
shock loading.
As the piston is pushed down on the

power stroke, it applies loads between the

connecting rod bearing and the crankshaft
journal.
The load-bearing qualities of the oil must
prevent the oil film from being squeezed
out, causing metal-to-metal contact in the
bearing.
Also, as oil circulates through the engine,
it absorbs heat from the pistons and
cylinder walls. In reciprocating engines,
these components are especially
dependent on the oil for cooling.
The oil also aids in forming a seal between
the piston and the cylinder wall to prevent
leakage of the gases from the combustion
chamber.
Oils clean the engine by reducing abrasive
wear by picking up foreign particles and
carrying them to a filter where they are
removed.
The engine’s oil is the life blood of the
engine and it is very important for the
engine to perform its function and to
extend the length between overhauls.
Characteristics of
Engine Lubricants
Viscosity Index:The viscosity index is a
number that indicates the effect of
temperature changes on the viscosity of the
oil.
Flash Point and Fire Point:that show the
temperature at which a liquid begins to
give off ignitable vapors, flash, and the
temperature at which there are
sufficient vapors to support a flame, fire.
WET SUMP LUBRICATION SYSTEM
In the wet sump system, the bottom of the
crankcase contains an oil sump (or pan) that
serves as the oil supply reservoir.
Oil dripping from the cylinders and
bearings flows by gravity back into the wet
sump where it is picked up by a pump and
re-circulated through the engine lubricating
system.
The types
of wet sump systems
• THE SPLASH LUBRICATION SYSTEM
• THE SPLASH AND PRESSURE SYSTEM
•THE PRESSURE FEED SYSTEM
Lubrication System – Wet Sump
SPLASH SYSTEM
Used in light duty, slow speed engines (<250
rpm).
Lubricating oil is stored at the bottom of engine
crankcase and maintained at a predetermined level.
The oil is drawn by the pump and delivered

through a distributing pipe into the splash

trough located under the big end of all the
connecting rods.
These troughs are provided with overflows and oil
in the trough is therefore kept at a constant level.
SPLASH AND PRESSURE SYSTEM
where the lubricating oil is supplied under
pressure to main and camshaft bearings.
Oil is also supplied under pressure to
pipes which direct a stream of oil against
the dippers on the big end of connecting
rod bearing cup and thus the crankpin
bearings are lubricated by the splash or
spray of oilthrown up by the dipper.
PRESSURE FEED SYSTEM
which oil is drawn in from the sump and
forced to all the main bearings of the
crankshaft through distributing channels.
 A pressure relief valve will also be fitted
near the delivery point of the pump
-which opens when the pressure in the
system attains a predetermined value.
DRY SUMP SYSTEM
It uses an additional pump as well as a
remote oil tank
It is used in situations when a wet sump
cannot cope with the oil supply, in unusual
or extreme conditions; Heavy acceleration
(racing cars), Off road driving, steep hills
and uneven surfaces
In dry sump lubricating system, the supply of oil
is carried in an external tank
An oil pump draws oil from the supply tank and

circulates it under pressure to the various

bearings of the engine
Oil dripping from the cylinders and bearings into

the sump is removed by a scavenging pump

which in turn the oil is passed through a filter, is
fed back to the supply tank.
Thus, oil is prevented from accumulating in the

base of the engine.

Lubricating System Parts
•Oil sump
• Oil pump
• Pick-up screen
• Pressure regulator
• Oil filter
• By-pass valve
• Oil galleries
• Dipstick
• Pressure indicator