Aircraft Fuel System

Fuel System
• All powered aircraft require fuel on board to operate the engine(s) and its Fuel Systems
is composed of following sub-systems:
– Storage, Vent, Distribution, Feed, and Indicating sub-systems
• In general, fuel systems are divided into two categories; aircraft fuel system and engine
fuel system.
• Aircraft Fuel system consisting of following main parts:
– storage tanks, float-operated transfer valves, pumps, filters, selector and shutoff
valves, fuel lines, metering devices, monitoring and regulating devices, and
indication system.
• Engine fuel system includes filters, fuel control units, engine-driven fuel pumps, flow
dividers, pressurizing valves, drain valves, afterburner fuel controls, and fuel nozzles or
injectors.
• Jet engine fuel system usually includes an emergency system to supply fuel to the
engine in case of main system failure.
• In case of multiple fuel feeding tanks / systems, each system must provide uninterrupted
flow of contamination free fuel regardless of aircraft’s attitude and operation condition.

• .
 Fuel System Independence
(Commercial airliners)
• Each fuel system for a multiengine airplane must be arranged so that, in at
least one system configuration, failure of any one component (other than a
fuel tank) does not result in loss of power of more than one engine or require
immediate action by the pilot to prevent the loss of power of more than one
engine.
• If a single fuel tank (or series of fuel tanks interconnected to function as a
single fuel tank) is used on a multiengine airplane, independent tank outlets
for each engine, each incorporating a shut-off valve at the tank, must be
provided.
• Shutoff valves may serve as firewall shutoff valves, which are also required.
• Lines and any components from each tank outlet to each engine must be
completely independent of each other.

For small aircraft and military aircraft, fuel system independence is not
a requirement. Fuel flow from different tanks (left, right and center) may
be flowed to one central tank, cleaned-pressurized-regulated and
handed over to engine fuel system for further operation
Fuel System Lightning Protection
• Fuel system must be designed and arranged to prevent
ignition of fuel vapor within the system by direct lightning
strikes or swept lightning strokes (where highly
probable).
• Swept strokes occur when the lightning strike is
deformed by interaction with aerodynamic forces and
propagates in a unique manner due to the material and
shape of the airframe surfaces.
 Types of Aviation Fuel
• Each aircraft engine is designed to burn a certain fuel.
• Use only the fuel specified by the manufacturer.
• Mixing fuels is not permitted.
• There are two basic types of fuel:
– Reciprocating-engine fuel (also known as gasoline or AVGAS)
• AVGAS for aircraft with reciprocating engines is 100LL.
• AVGAS 100LL performs the same as grade 100, the “LL”
indicates it has a low lead content.
– Turbine-engine fuel (known as jet fuel or kerosene)
• Following nomenclature is used for civilian and military jet fuels

Civilian Military Characteristics of commercial fuel

– Jet A – JP-4 are similar to military fuels and can
– Jet A-1 – JP-5 be used. Jet A is equal to JP–5, Jet
A–1 is equal to JP–8., and Jet B is
– Jet B – JP-8
equal to JP–4.
 Reciprocating Engine Fuel
AVGAS
• Reciprocating engines burn gasoline, known as AVGAS.
• AVGAS of any variety is primarily a hydrocarbon
compound refined from crude oil by fractional distillation.
• AVGAS is very volatile and extremely flammable, with a
low flash point.
• Turbine fuel is a kerosene-type fuel with a much higher
flash point so it is less flammable.
 AVGAS Properties
Volatility
• Volatility is a term used to describe how readily a substance changes from
liquid into a vapor. For reciprocating engines, highly volatile fuel is desired.
• Liquid gasoline delivered to the engine induction system must vaporize in
the carburetor to burn in the engine.
• Fuel with low volatility vaporizes slowly. This can cause hard engine
starting, slow warm-up, and poor acceleration. It can also cause uneven fuel
distribution to the cylinders

Vapor Lock
• Vapor lock is a condition in which AVGAS vaporizes in the fuel line or other
components between the fuel tank and the carburetor.
• This typically occurs on warm days on aircraft with engine-driven fuel pumps
that suck fuel from the tank(s).
• Vapor lock can be caused by excessively hot fuel, low pressure, or
excessive turbulence of the fuel traveling through the fuel system.
• In each case, liquid fuel vaporizes prematurely and blocks the flow of liquid
fuel to the carburetor.
• Various steps can be taken to prevent vapor lock. The common being use of
Boost Pumps located in the fuel tank that force pressurized liquid fuel to the
engine
 AVGAS Properties
Carburetor Icing
• As fuel vaporizes, it draws energy from its surroundings to change state
from a liquid to a vapor.
• This can be a problem if water is present. When fuel vaporizes in the
carburetor, water in fuel-air mixture can freeze and deposit inside the
carburetor and fuel induction system components.
• As ice builds, it restricts fuel-air flow and causes loss of engine power. In
severe cases, the engine stops running.
• Most aircraft are equipped with carburetor heating to help eliminate
carburetor icing caused by the high volatility of the fuel and presence of
moisture.
Detonation
• Detonation is rapid, uncontrolled explosion of fuel due to high pressure and
temperature in the combustion chamber. Fuel-air charge ignites and
explodes before ignition system spark lights it or when fuel is ignited via the
spark plug but explodes before it is finished burning.
• The engine is not designed to withstand the forces caused by detonation. It
is made to turn smoothly by having fuel-air mixture burn in the combustion
chamber and propagate directionally across the top of the piston.
• Detonation in combustion chamber causes damage to the engine.
• Aviation fuels are refined and blended to avoid detonation. Each has an
ignition point and burn speed at specific fuel-air mixture ratios that
manufacturers rely on to design engines that can operate without detonation
 Turbine Engine Fuels
• Aircraft with turbine engines use a type of fuel different from that of
reciprocating aircraft engines. Commonly known as jet fuel.
• Turbine engine fuel should never be mixed with aviation gasoline or
introduced into the fuel system of a reciprocating aircraft engine fuel
system.
• Turbine engine fuels are hydrocarbon compounds of higher viscosity
with much lower volatility and higher boiling points than gasoline.
• Turbine engine fuels sustain a continuous flame inside the engine.
• They typically have a higher sulfur content than gasoline, and various
inhibitors are commonly added to it, used to control corrosion,
oxidation, ice, and microbial and bacterial growth,
 Fuel anti-ice additives
• Fuel anti-ice additives can be added to the bulk fuel and
also directly into the aircraft fuel tank, usually during
refueling.
• These are basically diethylene glycol solutions that work
as antifreeze.
• They dissolve in the fuel and lower its freezing point
 Aircraft Fuel Systems
• Fuel system is designed to
provide an uninterrupted flow of clean
fuel from the fuel tanks to the engine.

• Fuel must be available to the

engine under all conditions of engine
power, altitude, attitude, and during
all approved flight maneuvers.

• Two common classifications

apply to fuel systems:
• Gravity-feed
• Pressure-feed
 Main Components
• Fuel tanks
– Main internal fuel tanks configurations include; Integral fixed, Rigid
Removable or Rubber / Bladder types
– Fuel can be taken onboard thru external tanks
– Header Tank (separate from main tanks) to hold enough fuel for engines
to run during complicated maneuvers
• Electric/Engine-driven Fuel Pumps
• Check valves
• Fuel selector Control Valve
• Fuel shut-off Valve
• Fuel strainer /cleaning filters
• Fuel drain and vent system
• Plumbing (pipes and hoses)
• Fuel metering and flow regulation system
• Fuel measurement and qty indication system
• Fuel pressure measurement and indication system
Two Common Classifications
 Gravity-Feed Fuel Systems

• Gravity-feed system utilizes

the force of gravity to transfer
the fuel from the tanks to the
engine.
• For example, on high-wing
airplanes, the fuel tanks are
installed in the wings.
• This places the fuel tanks
above the carburetor, and the
fuel is gravity fed through the
system and into the carburetor.
 Pressure-Feed Fuel Systems
• If design of aircraft is such that
gravity cannot be used to transfer fuel,
fuel pumps are installed.
• For example, on low-wing airplanes,
fuel tanks in wings are located below
the carburetor.
• Aircraft with fuel-pump systems
have two fuel pumps.
• Fuel main pump system is engine
driven with an electrically driven
Auxiliary pump provided for use in
engine starting and in the event of
failure of engine pump.
• Auxiliary pump, also known as a
Boost pump, provides added
reliability to the fuel system.
• Electrically driven auxiliary pump is
controlled by a switch in the flight
deck.
 Fuel System Primer
• Both gravity-feed and fuel-pump systems
may incorporate a fuel primer into the
system.
• Fuel primer is used to draw fuel from the
tanks to vaporize fuel directly into the
cylinders prior to starting the engine.
• During cold weather, when engines
are difficult to start, fuel primer helps
because there is not enough heat
available to vaporize the fuel in the
carburetor.
• It is important to lock the primer in
place when it is not in use.
• If the knob is free to move, it may
vibrate out during flight and can cause
an excessively rich mixture.
 Fuel System Fuel Tanks
• Fuel tanks are normally located inside
wings of an airplane, have a filler
opening on top of the wing through
which they can be filled.
• Filler cap covers this opening. The
tanks are vented to outside to
maintain atmospheric pressure
inside the tank.
• They may be vented through the
filler cap or through a tube
extending through the surface of
the wing.
• Fuel tanks also include an overflow
drain that may stand alone or be
collocated with the fuel tank vent.
• It allows fuel to expand with
increases in temperature without
damage to the tank itself.
 Fuel Systems - Fuel Tanks

• If the tanks have been filled on a

hot day, it is not unusual to see
fuel coming from the overflow
drain.
 Fuel System - Fuel Selector Valve

• Fuel selector valve allows selection of

fuel from various tanks.
• A common type of selector valve
contains four positions: LEFT, RIGHT,
BOTH, and OFF.
• Selecting the LEFT or RIGHT
position allows fuel to feed only from
that tank, while selecting the BOTH
position feeds fuel from both tanks.
• LEFT or RIGHT position may be
used to balance the amount of fuel
remaining in each wing tank.
 Fuel System - Fuel Selector Valve
• Fuel consumption should be
monitored closely to ensure that a tank
does not run out of fuel.
• Running a fuel tank dry will not only
cause engine to stop, but running for
prolonged periods on one tank causes
an unbalanced fuel load between
tanks.
• Running a tank completely dry
may allow air to enter the fuel
system and cause vapor lock,
which makes it difficult to restart
the engine.
• On fuel-injected engines, the fuel
becomes so hot it vaporizes in the
fuel line, not allowing fuel to reach
the cylinders.
 Fuel System - Fuel Gauges
• Fuel Qty gauge indicate amount of
fuel measured by a sensing unit in
each fuel tank and is displayed in
gallons or pounds.
• Aircraft certification rules require
accuracy in fuel gauges only when
they read “empty.”
• Always visually check the fuel level in
each tank during the preflight
inspection, and then compare it with
corresponding fuel quantity
indication.
• If a fuel pump is installed in the fuel
system, a fuel pressure gauge is
also included. This gauge indicates
the pressure in the fuel lines.
• Fuel Temperature measurement is
also done at appropriate location in
Fuel System and displayed in the
cockpit.
 Fuel Systems
Fuel Strainers, Sumps and Drains
• After leaving the fuel tank and before it
enters the carburetor, the fuel passes
through a strainer which removes any
moisture and other sediments in the system.
• Fuel system may contain sump, fuel strainer,
and fuel tank drains, which may be
collocated.
• Fuel strainer should be drained before each
flight.
 Fuel Strainers, Sumps and Drains
• Sump is a low point in a fuel system and/or fuel
tank.
• Fuel samples taken from strainer / sump
should be drained & checked visually for
water and contaminants.
• Fuel contaminants are heavier than aviation fuel,
they settle in a sump at bottom of the strainer
assembly. Water in the sump is hazardous
because in cold weather water can freeze
and block fuel lines.
• In warm weather, water can flow into the
carburetor and stop the engine.
• If water is present in the sump, more water
in fuel tanks is probable and they should be
drained until there is no evidence of water.
• Never take off until all water and
contaminants have been removed from the
fuel system.
 Fuel Contamination Check
• Fuel should be drained from the fuel
strainer quick drain and from each fuel
tank sump into a transparent container,
and then checked for dirt and water.

• Water is the principal fuel

contaminant.

• Suspended water droplets in the

fuel can be identified by a cloudy
appearance of the fuel, or by the
clear separation of water from the
colored fuel, which occurs after the
water has settled to the bottom of
the tank.
 Fuel Dumping Systems
• Needed to meet landing weight limits of landing gear or
runway length
• Comprise of system of fuel pumps and valves
• Fuel is usually dumped / ejected from wingtips and
sometimes from aft-most point of fuselage
• Usually designed to allow the plane to go from max gross
take-off weight to max landing weight in 15 minutes or less
to handle and manage emergency situations
Fuel is distributed around
center of gravity
 In-Flight Refueling
• To enhance range and endurance of flight
• Currently used only in the military sector
• Two main types:
– Boom and Receptacle
– Probe and Drogue