AIR FRAME FUEL

SYSTEM

1
FUEL SYSTEM
 Fuel is stored in 3 tanks
-one center tank and two (L & R) wing tanks.
Center tank is located from L wing root rib 1 to
R wing root rib 1.
 Capacity 6476 Kg.

Wing tank is located from Rib 1 to Rib 22.

 Wing tank is divided in inner and outer cell.

 Wing tank inner cell – Rib 1 to Rib 15.

 Wing tank outer cell – Rib 15 to Rib 22.

2
 R R
LH WING I I RH WING
LH INNER INNER RH
B B RH
Wing CELL CELL Vent
LH 1 1 Wing
Outer Surge
Vent Outer
Cell RIB Cell Tank
Surge
Tank 15
15
RIB
22 Rib
26
26

CENTER
R TANK
I
B
22

3
 Capacity Inner cell- L-5436 Kg.
R-5435 Kg
Outer cell each- 691 Kg.
Specific gravity = 0.785
 Total fuel = 19 Tons (Approx.)

o Two vent surge tanks- one each is located in

each wing, out board of the wing tank

o Rib 22 to Rib 26.

- Each capacity -50 USG (190 Lt.).

4
 Fuel used is JET A1.
 The unusable fuel in the system (tanks, lines
etc) is less than 0.25% of the total tank
capacity.
 The total Unusable fuel 82.1 Lt (64.4 Kg)
(engine feed, vent, refuel, tanks etc.)
 2% additional space (by volume) for thermal
expansion and venting.
 After the refuel operation to the maximum tank
capacity, the fuel can expand 2% (20 ºC
temperature increase) without leakage at the
refuel attitude and during:

5
 Subsequent towing
 Aircraft movement on ground
 Take- off.

6
 Access to the wing
and the vent surge
tanks is through the
access panel in the
wing bottom skin.
 These access panels
are between ribs.
 Between Rib 1 and
Rib 2 – No access
panel.
 Between rib1 and rib
2 is collector box.

7
 CUT OUT in Rib 2
 For access, we have
to go through access
panel between rib2
and rib3 (bottom of
wing surface) and
through cut out in rib
2.
 These cut out (2No.)
can be open when
required.

8
 7 no. small cut out at the
bottom of rib2.
 Each cut out is covered
by spring loaded hinge
cover, open towards
inboard side only.
 These are known as
CLACK (FLAPPER) valve.
 These will permit fuel
inboard only.

9
  Collector box will
always full under all
flying conditions.
 This is to prevent
cavitations to wing
tank booster pump.

 Center tank access by

two triangular panel
in the main wheel
well.

10
DRAIN POINTS

 To drain water and remaining fuel from

the tank (for maintenance purpose).
 As well as to take fuel samples.
 Drain valves are at the lowest point.

11
 D
 TOTAL -8 R
A
 Center tank -2 No. I
N
 Inner cell each -1 No.
 Outer cell each – 1 V
A
No. L
V
 Vent surge tank each E
-1 No. S

12
 For operation purpose- push the drain valve
UP.
 Two types of drain valves – Direct and
Indirect.
 Center and vent surge tanks – direct type.
 Wing (inner and outer) cell – Indirect type.
 Indirect type is routed through pipe.
 Drain valve assembly- LRU
- press to drain type. (spring loaded closed)
- for changing drain valve draining of the tank
is not required.
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14
Strontium Chromate Capsule
 Prevents microbiological growth.
 7 No. on each (LH & RH ) wing tank
 8 No. in Center Tank.
 A unit consists of a fixed mounting bracket
with a bag in it.
 The bag contains the strontium chromate
tablets

15
Strontium Capsule

16
 REFUEL
 Refueling can be
done in different
ways-
i. Pressure refueling-
Manual or Automatic
ii. Gravity refueling –
Over wing refuel.

17
 REFUEL
 Center tank can be filled by pressure
refueling only.
 Gravity refuel cap – on the top of the outer
cell

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LEAK CHECK
 The cause of fuel leaks are
- damage of the structure.
- damage or loose fasteners.
- incorrect installation of components.
- damage seals, O – ring or sealant.
 There are three types of fuel leakage. These
are related to flight safety and are identified as
follows

19
LIGHT LEAKAGE
 Dry the area of the leak.

 After 10 min there is a fuel leak indication that

does not go more than 100 mm in any

direction.
HEAVY LEAKAGE
o Dry the area of the leak.

o After 10 min there is a fuel leak indication that

is between 100 mm and 180 mm in any

direction.

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CONTINUOUS LEAKAGE
• Dry the area of the leak.

• After 10 min. there is a fuel leak indication that

is more than 180 mm in any direction.

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Location of leak Light Heavy Conti
1- Open areas, where leakage can not flow A B C
to a possible fire source:
- Top and bottom wing surfaces

2-Not fully closed areas:

- rear wall of the tank A B C

3- Closed areas:
-Front walls of the tank B C C
- Dry bay
- Engine pylon location
- Bottom center wing - surface

22
 TYPE OF REPAIR
No repair is necessary. Do a weekly
A inspection to make sure that there is
no change of the leak rate.
No immediate repair.
B Do a daily inspection to make sure
that there is no change of the leak rate

C Do a temporary repair immediately

( before next flight ). Do a permanent repair
during 500 FH or next C check (if occurs 1st)

23
 Tank Leak
 Do the applicable leak test to show the
point at which fuel leakage comes through
the seal or sealant.
 An unserviceable seal or unserviceable
sealant can show a fuel leakage, some
distance from its source.
 Replace the seal or repair the sealant. Do
this at the fuel leakage, not the point
where the fuel shows.
 The fuel comes through at the weakest
point of least resistance.

24
TANK VENTING SYSTEM
 Tank venting system keeps the air pressure in
the fuel tanks near to the external air pressure.
 This function prevents a large difference
between these pressure which could cause
damage to the fuel tank / aircraft structure.
 Fuel is supplied in all wing operating condition
to engine.
 This function is important during
- refuel and defuel operation.
- climbing and descending.

25
 Tank venting system is fully automatic, no
manual control.
 For venting purpose, vent surge tank is
provided in each wing.
 All tanks are vented to the vent surge tank
(VST) and VST is vented to atmosphere.
 VST – from Rib 22 to Rib 26.
 Each wing tank is vented to corresponding
VST.
 Center tank is vented to left VST.

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27
CENTER TANK VENTING
 A vent line (1.5" diameter) start from the
middle of CT and going up to rib 22.
 The pipe has an up turned end fitting in the
CT to make sure that the fuel does not enter
the vent pipe.
 Both ends of this line is open.
 In case of refueling, shut off valve failure, the
excess pressure will be released through a
pressure relief valve (on Rib 1) into RHS
inner cell.
28
 It is spring loaded closed.
 A check valve is installed at the lowest point
in the pipe.
 CT has an over pressure protector installed
on the inner face of the LH Rib 1.
 If the pressure in the CT increases to a
specified value, the over pressure protector
brakes to release the pressure in to LH wing
tank.

29
 WING TANK VENTING
 Each wing tank is vented to respective
VST.
 A pipe (2.5" dia) is up to Rib 22. This pipe
connects to outboard of Rib 2 to the
stringer duct.
 The vent pipe has an open (up-turn) end
fitting.
 On Rib 2 vent holes are provided at the
top.

30
 WING TANK VENTING
 One branch of the main pipe is connected
to Float vent valve (inboard of rib 15).

 Rubber check valves (flapper type) are

installed at the lowest point.
 Wing outer cell is vented to inner cell by
float vent valve.

31
32
2

33
 VENT FLOAT VALVE
 Outer cell is vented into inner cell through
vent float valve.
 They are simply connected, no pipe line.
 When the fuel lifts the float assembly the
valve plate closes the valve.

34
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37
 VENT SURGE TANK
 VST is a temporary reservoir for fuel in case of
overflow, capacity 50 USG. If it is full, fuel will
over flow.
 VST is vented to atmosphere through NACA
ram air intake.
 NACA intake is located between Rib 22 and
Rib23, at the bottom side of VST.
 NACA intake is connected to vent protector.
 Primary component of vent protector are:

38
 VENT SURGE TANK

 An ice protector – it
will not allow to form
ice.
 A flame arrestor – it
will protect from
ground fire. It has
corrugated sheet,
arranged co-axially.

39
 Vent duct has
opening towards top.
It will hold 190 Lt.
Fuel before coming
out from NACA
intake.

40
OVER PRESSURE PROTECTOR
 Fuel system is protected against the
excessive pressure build up in the tank.
 Excessive pressure may be:
 Due to blockage in the venting system.
 Refueling shut off valve failure.
 Sealed areas are protected by over pressure
protector.
 Carbon disk will burst, if pressure difference
is more than the prescribed limit.

41
OVER PRESSURE PROTECTOR
 1 No. in VST.
 If the air flow (to or fro) the VST is blocked, the
over pressure protector breaks to release the
pressure.
 If the fuel has entered in the VST and causes
the over pressure, it will break and fuel will fall
on ground.

42
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44
Over Pressure Protector Component
 A body
 A carbon disk (burst disk)
 A collecting grid with a retaining ring
 One end of the body has a mounting flange,
which is attached to the access panel 550 CB
(650 CB).
 The burst disk is located on the other end of
the body.
 The collecting grid will be next to burst disk.

45
 If internal pressure is more, disk will burst
towards outside.
 If internal pressure is less, disk will burst
towards inner side, at the same time collecting
grid will prevent the pieces to enter into VST
 Burst disk has white cross on its lower side (if
disk is intact ).
 VST burst disk operation pressure:
- VST to atmosphere : 6.5 to 7.25 PSI
- Atmosphere to VST : 2.9 to 4.35 PSI

46
 Inner Cell-Over Pressure Protector
 Access panel 540PB (640PB)
 The burst disk is located at the outer end of
extension tube (complete fuel will not drain
out).
 The burst disk has a white cross painted on its
lower side. When it is visible, the burst disk is
not broken.
 Breaking pressure values are same in both
direction (tank to atmosphere and atmosphere
to tank) (18.3 to 22.3 PSI )

47
48
 Over Pressure Protector Center tank
 Installed on LHS RIB 1.
 Pressure will be released into L wing tank.
 Collecting grid prevents particle in the center
tank side.
 Center tank to wing tank 10.0 to 11.0 PSI (only
in one direction)

49
50
51
Over Pressure Protector - Wing outer to inner
 Over pressure protector at the outer face of
RIB 15.
 If a wing tank outer cell to a wing tank inner cell
over pressure occurs, the burst disk breaks to
release the pressure to the wing tank inner cell.
 The collecting grid prevents the movement of
particle into the inner cell.
 Outer to inner cell : 10.0 to 11.0 PSI
 It has got both the basket and the metallic grid.

52
53
 CT- External Venting System
 Any leakage from the CT is difficult to identify,
so CT external venting system is provided.
 Below CT, a vapour seal membrane seals the
bottom of the CT from the air conditioning
compartment (ACM etc).
 Vapour seal – a fabric membrane (composite –
Nomex fabric with viton rubber).
 Pressurized air from air conditioning system is
used for external venting.

54
 CT- External Venting System
 The air is supplied continuously between
CWB and vapour seal.
 Air enters from the front through a check
valve.
 Air will be discharge from holes in the air
distribution pipe.
 Air (and if any fuel ) will be discharge over
board through a drain mast (near FR47).
 A leak monitor in the drain line keeps a small
quantity of drainage for fuel leak analysis.
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56
57
 CT- External Venting System

 Drain mast – 2 holes

-smaller hole for APU
- bigger hole for CT
external ventilation

58
 CT- External Venting System

 System is fully automatic, no control, no

indication in cockpit.
 For ground checking – a pressure source can
be connected to the check valve. (no need to
pressurized the air craft) ( access through
FWD cargo compartment-remove 131 NW
panel / Potable water tank)

59
 Inter Cell Transfer
 Inter cell fuel transfer means transfer of fuel
from outer cell to inner cell, because booster
pumps are in inner cell.
 Fuel transfer is automatic (no selection from
cockpit) by FLSCU (Fuel level sensing
control unit ) and FQIC (Fuel Quantity
Indicating Computer).
 When ever fuel level in the inner cell reaches
to low level, signal will go to inter cell transfer
valves to open.

60
61
 Inter Cell Transfer
 When valve is open, fuel by gravity will go to
inner cell.
 Two numbers inter cell transfer valves in
each wing, mounted on Rib 15, one on each
side.
 Valve is operated by DC motor / actuator,
which will get power supply from 206 PP /
801 PP.
 Once the valve is open, it is latched to open
condition and will be closed during refueling.

62
63
 Inter Cell Transfer
 Low level sensor -2 No. in each inner cell
(setting – 750 Kg.).
 When ever any one is sensing low level,
there will be opening of one inter cell transfer
valve in each wing simultaneously. (low level
may not be existing in other wing inner cell)
 If low level – all 4 sensors will sense low
level. In this case all 4 transfer valves will be
opening.

64
 Inter Cell Transfer
 Transfer valve can also be open by pulling
CB in cockpit.
2 CB on 121 VU
2 CB on 29 VU
 By pulling CB, we are simulating the
condition.
 Valve is operated by the actuator, which is
mounted on front / rear spar respectively.
 Actuator can be replaced without draining the
tank.
65
 Inter Cell Transfer
 For Valve removal draining is required.
 Valve position is indicated on fuel page.
 Visual position indicator is provided on the
valve (see and feel type).

66
67
Fuel Distribution

68
 Fuel Distribution System
 For fuel supply there are 2 booster pump in
each main tank (total 6 for engine feed).
 All 6 are inter changeable.
 In CT – one on LHS and other on RHS.
 In wing tank – both pumps are located in
inner cell (in collector box –Rib 1 &2 ).
 Pumps are installed in canister.
 Pumps located LHS will be given No.1 and
RHS will be given No.2

69
 No.2

Rib 2 Rib 2

No. 1

70
 Fuel Distribution System
 Pumps are centrifugal type, supplied by 3
phase 115V AC 400 Hz.
 No.1 pump in each tank is supplied by 1 XP.
 No.2 pump in each tank is supplied by 2 XP.
 Each pump delivery is 4989 Kg/ Hr at 30 PSI.
 Each pump is capable to supply to both the
engines.
 Each pump has non reset type thermal fuse, if
temp.>175 °C, it will cut off power supply.
 Each pump inlet pipe has a strainer.
71
 Fuel Distribution System
 Each pump outlet has integral check valve
(pressure holding type), which will prevent
pump damage in case of reverse flow.
 Each pump outlet is monitored by pressure
switch. 6 no. (one for each)
 Pressure switch are located on respective
rear spar. If pressure is less than 6 PSI, it will
trigger warning in cock pit.
 If all 6 BP are running, engine will be
supplied from CT ( priority).

72
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74
 Fuel Distribution System
 Sequence valve, which is part of canister, is
installed on each wing tank BP.
 Sequence valve will reduced the pressure
from 30 PSI to 25 PSI.
 Engine will get fuel at 30 PSI, when supplied
by CT and at 25 PSI from wing tank.
 Suction feeding is possible from wing tank
only.
 CT does not have suction feeding.

75
 Fuel Distribution System
 A suction valve is in the engine feed line in
each one of the collector box (cell). If all the
main pumps fail, the engine can use suction
pressure to get the fuel from the applicable
tank through the suction valve.
 The air release valve releases the air caught
in the engine fuel feed line. The valve is
installed at the highest point between the
pump and the LP valve.

76
 FUEL PUMP OPERATION
 The wing tank pumps are manually
controlled. ( ON / OFF , FAULT ).
 Press IN – ON ( but no light on sw)
 Released OUT – OFF (white light on sw)
 FAULT - FAULT
Modes of operation. The pb sw on 40
VU, on the fuel O /H panel, controls the
operation.

77
 FUEL PUMP OPERATION
 Center Tank:
 Pump 1 and 2:
Press IN : ON
Released OUT : OFF

78
MODE selector
Press in AUTO – no light.
Release out –manual mode (MAN light on sw)
MAN

FAULT- Amber light

79
 FUEL PUMP OPERATION
 Manual – each pump has to be selected
manually ON / OFF.
 AUTO – Automatic control by FLSCU.
 In auto mode, with the CT pumps 1 & 2 are ON

- The center tank pumps are set to be ON and

OFF automatically during specified flight
condition.
 During first engine start, CT pumps will operate,
if low level sensor in CT is wet.
 2 min. after the first engine reaches idle speed,
the CT pumps will stop.

80
 FUEL PUMP OPERATION
 CT pumps will start again during second
engine start. CT pumps will continue to run
and will stop after 2 min. from the 2nd engine
reaches idle speed.
 If the 2nd engine is started during the 2 min.,
the CT pump will continue to operate. CT
pump will stop after 2 min. from the 2nd
engine reaches idle speed.
 During starting, pumps are running to check
the integrity of CT pumps system and to
avoid water accumulation.

81
 FUEL PUMP OPERATION
 The position of slat will now controls the
operation of the CT pumps.
 CT pumps will operate again when the slats

are retracted. Until then the wing tank pumps

will supply the fuel to the engines.
After T.O.
 After slat is retracted, CT pumps are given

signals to operate independently of each

other.

82
 FUEL PUMP OPERATION
 CT pumps will not operate if the 2 full level
sensors in the related wing tank are wet.
 In each inner cell there are 2 full level and 3
under full level sensors.

P P

FULL
Under
LEVEL
Full

83
CT pump will operate when one full level
sensor and one under full level sensor in
the related wing tank are dry.( The related
CT low level sensor must be wet.)
In CT there are 2 low level sensors. (130 Kg.)

P P

FULL
Under
LEVEL Low
Full
Level

84
 FUEL PUMP OPERATION
 When any CT low level sensor become dry,
respective pump will run for 5 min. and than
stops.

 If during the 5 min. period, if the low level

sensor becomes wet, the CT pumps will keep
running.

85
 During 5 min. FAULT light will not come on
the pb sw. ( pressure out put may be less )

FAULT

MAN

 When the CT pump stops, an engine is

supplied with fuel from the related wing tank.

86
 FUEL PUMP OPERATION
Post SB 28 -1059
o In CT – when low level sensor become dry,

the related CT pump is latched OFF.

o The latch is released and related pump (s)

come on when Manual mode is selected or

when refuel panel access door is opened.

87
 FUEL PUMP OPERATION
 Pump No. 1 in each wing tank, during
electrical smoke drill configuration are
supplied directly from the out put of GEN 1.
 Respective pump switch must be ON.

88
 APU Fuel Feed System
 APU fuel pump system supplies the necessary
fuel to operate the APU in all operating
condition.
 APU fuel supply is tapped from the left side of
cross feed valve.
 APU can get fuel from the RHS of cross feed
valve, provided cross feed valve is open.
 The fuel pressure for the APU comes either
from engine fuel pumps or the APU fuel pump.
 APU fuel pump is installed in canister and
mounted on the rear spar in CT.
 APU fuel pump is centrifugal impeller type.

89
90
 APU Fuel Feed System
 It is supplied with single phase 115 V
400Hz, but motor is 3 phase.
 Power supply – 801 XP / 901 XP
 A thermal fuse (175 °C) protect from
overheat.
 APU fuel pump is operated automatically
(no sw in cockpit)
 It is controlled by a pressure sw ( inlet
side of the pump), mounted on CWB rear
spar.
91
 APU Fuel Feed System

 Pressure setting –
22PSI
 If APU master sw
is ON and
upstream of pump,
pressure is < 22
PSI, pump will run
automatically.

92
•To purge the APU fuel line, it is possible
to operate the APU fuel pump by the
APU fuel –line vent pushbutton sw,
installed in the APU compartment front
wall.
•APU fuel pump operates as long as the
pb sw is pressed.
•For this purpose 801 XP must be
available.

93
94
APU Page – Fuel Low Pressure

 If the fuel pressure at the inlet of APU FCU is

less than 15.8 PSI, Fuel Low Pressure will
appear on APU page.
 It is sensed by pressure switch installed at
the inlet of FCU.
 Switch will reset at 17.25 PSI.

95
 APU LP Fire Shut off Valve
 It is installed on CWB rear spar, down stream
of APU fuel pump.
 It will open when APU master sw is ON.
 It will go to closed position under the
following condition :
 APU fire sw is released out.
 APU auto shut down
 108 VU APU sw is operated.
 Valve indication is provided in cock pit.

96
 APU LP Fire Shut off Valve
 Valve is spherical plug type, operated by two
DC motor, supplied by 701 PP and 101
PP respectively.
 Valve has visual position indicator also.
RED –valve OPEN
GREEN – valve CLOSED

97
98
99
 CROSS FEED SYSTEM
 Cross feed valve is installed in the
common feed line and it will divide the
system into LHS and RHS.
 Cross feed valve is normally closed.
 When the valve is open, both supply line
(left & right) is connected. In this case,
both engines will be feed by a single tank.
 Cross feed valve is controlled manually by
a cross feed pb switch at 40 VU.

100
 CROSS FEED SYSTEM
 It is spherical plug type of valve.
 The valve is operated by the cross feed
actuator.
 Actuator has 2 motors.
 Motor no.1 power supply – 801 PP
 Motor no.2 power supply – 206 PP
 Actuator is mounted on the rear spar of
CWB.

101
 CROSS FEED SYSTEM
 Actuator can be replaced without draining
of the tank.
 Valve replacement need draining of the
tanks.
 Valve position is indicated on fuel page.
 Valve has visual position indicator (see
and feel type).

102
103
104
 CROSS FEED SYSTEM
 40 VU X Feed pb sw:
Released out – OFF – no light
Press IN – ON – white light
OPEN – green light comes on when the
valve is fully open.

105
 CROSS FEED SYSTEM
 Operational test of cross feed valve, using
individual motors.
 Pull 121 VU Fuel X feed valve
Motor 2 CB – M24
 In case of Motor 1 : CB 49 VU – A12
In this case on panel 40 VU, OPEN legend
will not come.

106
 Engine LP Fuel Shut –Off Valve
 In each engine fuel feed line, there is an
engine LP fire shut off valve.
 Valve will isolate the engine from fuel
supply.
 Master sw control the operation of the
valve.
 When fire sw is released out, respective
valve will be closed.
 Valve is located in wing leading edge, just
forward of front spar between Rib 8-9.

107
108
109
 Engine LP Fuel Shut –Off Valve
 Each valve has an actuator. Each actuator
has 2 Motors, which get their power
supply from different source:
Motor 1 : 401 PP
Motor 2 : 206 PP
 One out of two motor can or closed the
valve, if the other motor does not operate.
 Wire routing is different. Motor 1 is along
the front spar and Motor 2 is along the
rear spar and then forward through the
flap track fairing at Rib 6.

110
 Engine LP Fuel Shut –Off Valve
 Valve has see/ feel indicator.
 Valve position is indicated on fuel page.
 Valve can be replaced without draining the
tank.

111
112
 Fuel Scavenge System
 Air in the tank, may contains some
moisture and it will convert into water at
low temperature.
 Water will collect at the bottom (lowest)
part of the tank.
 If accumulated for long period, it will be a
problem for operation.
 Fuel scavenge system does not allow
water accumulation in the fuel tank.

113
 Fuel Scavenge System
 In addition to this, if some fuel had gone
to VST, it will bring back to wing tank.
 Jet pumps – total 6 No. : 2 in each tank.
 CT -one on LHS and other on RHS
 Wing tank – both jet pumps are located in
each outer cell, between Rib 15 – Rib 16.
 One jet pump for outer cell and second
one for VST.
 Jet pumps are mounted on their
respective rear spar.
114
115
116
 Fuel Scavenge System
 Jet pumps are venturi type.
 For motive flow, tapping is taken from the fuel
pumps pressure switch line.
 Suction line is connected to the bottom side
of the tank.
 In case of CT, discharge will be at the inlet of
respective booster pump.
 In case of wing tank, both discharge at the
rear inter cell transfer valve aperture.
 Removal of the jet pump requires defuelling
of the required tank.
117
 AIR RELEASE VALVE
 On each side, in the engine feed line, at
the highest point, there is an air release
valve (inside tank).
 Whenever line is pressurized, air will be
released out.
 Valve is closed when the line is
pressurized.
 It is float operated valve.
 Check valve prevent air being sucked
back into the line.
118
 IDG Recirculation System
 IDG oil is cooled by fuel, taken from
engine feed line.
 After cooling IDG oil, fuel may go to wing
tank outer cell in some cases.
 When the fuel is coming back to tank, we
call it is IDG recirculation system.
 Down stream of LP shut off valve, fuel
tapping is taken for IDG oil cooling.
 After cooling, fuel will go to a valve,
known as Fuel Return Valve (FRV ).
119
 IDG Recirculation System
 If FRV is open, fuel will come back to
tank.
 If FRV is closed, fuel will go to
combustion chamber.
 Fuel return line (from FRV ) will enter
the wing tank from bottom side
through a check valve ( to prevent
reverse flow ) between Rib 7 / 8.

120
121
122
123
 IDG Recirculation System
 Recirculation pipe is between the FRV
and the pressure holding valve ( at the
out board face of rib 17 in the wing
tank ).
 Pressure holding valve – to maintain
higher pressure (15.5 PSI ) in the line to
prevent boiling of the fuel at higher
altitude.

124
125
 IDG Recirculation System
 Two holes in recirculation pipe, one on each
side of rib 16, to let the warm fuel go into the
wing tank outer cell.

OPERATION
 The control of the recirculation system

operation is fully automatic

126
 IDG Recirculation System
 Temperature sensors in the wing tank are
provided exclusively for this purpose.
 FLSCU 1 & 2 (fuel level sensing control unit)
 The fuel temperature data from LH wing
tank goes to FLSCU1 and RH wing goes to
FLSCU2.
 The FLSCU1 or FLSCU2 sends a signal to
close the related FRV, if one of these
condition occurs:
i. If the fuel temp sensor in the wing tank inner
cell sends a high fuel temp. signal (≥52.5°C).

127
 IDG Recirculation System
ii) If the fuel temp sensor in the wing tank
outer cell sends a high fuel temp. signal
(≥55°C).
iii) Whenever the over flow sensor in VST is
activated (fuel > 190 Lt )
iv) When wing tank BP is inoperative
(during suction feeding).
v) Low level in inner cell (250 -280 Kg.)

128
 IDG Recirculation System
INDICATION
The temperature of the fuel in the wing tank
inner and outer cell is indicated on FUEL
page.

129
 Refuel System
 Maximum fuel cam be filled when aircraft
is at 0° level.
 It is possible to refuel the aircraft that is

not more than 2 degrees from level, but it

is possible that the tanks will not
completely fill.
 Two modes of refueling:

- Gravity.
- Pressure ( Automatic or manual )

130
 Gravity Refuel
 When power or bouser is not available.
 In each side, on top of each wing
(between Rib 19-20 ) (outer cell ) , there is
an over wing Refuel adaptor.
 When outer cell is full, through a refuel
spill pipe fuel will start going into inner
cell. ( In this pipe rubber check valve,
normally bring the fuel in the tank )
 Center tank can be filled by transfer or
pressure refueling ONLY.

131
 Pressure Refuel
Refuel / Defuel Coupling
 The refuel / defuel coupling is the

interface between the aircraft fuel tanks

and the external fuel supply.
 It is attached to the forward face of the RH

wing front spar, between Rib 14-15.

 The refuel / defuel coupling cap is

installed on the refuel / defuel coupling.

132
133
 Pressure Refuel
 Common (main ) refuel / defuel line –
passes through all the three tanks.
 Three branch lines – one for each tank.
 Each branch line has a refuel valve.

134
135
 Pressure Refuel

 Each refuel valve is installed in a canister.

CT- CWB rear spar RHS
L and R wing tanks – respective front
spar, inboard of Rib 15.

136
 Pressure Refuel
 At the outlet of each refuel valve- a diffuser is
installed. It will minimize disturbance to
minimize electro static buildup.
 For wing tank, the valve is inboard of Rib 15
(inner cell) but the outlet is in outer cell.
 All refuel valves are inter changeable.

137
138
 Refuel Valve
 It is solenoid controlled valve.
 When the solenoid is energized, the valve will
go to open position.
 It has a manual override button, which can be
used to open the valve.
 For changing it, there is no need for draining.
 It will be controlled from Refuel / Defuel
panel.( at 800 VU, installed in the RH side of
the belly fairing, aft of FR36).

139
140
 Refuel Valve
 When the valve is closed, a pressure greater
than 65 PSI at the inlet ( due to surge,
thermal expansion or hose-end pressure
control failure ), will move the seat away from
the piston to let fuel through the valve.

141
142
143
 Refuel – Air Inlet Valve
 Air-Inlet valves are installed in the refuel
line near the refuel valve in each wing
tank inner cell.
 They permit the air in the line to drain out
the left over fuel.
 The fuel pressure in the refuel pipeline will
close the air inlet valve.

144
145
Refuel - Fuel Drain Valve
 A drain valve permit the fuel drain from the
refuel pipeline into each wing tank.
 During refuel, drain valve will be closed due
to fuel pressure.
 In absence of fuel pressure, it is spring
loaded open and drain the fuel.
 A check valve stops reverse flow through the
valve.

146
147
 Pressure Relief Valve
 Fuel pressure in the center tank greater
than the spring pressure on the valve pad
assembly will open the valve.
 The fuel then moves from the center tank
to the RH wing tank.
 When the fuel pressure in the center tank
is less than the spring pressure on the
valve pad assembly, the valve will close.
 Pressure value is not defined in AMM.

148
149
 Refuel / Defuel Panel
 Panel access is through a quick release
door.
 When the door is open, panel is powered.
 Panel has 3 parts- Top, Middle and
Bottom.

150
151
 Refuel / Defuel Panel

TOP
 Three indication- L,

CTR and R
 These indicates the

fuel quantity (fuel

available ) in each
tank ( in 1000 Kg. )
TOP

152
 Middle Panel

 Three hi- level BLUE

light – one each for L,
CTR and R tank.
 Hi level lights comes
on when related tank
high level sensors are
immersed.
 For wing tank –
sensors are installed
in inner cell.

153
 Sensors will be
immersed (wet) at
maximum usable
quantity.
 Refuel valve-Three

toggle switches-
having three
positions: Open,
Norm (guarded)
and Shut.

154
Refuel valve Switch - Position
OPEN – Valves are open when the mode
selector switch is in refuel or defuel
position. If the mode selector is in refuel
position each refuel valve will close when
high level is detected in related tank.
NORM – (guarded position )
Valves are controlled by automatic
refueling logic. (with the mode selector
switch is set to defuel, the valve will not
open).

155
Refuel valve Switch - Position
 SHUT- valves are closed, independent of

mode selector switch position.

156
MODE SELECTOR SWITCH
- 1 No.
- It has three position:
 OFF (guarded

position )
 Refuel

 Defuel XFR

OFF: Refuel valves

closed.

157
Refuel: Refuel valves are operated
automatically or manually by the position
of Refuel valve switches.
Inter cell transfer valve will go to closed
position once the refuel is selected.
Defuel XFR: Refuel valves are operated by
the open or shut position of the refuel
valves switches.
- In the side of switch open light will
illuminate when the valve is open.

158
 Test Switch ( Hi- Level) / Light
 It is a toggle switch, spring loaded in neutral
(central) position.
 HI-Level : High level lights will come on if

high level sensors and their circuits are

serviceable.
( If prior to test, Hi level lights were ON, they
will go OFF during testing ).
Filament test: All lights will come on and
FQI displays show all 8’s.( 7 segments )

159
Bottom panel- QUANTITY Selection

160
Bottom panel- QUANTITY Selection
 Preselector: It shows the amount of fuel
required during a refuel operation. (it can not
be lower than actual value).
-Set on preselector rocker switch.
 Preselector rocker switch : It is used to set

the required fuel quantity in the preselector

window.
 CKPT annunciators comes on when the

cockpit refuel panel is powered.

161
 END (steady green )light comes on
when the refueling is complete.
(When the actual fuel quantity is ± 100
Kg. Of the selected fuel quantity ).
 END (flashing green ) : When auto

refueling is aborted / interrupted. (It

may be due to power failure or pre
selector failure ).
 In this case selected quantity will be

replaced by actual quantity.

162
 Again fuel quantity has to be selected.
 Actual : Actual total quantity
indication – shows the amount of fuel
onboard.

163
 Refuel
 Maximum refueling pressure must not be
more than 50 PSI.
 This refuel pressure will give an all tank
refuel rate of approx. 1400 Lt / min.
 At this rate aircraft can be refuel ( from its
usual reserves to full ) in approx. 20 min.

164
 AUTO REFUELING
 Total quantity of fuel to put into aircraft is
controlled at the preselector.
 Select the fuel quantity by preselector by INC
/ DEC rocker switch. This signal goes to
FQIC. (selected quantity must be grater than
actual quantity ).
 Refuel valves (3 No.) switches must be in
normal NORM position.
 MODE selector switch – in REFUEL position.

165
 AUTO REFUELING
 CT will get fuel only when selected quantity is
grater than the sum of L & R wing tank
capacities.
 Auto refuel in two phases:
- Primary
- Top up fill
 In last 5 sec, FQIC will do final calculations.
 If FQIC fails to shut the refuel valve, HI level
sensors (HI LEVEL blue light will come ) will cut
off the supply.

166
 MANUAL REFUELING
 Preselector is not available.
 Normally it is used when we wants to fill
particular tank.
 In this mode, MODE selector has to set
Refuel and Refuel valves are set to open
position.
 The quantity of fuel that goes into the
tanks are monitored at the indicator.

167
 MANUAL REFUELING
 When tank has the required qty. the
Refuel valve switch/es are set to SHUT.
 HI level protection is always available.

168
 Refueling
 Once the refueling is over, some fuel will be
left in refuel line. To bring the fuel into the
tank – two valves are there.
Air inlet valve – Fuel pressure in the refuel line
will close the valve. If there is no fuel
pressure in the line, air inlet valve will open
and allow air in the line.
- Inboard face of Rib 16.
Fuel drain valve A fuel drain valve is installed
at the lowest point of the refuel pipe in each
wing( the outboard face of Rib 1).

169
 Fuel pressure in the line closes the drain
valve.
 When the fuel pressure source is removed
the valve will opens to allow fuel to drain into
the wing tank from the refuel line.

170
 DEFUELING
 For defueling, defuel transfer valve must
be open. (selection on 800 VU panel, so
on ground only)
 When the defuel transfer valve is open, at
800 VU in the side of the switch OPEN
(amber) light comes. (no indication in the
cockpit)
Defuel Transfer Valve
 Installed on rear spar of CWB.

 It is between refuel / defuel line and feed

line.

171
 DEFUELING
 It is on RHS of cross feed valve.
 When the valve is open – fuel feed line
and refuel / defuel line is connected.
 It is single DC motor actuator operated
and gets power from 501 PP.
 It has a visual position indicator also.
 Defueling is two types:
- Suction
- Pressure

172
173
 Suction Defueling
 Suction defueling is possible only for
wing tank ( wing tank booster pump has
suction by pass valve).
 Connect the suction source at bouser
point.
 Fuel will be taken out by feed line only
when defuel transfer valve is open.
 Cross feed valve must be open for left
wing tank.
 RWT can be suction defuel alone but LWT
can’t.

174
 Pressure Defueling
 In pressure defueling, main pumps will be
used to remove fuel from the tanks.
 Mode selector – Defuel / Transfer position
 Refuel valve – SHUT
 Cross feed valve push button switch at 40
VU – Open (as required).

175
 Fuel Transfer
 To transfer the fuel from one tank to
another tank:
 From which tank fuel has to be transfer,
that tank BP must be ON.
 Cross feed valve – open.
 Refuel valve – Open (for receiving tank )
- Closed (for sending tank)
 Mode selector – Defuel XFR
 HI level protection is available.

176
 Indication System
 The indication systems are:
- FQI ( Fuel Quantity Indicating ) system –
which gives separate and total quantity
indications.
- MLIs (Magnetic Level Indicators ) – a
secondary system used to estimate the fuel
quantity when the aircraft is on ground.
- FLSS (Fuel Level Sensing System ) which
gives indications and warnings ( when the
fuel is at specified levels and temperature).

177
 Indication System - FQI
 It gives indications for each of the three fuel
tanks:
-the LH and RH wing tanks
- The center tank.

 The FQI system has:

- Fuel quantity probes

- FQIC (fuel quantity Indicating Computer)

- Three cadensicon.

178
 Indication System -FQI
 The fuel quantity probes are in the fuel tanks.
The FQIC regularly monitors the fuel quantity
probes and uses these signals to calculate
fuel quantity in related fuel tank.
 One cadensicon in each wing inner cell and
one in center tank. These are for density
calculation.
 Fuel mass is displayed on:
- FUEL page and UECAM
- 800 VU panel

179
 Indication System -FLSS
 Two units, FLSS 1 &2, installed at 92 VU.
 The FLSS has:

Fuel level sensors.

 High level

 Low level

 Full level

 Under full

 Over flow

 IDG shut-off

Fuel temperature sensors.

180
 It uses the information to control
- Fuel recirculation system.
- Fuel main pump operation.
- Refuel system.

181
 High Level Sensors
 One in each wing (inner ) cell.
 One in the center tank.
 The high level sensors are installed near
the top of each tank.
 When sensor becomes wet:
 It closes the related refuel valve.
 The related HI LVL light will come on
refuel panel.

182
 Low Level Sensor
 Three in each wing (between Rib 2-3) tank at 750
Kg. Fuel level. ( 2 + 1)
- Two sensors will control the inter cell transfer
valves.
- When the two (1 out of 2 +1 ) are continuously dry
for 30 sec, the FLSCUs send a fuel low level
warning to the ECAM.
 Two in center tank at 130 Kg.

- When one of the sensors has been dry for 5 min.,

FLSCUs send a stop signal to the related fuel
pump.

183
 Low Level Sensor
 28-46-00 Page 3 May 01/01
Low level sensors- 15QJ 1 (15QJ2)
- 16QJ1 (16 QJ2)
- 39QJ1 (39 QJ2)
 28-15-00 Page 11 May 01 /01

15 QJ1 (15QJ2) For 9QP (10QP) Inter cell actuator.

16QJ1(16QJ2) For 11QP (12QP) Inter cell actuator.
 For ECAM warning28-46-00 Page 5)
-Two sensors15QJ2 and 39 QJ2 or 16QJ2
- Two sensors16QJ2 and 39 QJ1 or 15QJ2

184
 Full and Under full sensors
 Two full level sensors in each wing tank.
 Three under full sensors in each wing
tank.
 These are used to control the automatic
operation of the center tank fuel pumps.
 This is to ensure that wing tank fuel level
does not decrease to less than 500 Kg.
below full (with fuel in center tank).

185
 Overflow Sensors
 One in each wing surge tank.
 The overflow sensor is installed
immediately below the overflow point of
the tank.
 Small quantities of fuel from the tank
venting system can go into the vent surge
tank ( and return to the fuel tank ) but do
not touch the over flow sensor.
 Thus the usual operation of the tank
venting system does not cause the
overflow sensor to give a wet indication.

186
 Overflow Sensors

 If an overflow sensor becomes wet the

FLSCUs will send a signal to the FADEC
system to close the FRV ( and thus stop
the recirculation system ).

187
 IDG Shut-off Sensors
 One in each wing tank.
 The IDG shut-off sensor stop the IDG
cooling when the fuel quantity is less than
280 Kg.
 The FLSCUs signal the FADEC to close
the FRV, which stops the fuel flow from
the IDG cooling system to the
recirculation system.

188
 Temperature Sensor
 Two temperature sensors in each wing.
- one in inner cell and one in outer cell.
 If inner cell temp.> 52.5°C or outer cell
temp.>55°C, FLSCUs will give the signal
to close FRV.
NOTE: On the ground, closure of FRV, due to high
fuel temperature in the wing tank is prevented.

189
 Fuel Quantity Indication
 The FQI system has fuel probes, the
electrical capacitance of which is in
relation to the fuel level.
 The FQI regularly measures this
capacitance.
CT: 4 No. quantity probes
+one quantity probe with CIC
(Capacitance Index Compensator)
Wing Outer Cell: 2 No. probes ( one with
temperature diode – uses voltage drop
across them to calculate fuel temperature)

190
 Fuel Quantity Indication
 Wing inner cell (each) : 10 Qty probes
+ one probe with CIC
+one probe with temp. diode at bottom
(to measure temp. of inner cell )
 Center tank and inner cell have

Cadensicons. ( for fuel density)

- Inner cell temperature is indicated on
FUEL page.

191
 FQIC
 It has 2 channels.
 Channel 1 – 801 PP
 Channel 2 – 206 PP
 At a time only one channel will control.
 Fuelling bus 2 supply is from 502 PP.

192
 Manual ( Magnetic ) Indicators
 The Manual Magnetic Indicators (MMIs)
are a secondary direct reading system
used to calculate the fuel quantity in the
LH wing, RH wing and the center tank.
 Aircraft must be on ground.
 Electric power is not required.
 For fuel quantity calculation, the aircraft
attitude, tank level and fuel specific
gravity are used with tables.

193
 Manual ( Magnetic ) Indicators
 For wing tank MMIs are in the bottom
surface of the wing tanks.
 The Center tank MMI is in the belly fairing
directly below the center tank.
 The attitude monitor is in the aircraft
fuselage.
 MMIs:
- 5 in each wing tank.
- one in center tank.

194
195
 Manual ( Magnetic ) Indicators
 The MMI has a Magnetic Level Indicator (
MLI ).
 The MLI is contained in its related
Magnetic Level Indicator Housing (MLIH ).
 The center tank MLI has two MLIHs. The
upper MLIH is in the bottom skin of the
center tank. The lower MLIH is in the belly
fairing, immediately below the upper
MLIH.

196
197
198
199
 Manual ( Magnetic ) Indicators
 When a MLI is extended from its MLIH, the
fuel level in that area of the fuel tank can
be measured.
 The attitude monitor is behind the access
panel.
 When the MMIs are used, a reading is
taken from the monitor. This reading gives
the out-of-level attitude of the aircraft in
the pitch and roll axis.

200
 Magnetic Level Indicator (MLI )
 The MLI is made of glass-

reinforced plastic and has marks

along its length to show the fuel
level.
 At the upper end of the MLI is a

magnet.
 At the lower end is a slot and a

bayonet- type lock.

201
 MLI Housing
 The MLIH has a tube and float assembly.
 The end cap at upper end, prevents the
fuel leakage when the MLI is in use or
removed.
 A body attaches the tube to the fuel tank.
 The float assembly (which contains a
magnet) is free to move up and down,
outside of the tube.

202
 ATTITUDE MONITOR
 The attitude monitor is a circular level
with graduation on the surface.
 Each square of the grid is 0.5° change of
the attitude.
 The position of the attitude monitor
bubble, in relation to the grid, gives the
aircraft attitude.
 If the attitude monitor shows the D4
position, the aircraft is in 0° pitch and 0º
roll.

203
204
 NOTE
 Do not let the MLI’s fall freely.
 Retract the MLI’s as soon as possible.
 The MLI are accurate to ± 5% of their
indication. This is not sufficient to use
them as a datum of FQI.
 Use FLOW charts to calculate fuel
quentity.

205
 Procedure
 Use a screw driver to push the applicable
MLI and turn it through 90°.
 Hold and carefully lower the MLI fully.
Then carefully lift the MLI until you feel
the magnets engage.
 Read the units mark nearest to the bottom
skin of the wing and write down the
number.
 Add together the values for each tank to
find the total volume of the fuel.
206
207
208
209
210
211