A330 28 L3

A330/A340 Fuel
Lufthansa
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
28−22 APU FEED SYSTEM
28−21 ENGINE FEED SYSTEM
28−23 CROSSFEED SYSTEM
28−26 MAIN TRANSFER SYSTEM
28−11 FUEL ISOLATION
28−27 TRIM TANK TRANSFER
28−17 WATER SCAVENGE
28−25 REFUEL/DEFUEL SYSTEM
28−40 FUEL INDICATING
28−46 TANK LEVEL SENSING
28−49 TEMPERATURE MEASUREMENT
28−30 JETTISON SYSTEM (OPTIONAL ON...
28−50 CONTROL AND MONITORING
Lufthansa
Technical Training
FUEL SYSTEM A330/340−200/300
28
ATA 28 FUEL
Page 1
Lufthansa
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A
GENERAL
28−00
28-00 FUEL SYSTEM

GENERAL LAYOUT
General
The fuel system stores fuel in five tanks. It supplies fuel to the engines and
APU, and controls the center of gravity position.
Fuel is stored in the main fuel tanks and in the trim tank.
Most of the functions are controlled by the Fuel Control and Monitoring System
( FCMS ).
Feed Concept
The inner tanks are the main supply tanks. They receive fuel from the other
tanks by transfers carried out and controlled by the FCMS.
Management
The FCMS manages the fuel system with 2 identical Fuel Control and
Monitoring Computers FCMC 1 and FCMC 2.
The different functions of the system are :
S fuel level and temperature sensing
S fuel gauging
S center of gravity calculation
S fuel management
S indication and fault reporting
S system monitoring and test
Page 2
FRA US/T-2 SHM 13.12.2007 Lufthansa

Technical Training
FUEL SYSTEM A
GENERAL
28−00
SURGE
VENT
SURGE
TANK
VENT
TANK
OPTIONAL
REFUEL/DEFUEL
SURGE
VENT
TANK
REFUEL/DEFUEL
Page 3
Figure 1 Fuel Tanks and Feed Concept
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A340−200/300
GENERAL
28−00
28−00 FUEL SYSTEM

GENERAL LAYOUT
General
The fuel system stores fuel in five tanks. It supplies fuel to the engines and
APU, and controls the center of gravity position.
Fuel is stored in the main fuel tanks and in the trim tank.
Most of the functions are controlled by the Fuel Control and Monitoring System
(FCMS).
FEED CONCEPT
The inner tanks are the main supply tanks. They receive fuel from the other
tanks by transfers carried out and controlled by the FCMS.
MANAGEMENT
The FCMS manages the fuel system with 2 identical Fuel Control and
Monitoring Computers FCMC 1 and FCMC 2.
S Fuel level and temperature sensing
S Fuel gauging
S Center of gravity calculation
S Fuel management
S Indication and fault reporting
S System monitoring and test
Page 4

Technical Training
FUEL SYSTEM A340−200/300
GENERAL
28−00
SURGE
VENT
SURGE TANK
VENT
TANK
REFUEL/DEFUEL
SURGE
VENT
TANK
REFUEL/DEFUEL
Page 5
Figure 2 Fuel Tanks and Fuel Management Concept
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
TANK DESCRIPTION
General Trim Tank Volume
Each tank is part of the structure. 1615 US Gallons
The fuel is stored in the wings and in the Trimmable Horizontal Stabilizer. 6114 Liters
4800 kg
Total Useable Fuel:
25670 US Gallons Center Tank (A330−200 Only)
97170 Liters The Center tank is located in the wing center section. Its fuel is normally
76.3 Tonnes transferred to the Inner tanks.
The unusable fuel in the tanks and the system is less than 0.23% of the tank
capacity. Center Tank Volume:
10 955 US Gallons
Inner Tanks
41 468 Liters
The main tanks, the inners, are divided into 2 parts, the forward inner and the
32 550 Kg
aft inner tanks.
Each inner tank contains one collector cell. The collector cell is maintained full Surge Tanks
of fuel by means of jet pumps for the booster pump operation.
The surge vent tanks vent the fuel tanks to atmosphere and collects fuel spilled
Inner Tank Volume: from the tanks.
There is a surge vent tank outboard of the outer tank on each wing, and on
11070 US Gallons
theright side of the trim tank.
41904 Liters
They are used for venting.
32895 kg
Each collector cell quantity is 1140 kg. Trim Surge Tank Volume
Outer Tanks 115 Liters
The outer tanks maintains fuel outboard to provide bending relief. Surge Tank Volume
This fuel is transfered to the inner tank when a predetermined level is reached
900 Liters
in this tank.
Outer Tank Volume:
957 US Gallons
3624 Liters
2845 kg
Trim Tank
The trim tank provides additional fuel capacity.
Fuel trim transfers enable the aircraft center of gravity to reach the optimum
position so that drag is reduced and fuel economy is improved.
Page 6

Technical Training
FUEL SYSTEM A330
GENERAL
28−00
Page 7
Figure 3 Fuel Tanks
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
DISTRIBUTION DESCRIPTION
The fuel distribution consists of :
S Engine and APU Feed System
S Refuel / Defuel System
S Main Transfer System
S Trim Transfer System
Page 8

Technical Training
FUEL SYSTEM A330
GENERAL
28−00
LH INNER TANK RH INNER TANK

FWD SECTION FWD SECTION
ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY
LH EMER LH INNER RH INNER

RH EMER
ISOL VLV TK INLET TK INLET
ISOL VLV
VLV VLV
TRIM PIPE
REFUEL ISOL VLV REFUEL
ISOL VLV LH ISOL VLV RH
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

AFT SECTION AFT SECTION
TRIM TK
LH INTERTANK X-FER PUMP RH INTERTANK
X-FER VLV APU AFT APU LP VLV X-FER VLV
PUMP
LH OUTER TANK RH OUTER TANK

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 9
Figure 4 Fuel System Basic Schematic A330−300
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
A330−200 DISTRIBUTION SCHEMATIC
Page 10

Technical Training
FUEL SYSTEM A330
GENERAL
28−00
LH INNER TANK CENTER TANK RH INNER TANK

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY
LH EMER LH INNER CTR TK RH INNER

RH EMER
ISOL VLV TK INLET INLET VLV TK INLET
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
LH X-FER AUX FWD RH X-FER
LH OUTER PUMP X-FER VLV PUMP RH OUTER
TK INLET JETTISON JETTISON TK INLET
VLV VLV LH TRIM PIPE VLV RH VLV
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 11
Figure 5 Fuel System Basic Schematic A330−200
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
CONTROLS
A330−300 Outer Tank Transfer Pushbutton
The FAULT light comes on in the outer tank transfer bushbutton, in case of
Crossfeed Valve Pushbutton
malfunction in the computed fuel transfers from the outer tanks to the inner
The pushbutton for the crossfeed valve is normally released out with no light on tanks.
and the valve is closed.
In case of failure in the AUTO transfer the
The valve opens when pushed in to connect the two wing sides together.
The white ON light comes on and the green OPEN light indicates that the valve S OUTR TK XFR p/b must be pressed
is open. S MAN light comes on
transfer is initiated overriding the auto mode.
Main / Standby Pumps Pushbutton
There are 6 wing booster pump pushbuttons: Emergency Isolation Valve
S 4 main pumps The two inner tank SPLIT pushbuttons allow each section of the inner tank to
S 2 standby pumps be isolated.
Each white ON light comes on when corresponding pushbutton is pressed, the
With all pushbuttons pressed in and no lights on, the main pumps run.
green SHUT light comes on when the valve is closed.
A stand-by pump starts if a related pump is in low press condition.
When the pressure drops, the amber FAULT light comes on. Reset Switches
With the pump pushbutton selected OFF, the warning is inhibited.
A reset switch is provided for each FCMC to reset the related
Fwd Manual Transfer Pushbutton computer.
The trim tank mode pushbutton allows a manual forward transfer to be initiated
if a faiulre occurs in the auto center gravity control.
If the FAULT light comes on, due to an excess AFT center of gravity or an inop
auto transfer, the pushbutton must be pressed in. The FWD light comes on.
If there is a trim transfer pump installed (A/C EFF.), the pump starts to run (if
not already on).
Trim Tank Selector

The 3 position selector is guarded in auto normal position and thus the transfer
line is maintained full when the trim tank is empty.
S ISOL : the transfer line is isolated by closing all the required valves
S OPEN : the valves used for forward transfer are maintained open, even if
low level is detected, to allow the pipe to drain.
Page 12

Technical Training
FUEL SYSTEM A330
GENERAL
28−00
Page 13
Figure 6 Cockpit Fuel Panel A330−300
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
A330−200
Center Tank Pumps Pushbutton
The Center Tank Transfer Pumps are operated ON or OFF by a left and right
pushbutton.
They are normally pressed IN, with no light. Center pump operation is enabled
by the pushbutton but is controlled by the Computer.
The FAULT light comes on amber when the pump pressure drops.
It is inhibited when OFF is selected.
Center Tank Transfer Pushbutton

The Center Tank Transfer pushbutton overrides automatic transfer from Center
Tank to Inner Tank.
When a failure occurs the FAULT light comes on amber.
When the pushbutton is pressed IN, MAN comes on, transfer starts.
Note that the Center Tank Transfer Pumps have to be stopped manually.
Optional Jettison System

On the A330−200 the Jettison System is optional Equipment.
Page 14

Technical Training
FUEL SYSTEM A330
GENERAL
28−00
Page 15
Figure 7 Cockpit Fuel Panel A330−200
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
ECAM FUEL PAGE INDICATION A330−300

General
The following grafics show all fuel system information which are presented on
the ECAM fuel page.
Page 16

Technical Training
FUEL SYSTEM A330
GENERAL
28−00
FUEL USED
ENGINE FUEL USED
ENGINE LP SHUTOFF VALVE
MAIN FUEL PUMPS
CROSSFEED VALVE
STBY FUEL PUMP
OUTER TANK QUANTITY

COLLECTOR CELL QUANTITY
INNER TANK QUANTITY
OUTER TANK TEMPERATURE INNER TANK TEMPERATURE
TRIM TANK ISOLATION VALVE
APU PUMP TRIM TANK TEMPERATURE
A/C GROSS WEIGHT
A/C CENTER OF GRAVITY
FUEL ON BORD TRIM TANK QUANTITY
Page 17
Figure 8 ECAM Fuel Page
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
LOWER ECAM DISPLAY
INDICATION COLOR VALVE OPERATION
GREEN VALVE OPEN
No1 LP VALVE CROSSFEED VALVE No2 LP VALVE

AMBER VALVE CLOSED

VALVE OPEN BUT
AMBER
SHOULD BE CLOSED
GREEN VALVE CLOSED
VALVE CLOSED BUT

GREEN VALVE OPEN AMBER
SHOULD BE OPEN
AMBER VALVE IN OPERATION

XX AMBER DATA NOT AVAILABLE
VALVE CLOSED BUT

AMBER
SHOULD BE OPEN
VALVE OPEN BUT

AMBER
SHOULD BE CLOSED
XX AMBER DATA NOT AVAILABLE
Page 18
Figure 9 ECAM LP Fuel VLV and Crossfeed VLV
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
MAIN−PUMP
FUEL 1 KG 2 INDICATION
1490 F.USED 1460
2950
2840 1140 1140 2840

32000 32000
5 o
c 5 5 oc
STANDBY−PUMP
INDICATION
FOB: 74480KG 4800 5 c

o
INDICATION COLOR FUEL−PUMP INDICATION
FUEL−PUMP
GREEN
IN STANDBY−MODE
FUEL−PUMP
GREEN
IN OPERATION
FUEL−PUMP
AMBER SET TO ON − BUT NOT
IN OPERATION
FUEL−PUMP
LO AMBER
LOW PRESSURE
NO FUEL−PUMP
XX AMBER
DATA AVAILABLE
Page 19
Figure 10 ECAM Pumps and Quantity
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
FUEL 1 KG 2 FUEL 1 KG 2
1490 F.USED 1460 1460 F.USED 1460
2950 2950
2840 1140 1140 2840 TRANSFER TO 2840 1140 1140 2840 TRANSFER TO
32000 32000 LH INNER TANK RH INNER TANK
INTERTANK INTERTANK 32000 32000
TRANSFER 5 c5 5 c TRANSFER
VALVE VALVE 5 c 5 5 c
TRANSFER TO TRANSFER TO
TRIM TANK TRIM TANK
FROM FROM
FOB: 74480KG 4800 −5 c MAN XFR LH INNER TANK RH INNER TANK
FOB: 74480KG 4800 −5 c MAN XFR
MANUAL
TRANSFER
MANUAL
TRANSFER
TRIM TANK
ISOLATION
VALVE
TRIM TANK
INDICATION COLOR ISOLATION VALVE INDICATION COLOR VALVE OPERATION
NIL NIL VALVE CLOSED
GREEN VALVE OPEN NIL NIL VALVE CLOSED
VALVE OPEN−
GREEN VALVE OPEN−
AUTOMATIC OPERATION GREEN VALVE CLOSED GREEN AUTOMATIC OPERATION
VALVE OPEN− AMBER VALVE CAUGHT OPEN GREEN VALVE OPEN−

GREEN MANUAL TRANSFER
MANUAL TRANSFER
AMBER VALVE CAUGHT CLOSED AMBER VALVE OPEN−BUT

VALVE OPEN−BUT SHOULD BE CLOSED
AMBER
SHOULD BE CLOSED
NO VALVE
XX AMBER DATA NOT AVAILABLE XX AMBER
POSITION DATA
NO VALVE
XX AMBER
POSITION DATA
NOTE: FOR INFORMATION PURPOSES ALL THE (AUTOMATIC) TRIM TRANSFER SYSTEM
SYMBOLS ARE SHOWN ON THE DISPLAY. IT IS NOT POSSIBLE FOR CERTAIN
SYMBOLS TO SHOW TOGETHER.
Page 20
Figure 11 ECAM Transfers
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
Page 21
Figure 12 ECAM TT and APU Indication
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
Page 22
Figure 13 ECAM Quantity and Temperatures
Technical Training
FUEL SYSTEM A330
GENERAL
28−00
Page 23
Figure 14 ECAM CG and Gross Weight
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330/A340−200/300
FCMC
28−51
28−51 FCMC
SYSTEM DESCRIPTION
All functions are controlled by the Fuel Control and Monitoring System (FCMS).
Management
The Fuel Control and Monitoring System (FCMS) manages the fuel system
with 2 identical Fuel Control and Monitoring Computers :
S FCMC 1 and FCMC 2.
S Fuel quantity measurement,
S Main transfers,
S Trim transfers and Center of Gravity positioning,
S Fuel recirculation and temperature data,
S Refuel/Defuel control,
S Jettison,
S Indication and Warning.
Page 24

Technical Training
FCMC
28−51
A340 only
Page 25
Figure 15 FCMC
Technical Training
FUEL SYSTEM A330/A340-200/300
FCMC
28−51
SYSTEM OPERATION
General Function
The Fuel Control and Monitoring System (FCMS) controls most of the FCMC FUNCTIONS
automatic functions of the fuel system. The primary components of the FCMS The FCMS can:
are the two Fuel Control and Monitoring Computers, FCMC1 and FCMC2. Only
S calculate the fuel quantity
one FCMC controls the fuel system at one time. It is usually FCMC1 unless
conditions occur to cause FCMC2 to control the system. S calculate the fuel temperature
The FCMCs suppty the interface etectronics for and receive input data from S calculate the centre of gravity (CG) of the aircraft (together with the Flight
these fuet system components: Management, Guidance and Envelope Computers (FMGECs)
S fuel quantity probes S control the aircraft CG through the trim−transfer system
S fuel temperature sensors S control the main transfer system
S fuel densitometers S control an automatic refuel operation
S fuel level sensors. S stop a manual refuel or defuel operation if the fuel configuration is not safe
When the FCMCs receive this input data they continuously and independently S receive fult level signals from the fuel levet sensors and make the
calculate how the fuel is divided in the aircraft. The appropriate decisions about necessary decisions
the necessary movement of the fuel can then be made. S give the fuel system data to other aircraft systems
Each FCMC also receives and transmits ARINC 429 data but only one FCMC S monitor the fuel system and report the fuel system failures to the Central
(the FCMC that is in control of the system) sends discrete (command) signals Maintenance Computers
to the applicable fuel system components. S control the Water Scavenge System
The FCMCs have internal monitors which continuously give each computer its
serviceability condition. The data from these monitors is continuously
compared and lets the FCMCs make a decision about which computer has the
best condition. That FCMC then controls the system.
Each FCMC has hardware and software that give the FCMC Built−In Test
Equipment (BITE). The BITE continuously monitors the FCMC and fuel sy
stem components for failures and operates a BITE (self) test.
Page 26

Technical Training
FCMC
28−51
DISCRETE FUEL
28VDC
LEVEL SYSTEM
RIGHT
SENSING RELAYS
OUTER
TANK
RIGHT
INNER CMC−2
TANK
28VDC
CMC−1/2 FCMC−2
A340 COLLECTOR FCDC−2
ONLY CELLS ADIRU−2
3 AND 4 FMGEC−2
TRIM
TANK
RIGHT
FMGEC−1
ACT 1
FMGEC−2
DISCRETES FWC−1
L/GEAR PUMPS OVERHEAD REFUEL FWC−2
ECAM
SLATS VALVES PANEL PANEL DMC−1
CENTER SOLENOIDS DMC−2
TANK DMC−3
DMU
TRIM
TANK
CENTRE
TRIM
TANK CMC−1/2
LEFT FCDC−1
ADIRU−1
FMGEC−1 FCMC−1
COLLECTOR 28VDC
CELLS
CMC−1
1 AND 2
LEFT
INNER
TANK DISCRETE FUEL
LEVEL SYSTEM
28VDC
SENSING RELAYS
LEFT
OUTER
TANK
Page 27
Figure 16 FCMS Schematic
Technical Training
FCMC
28−51
Description Changeover Logic
Only one FCMC controls the system at a time. If the FCMC that is in control The FCMCs have connections between them to send serviceability data to
(usually No 1) is found to be in an unserviceable condition (or gives each other. This is done through eight discrete lines and the ARINC Bus D.
unsatisfactory data), the other FCMC gets control. This is a changeover This function helps the FCMCs to make a decision as to which FCMC has
procedure. control of the fuel system. The discrete lines give data on:
S the fuel quantity measurement function
System Functions
S the fuel transfer (or management) function.
Fuel Quantity and FuelTemperature Measurement
Internal monitors continuously look at the function conditions and decide if they
Each FCMC sends condition signals and gives the interface electronics for:
are healthy, failed or a condition between healthy and failed. These conditions
S approximately half of the fuel quantity probes are put to the eight changeover discrete lines in a logic series of 0 to 7 which
S approximately half of the fuel temperature probes gives a status message.
S one densitometer. Each FCMC also sends and receives condition data through the ARINC Bus D.
The data from the quantity and temperature probes is put through signal This data uses a truth−table to make a decision as to which FCMC is the
conditioning circuits to cause an ARINC output. This output is sent to the master and which FCMC is the slave (the computer status). A changeover
command and monitor CPUs of each FCMC. occurs if a change in status is necessary. This will cause the discrete outputs of
the previous master to be set to off and (if it is corrupted) the ARINC outputs to
Thus, there is no deterioration of fuel quantity data if a CPU failure occurs
be flagged to off (to the receiver).
because each FCMC receives all of the probe data.
The output from each densitometer gives accurate fuel density data to the CPU
through its conditioning circuit. One densitometer supplies data to one FCMC.
There is no direct connection from one densitometer to the opposite FCMC.
The fuel probe data, the densitometer data and the fuel tank geometry figures
(which are kept in the computer software) are used to calculate the fuel
quantity and give:
S the fuel quantity in each tank
S the total fuel quantity in the aircraft.
Each temperature probe has two sensors. Although the two outputs (one from
each sensor) are connected to one FCMC, the internal configuration of the
FCMC makes sure that each sensor output connects to separate signal
conditioners. Thus the FCMCs each receive data from every probe. The fuel
temperature data is used to give fuel temperature warnings and cautions.
Page 28

Technical Training
FCMC
28−51
CHANGE CHANGE
OVER OVER
ARINC ARINC
D D
TRANS− TRANS−
MITTER MITTER
CPU COM CPU COM
CHANGE CHANGE
OVER OVER
MONITOR MONITOR
CPU INHIBIT INHIBIT CPU

MONITOR TO TO MONITOR
MONITOR MONITOR
GATES GATES
CPU MON CPU MON
5QM1 FCMC−1 5QM2 FCMC−2

Page 29
Figure 17 Changeover FCMC1 - 2
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
TANKS
28−11
28−11 TANKS
TANK DESCRIPTION
Wing Tank Trim Tank
The wing fuel tanks and the surge tanks are located between the front and rear The trim tank is located in the THS main box structure between ribs 19 left
spars of the wing box and the wing top and bottom skin. hand and 18 right hand. The surge vent tank is located on the right side
Ribs 1 to 39 divide the wing into many compartments. The wing box is divided between ribs 18 and 20. The 4 clack valves on both ribs 3 keep the fuel in
into different tanks by sealed ribs 1, 23, 33 and 39. thecenter box structure.
Access to the trim tank is gained through bolted panels in the front spar and
Inner Tank small access panels in the bottom skin.
The inner tank is located between rib 1 and 23. It is divided into two sections.
The center spar between ribs 3 and 9 is sealed.
Rib 9 is sealed between the front spar and the center spar, but vent holes are
left at the top.
Rib 3 is sealed between the center spar and the rear spar.
Clack Valves
Three clack valves are positioned near the bottom of the center spar between
ribs 2 and 3 to let the fuel flow into the collector cell.
Three other clack valves are fitted at the bottom of rib 4, to direct the fuel
towards the standby pump.
Outer / Surge
The outer tank is located between rib 23 and 33. The surge vent tank is located
between rib 33 and 39.
Access
Access to the wing tanks is gained through many bolted man hole panels in the
wing bottom skin. Inboard of rib 11 some compartments are accessible through
the adjacent manhole.
Emergency Isolation Valve

The forward and aft sections of the inner tankl are connected together by a
pipe and normally open isolation valve.
Page 30

Technical Training
TANKS
28−11
Page 31
Figure 18 Tank Structure
Technical Training
TANKS
28−11
TANK VENTING LAYOUT

General Overpressure Protectors
The Tank Venting System is divided into two systems. These are burst discs installed in the Center Tank and the Vent Surge Tanks.
The two systems are : They prevent too high differential pressure.
S the Wing Tanks Venting system (which includes the Center Tank Venting If they break, the Center one causes fuel to flow into the right Inner Tank, the
from the left Wing Tank System). Vent one causes fuel to flow overboard.
S the Trim Tank Venting system
Flame Arrestor
Wings Ventilation The stack pipe connected to the NACA duct is equipped with a Flame Arrestor.
The Center Tank pipe and the Inner Tank pipes are the biggest vent pipes. If a ground fire occurs, it prevents the ignition of the fuel vapour in the Surge
The Outer Tank Vent pipe connects the open end fitting, inboard of rib 33, to Tank (and thus the Tank Venting system).
the Inner pipe between the weir duct and rib 22. It also lets air flow freely through it in two directions.
The weir duct is installed in the Inner Tank Vent pipe between rib 22 and 23 The NACA shape prevents ice formation.
and serves for anti−syphon purposes. If a failure occurs in the fuel system (which causes larger quantities of fuel to
The Surge Vent Tank has the smallest drain pipe section. enter the Surge Tank) then the Flame Arrestor lets the fuel flow freely
overboard.
Breather Assembly
Several Breather Assemblies are installed on the bottom of the vent pipes. Wing Fence
They serve as drain valves, and let ingoeing fuel drain back to the inner tank. If fuel comes out of the NACA Intake (or the Overpressure Protector), it could
go inboard along the lower surface of the wing.
Vent Float Valves
A Wing Fence makes sure that such fuel falls off the wing.
There are two Vent Float Valves for the Inner Tank and one for the Outer Tank.
Operation
During flight, fuel from Inner Tank can collect in the Surge Vent Tank before
flowing overboard.
If there is fuel in the Surge Tank, gravity or pressurization from the NACA air
intake causes fuel to move through its drain pipe to the Inner Vent pipes.
From there it flows through the Breather Assemblies into the Inner Tank.
Page 32

Technical Training
TANKS
28−11
Page 33
Figure 19 Tank Venting
Technical Training
TANKS
28−11
VENTILATION FUNCTION
Overpressure Protector
The primary components of the overpressure protector are:
S a body
S a carbon disk (burst disk)
S a collecting grid with a retaining ring
If a difference between ambient and internal pressure occurs the burst disk
breaks. The collecting grid does not let the pieces go into the surge tank.
The burst disk has a white cross painted on it to check if it is correct and not
damaged.
Page 34

Technical Training
TANKS
28−11
OVERPRESSURE PROTECTOR
GRID
INNER TANK
CAR-
VENT PIPE BODY BON
SURGE TANK
DISC
DRAIN PIPE
CENTER TANK
VENT PIPE
OVERPRESSURE
PROTECTOR
NACA VENT/
FLAME ARRESTOR PAINTED CROSS
ON DISC
Page 35
Figure 20 Surge Tank Components
Technical Training
TANKS
28−11
Flame Arrestor
The flame arrestor in the left and right wing are the same. The flame arrestor in
the trim tank is almost the same, but it is smaller.
The vent protector has a body with a number of cartridges and spacers
installed in it. The body is a cylinder with a clip for attachement to the NACA
vent at one end. At the other end is a end fitting. The spacers hold the
cartridges apart from one another and keep the assy rigid. The vent protector
lets air or fuel freely flow through it.
Fuel Vent Valve
The fuel vent valve has
S a body
S a float assembly
S an external poppet valve
The float assembly usually hangs down which keeps the poppet valve open.
When the fuel level increases to a certain level it lifts the float assembly and
thus closes the valve.
Breather Assembly
Several Breather Assemblies are installed on the bottom of the vent pipes.
They serve as drain valves, and let ingoeing fuel drain back to the inner tank.
NOTE: The components used in the Trim Surge Tank are nearly the
same than those installed in the Wing Surge Tanks.
Page 36

Technical Training
TANKS
28−11
FLAME ARRESTOR
BREATHER ASSEMBLY
ICE PROTECTOR
VENT VALVES FLAME

ARRESTOR
WEIR DUCT
RUBBER
CARTRIDGES
NOZZLE
SPACERS
WING TANK
INNER TANK
VENT VALVE
CARTRIDGES
OUTER TANK
VENT VALVE
SPACERS
TRIM TANK
Page 37
Figure 21 Wing/Trim Tank Ventilation Components
Technical Training
TANKS
28−11
Center Tank (A340 And A330−200 Only) Center Tank Expansion Tanks (A340 and A330−200 Only)
There are two standpipes which are above and connected to the center tank. There are two expansion tanks which are above and connected to the center
The standpipes let the center tank be filled to its maximum capacity. tank. The expansion tanks let the center tank be filled to its maximum capacity.
Above the center tank are the two standpipes. These are located between: Above the center tank are the two expansion tanks. These are located
S the frame 40.3 and frame 47 between:
S each side of the aircraft centerline and the first stringer S the frame 40.3 and frame 47
S the center wing top skin and the cabin floor (but below the pressure hull) S each side of the aircraft centerline and the first stringer
S the center wing top skin and the cabin floor (but below the pressure hull)
Center Tank Overpressure Protector (A340 and A330−200 Only)
NOTE: On earlier generation A340 aircraft there are no expansion tanks
The center tank overpressure protectors are installed on the LH (RH) pipe in
installed!
the center tank. The pipes are attached to the inner face of the LH (RH)
STA0/RIB1. Center Tank Overpressure Protector (A340 and A330−200 only)
The overpressure protector makes sure that the pressure in the center tank is The center tank overpressure protectors are installed on the LH (RH) pipe in
not more than the design limits. If the pressure in the center tank increases to a the center tank. The pipes are attached to the inner face of the LH (RH)
specified value the overpressure protector breaks open to release the pressure STA0/RIB1.
(into the LH (RH) inner tanks).
The overpressure protector makes sure that the pressure in the center tank is
not more than the design limits. If the pressure in the center tank increases to a
specified value the overpressure protector breaks open to release the pressure
(into the LH (RH) inner tanks)
NOTE: On earlier generation A340 aircraft there is only one
overpressure protector installed which drains fuel to the right
inner tank!
Page 38

Technical Training
TANKS
28−11
FUEL INLET TO
ÍÍÍÍÍÍÍÍÍÍÍÍ DOUBLE SKIN CENTER TANK AND EXPANSION
FUEL INLET TO
ÍÍÍÍÍÍÍÍÍÍÍÍ
EXPANSION
EXPANSION TANK
EXPANSION TANK TANK VALVE TANKS VENT
FR 40
AIRCRAFT
ÍÍÍÍÍÍÍÍÍÍÍÍ CENTERLINE
FR 47
TO WING
VENT
TO WING EXPANSION TO DRAIN

VENT DRAIN CENTER TANKS MAST
TANK
CENTER TANK INNER TANK
FUSE
COLLECTING
ASSEMBLY
FUEL FLOW GRID
TO INNER TANKS
CARBON
DISK
BODY
Page 39
Figure 22 Center Tank Vent Components
Technical Training
FUEL SYSTEM A330−300
TANKS
28−11
CENTER TANK BOX VENTING/DRAINING A330−300

General
The center box venting and drainage system prevents the collection of fuel
vapour in the center box area if minor fuel leaks occur.
The system consists of:
S an air supply pipe
S a check valve
S a vent duct
S a drain line with drain mast
S a leak monitor
Ventilation System
The aire supply pipe is installed on the center box front spar. It supplies
pressurized air from the air conditioning system to the center box. The check
valve installed in the air supply pipe does not let fuel vapour go into the air
conditioning system.
The vent duct is installed in the center of the center box. The bottom of the
duct is connected to a flexible hose. This hose connects the vent duct to an air
vent below the belly. The vent duct causes a continuous ventilation through the
center box.
Draining System
Two drains at the rear of the center box connect the center box to the drain line
and the drain mast. The drains also causes a continuous flow of air through the
center box. If a fuel leak occurs into the center box fuel will go through the
drain line and the drain mast to atmosphere.
The drain line has a leak monitor. The monitor keeps a small quantity of fuel for
leak analysis. Maintenance personell use the leak monitor to do a check for
unwanted fuel insude the center box.
NOTE:
The leak monitor is of the same type as the water drain valves on the wing
tanks.
Page 40

Technical Training
FUEL SYSTEM A330−300
TANKS
28−11
LEAK MONITOR
BOTTOM SKIN
R/H INNER TANK
DRAINMAST
CENTER BOX DRAIN LINE
DRAIN
VENT
DUCT
LEAK MONITOR
DRAIN
TOOL
CHECK VALVE
L/H INNER TANK
AIR SUPPLY
PIPE
DRAIN
Page 41
Figure 23 Center Box Venting and Draining (A330−300)
Technical Training
TANKS
28−11
WING TANK WATER DRAIN DESCRIPTION

General
Each tank has one or more water drain valves. They are used to:
S drain the water which could possibly come out of the fuel in the tanks
S drain all the remaining fuel out of the tank (for maintenance)
Page 42

Technical Training
TANKS
28−11
REMOTE INLET
INNER TANK
WATER DRAINS
INNER CHECK
WING TANK VALVE
WATER DRAIN
OUTER VALVE
EMERGENCY ISOLATION
VALVE
OUTER TANK ACCESS PANEL

WATER DRAIN WATER DRAIN WITH
REMOTE INLET O-RING
SURGE TANK
WATER DRAIN
OUTER VALVE
Page 43
Figure 24 Wing Tank Water Drain
Technical Training
TANKS
28−11
TRIM TANK WATER DRAIN DESCRIPTION

General
The trim tank is equipped with 3 water drain valves
S one indirect drain valve
S two direct drain valves
The direct drain valve has holes to drain fuel from the area of the tank adjacent
to the valve.
The indirect water drain body has an inlet connection in the side. This connects
to a pipe that drains fuel from the area of the tank which is a short distance
from the drain valve.
Page 44

Technical Training
TANKS
28−11
DRAIN
VALVE
SURGE
TANK
DRAIN
INDIRECT DRAIN
VALVE
R/H SIDE
FLAP DRAIN
TYPE VALVE
CHECK L/H SIDE
VALVES
DIRECT DRAIN
Page 45
Figure 25 Trim Tank Water Drain
Technical Training
TANKS
28−11
TRIM PIPE SHROUD DRAIN DESCRIPTION

General
The trim fuel pipe has an outer shroud. If the trim transfer pipe shows fuel
leackage the shroud contains the fuel amount. The shroud has a fluid drain at
its lowest point. This drain is a small diameter pipe which connects the shroud
to a drain mast.
Page 46
FRA US/T SHM 13.12.2007 Lufthansa

Technical Training
TANKS
28−11
DRAIN MAST
DRAINMAST
TRIM PIPE
DRAIN PIPE
TRIM
FR 53
PIPE
DRAIN
FR 47
Page 47
Figure 26 Trim Pipe Shroud Drain
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330
APU FEED SYSTEM
28−22

SYSTEM DESCRIPTION
General
The APU fuel pump system supplies the necessary fuel to operate the APU in
all operation conditions.
The system has two fuel feed pumps:
S one pump is installed in the wing center section. It supplies the trim tank fuel
transfer line and the APU line with fuel when the transfer system does not
operate.
S a second pump is installed in the tail cone section. It supplies fuel from the
trim tank transfer line to the APU fuel system when the trim transfer system
operates.
The pump control is automatic and depends on the operating conditions.
The trim tank transfer line and the APU fuel lines transfer the fuel from the left
hand inner wing tank to the APU fuel system.
If a fire and overheat detection occurs in the APU compartment the aft fuel
feed pump is de-energized.
Description
When given conditions occur the forward fuel feed pump supplies the
necessary fuel from the L/H inner tank to the APU fuel system through:
S the forward APU fuel line
S the trim tank transfer line
S the fuel / air seperator
S the aft APU fuel line
In some conditiones the aft fuel feed pump supplies the fuel from the trim tank
fuel transfer line to the APU fuel system through the fuel / air seperator and the
aft fuel line installed in the stabilizer compartment.
Page 48

Technical Training
FUEL SYSTEM A330
APU FEED SYSTEM
28−22

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 49
Figure 27 APU Fuel Feed Schematic A330−200
Technical Training
APU FEED SYSTEM
28−22
APU FUEL FEED COMPONENT LOCATION

FWD Apu Pump FWD Apu Pump Inoperative
The FWD fuel feed−pump is a centrifugal pump with a single−phase 115VAC If the FWD pump delivery pressure is insufficient the transfer line pressure
motor which moves the pump impeller. switch sends a signal to the FCMCs to control the AFT pump to operate. The
failure is memorized in the FCMCs.
The pump can supply 360 l per hour at a pressure rise of 17 PSI. The maximum
anbient operation temperatures of the pump are between − 55° C and +70° C.
The pump has thermo fuses installed which prevent an overtemperature. When
the temperature reaches 175° C the fuses stop the powersupply to the pump.
The pump supplies also fuel to the crossfeed line when all main fuel pumps are
lost in flight.
AFT Apu Pump

The AFT fuel feed−pump is a vane type pump with a single−phase 115VAC
motor which moves the pump vanes. The pump is self priming with sufficient
capacity to cope with released air.
The maximum ambient operation temperatures of the pump are between −55°
C and +70° C
Fuel Transfer Line Pressure Switch

The fuel pressure switch is installed behind the fuel air separator. The switch
closes when the pressure drops below 22 PSI and transmitt a signal to the
FCMC to close a relay which energizes then the aft APU pump.
Fuel Air Seperator

The fuel air separator is installed in the stabilizer compartment inbetween the
transfer line. It keeps enough fuel for APU operation if air appears in the fuel
transfer line.
Seperator Drain Valve

The drain valve is installed at the fuel air separator behind the access door
311AL on the outer fuselage. The valve is used by the maintenance to drain off
the water inside of the container.
Page 50

Technical Training
APU FEED SYSTEM
28−22
CENTER BOX
REAR SPAR
CENTER WING
BOX
STABILIZER
COMPARTMENT
TO TRIM
TRANSFER LINE
TANK
PRESS SWITCH
APU ISOLATION
VALVE
FUEL/AIR
SEPERATOR APU FEED
LINE ( SHROUDED )
FWD PUMP
FUEL TRANSFER
CANISTER LINE ( SHROUDED )
CENTER BOX SEPERATOR

FROM CENTER
REAR SPAR AFT APU DRAIN VALVE
FWD APU WING BOX LP FUEL
PUMP
PUMP SHUTOFF VALVE
Page 51
Figure 28 APU Fuel Feed Components
Technical Training
APU FEED SYSTEM
28−22
APU FUEL PURGING FUNCTION

APU Fuel Line Vent Pushbutton
The switch is installed in the APU compartment at the front firewall. It is used
for maintenance to prime the APU fuel supply line.
Vent And Drain Valve

The drain valve is installed in the APU compartment on the APU fuel supply
line next to the APU Fuel Control Unit. The valve is used to drain the APU fuel
supply line before entering the APU Fuel Control Unit.
Priming Of The Apu System
When the APU FUEL LINE VENT is pressed it energizes the control relay. The
relay:
S opens the LP fuel shutoff valve
S opens the fuel isolation valve
S the 120 sec time delay avoids to energize the forward fuel feed pump
S the fuel pressure switch detects low pressure and starts the aft APU pump
S after 120 sec the relay closes and energizes the forward APU feed pump
S the fuel pressure switch does not detect a low pressure anymore and stops
the aft fuel feed pump
Page 52

Technical Training
APU FEED SYSTEM
28−22
LEFT INNER X-FEED LINE CENTER SECTION
TRIM PIPE ISOLATION

VALVE
FWD APU PUMP
AUXILIARY FORWARD
APU ISOLATION VALVE TRANSFER VALVE
APU L/P SHUTOFF- APU DRAIN

VALVE
FUEL AIR VALVE
SEPARATOR
FUEL SUPPLY
LINE
PRESSURE SWITCH
AFT FUEL PUMP
FUEL VENT
PUSHBUTTON
ISOLATION
VALVE
SHROUD
TRIM TANK INLET
VALVE VENT
Page 53
Figure 29 APU Purging Components
Technical Training
APU FEED SYSTEM
28−22
TRIM TRANSFER LINE DAMAGE OPERATION

General
The Trim Tank Transfer Pipe is shrouded and also equipped with a Transfer
Pipe Break Detector. The break detector is routed inside of the transfer line
shroud between FR47 and FR53.5. The wiring is monitored by both FCMC‘s.
If the FCMC detects a damage in the transfer line and the APU is in use it
closes the :
S Fuel isolation valve
S LP fuel shutoff valve
S Trim pipe isolation valve
S Auxiliary forward transfer valve
S TT inlet valve
S TT isolation valve
S APU pumps are OFF
Page 54

Technical Training
APU FEED SYSTEM
28−22
FR 47 FR 53.5
TRANSFER PIPE
WIRING IS POSITIONED CLOSE TO THE PIPE
Page 55
Figure 30 Schematic Trim Tank Transfer Line
Technical Training
APU FEED SYSTEM
28−22
APU FUEL FEED OPERATION

General
The following table shows all operating modes used for the APU feed.
There is some extra modes when the forward APU pump is used:
S main engine start with the forward APU pump:
if the electrical power is lost to all the main pumps (Engines flameout) the
fuel can be supplied by the forward APU pump.
S emergency electrical configuration:
when on the emergency elec panel the LAND RECOVERY pushbutton is
pressed a deenergized relay stops the aft APU pump.
S operation with failure:
if the forward fuel feed pump is inoperative the pressure switch in the trim
tank transfer line detects less than 22 PSI. The aft APU fuel feed pump
supplies now fuel to the APU from the trim transfer line.
Page 56

Technical Training
APU FEED SYSTEM
28−22
OPERATING CONDITIONS PUMP STATUS VALVE STATUS

FWD AFT J K L T
GROUND OPERATION FIRST 120 SEC OFF ON OPEN OPEN SHUT SHUT
GROUND OPERATION AFTER 120 SEC ON OFF OPEN OPEN SHUT SHUT
REFUEL OF TRIM TANK OFF ON OPEN SHUT OPEN SHUT
CLIMB TO FL 255 ON OFF OPEN OPEN SHUT SHUT
ABOVE FL 255 ( NO TRANSFER ) OFF ON OPEN SHUT SHUT OPEN
ABOVE FL 255 ( AFT TRANSFER ) OFF ON OPEN SHUT OPEN SHUT
FORWARD TRANSFER OFF ON OPEN SHUT SHUT OPEN
DESCENT / LAND ( TRIM TANK EMPTY) ON OFF OPEN OPEN SHUT SHUT
APU OFF OFF OFF SHUT SHUT SHUT SHUT
Valve J APU LP SOV
Valve K APU FUEL ISOL VLV
Valve L TT INL VLV
Valve T TT ISOL VLV
Page 57

Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21

SYSTEM DESCRIPTION
General Canister Check Valves
The engines are supplied with fuel from the inner tanks. The low pressure The canister has two outlets. The upper outlet is connected to the engine feed
valves isolate the engines from the fuel supply. They are normally operated by line and contains an internal flap-type check valve.
the engine master switch, or by the FIRE p/b switch. A spring loaded poppet type check valve is attached to the lower outlet which
The normally closed wing crossfeed valve divides the two engine feed systems. supplies pressurized fuel to the jet pump.
Each engine is supplied by two main booster pumps, installed in the collector When a fuel pump is not in operation, the two check valves prevent any
boxes. reverse flow of fuel through this pump.
Another standby pump is installed outside of the collector box.
A pressure switch monitors the output pressure of each fuel pump. Jet Pump
When the crossfeed valve is open, it is possible for the pumps of one inner The jet pumps are operated by main pump outlet pressure and that created
tank to supply fuel to the 2 engines. sucton draws the fuel from the related inner tank in the collector cell.
If one main pump is failed (or is OFF) the related standby pump automatically The rate of flow makes sure that the collector cell is kept full of slightly
starts. This is done by the main pump pressure switch when the pressure is pressurized fuel so that the pumps have a positive fuel supply in the event of a
less than 6 PSI. negative G load.
The two main pumps are connected to a jet pump in the collector cell. Pressure Switch
The jet pump keeps the collector cell full of fuel and slightly pressurized.
The pump pressure switch monitors the output pressure of the related pump.
The system has: They are installed at the rear spar. The LO PRESS threshold is 6 PSI.
S AIR RELEASE VALVE
Electrical Emergency Configuration
bleed the air from the engine feed−pipes during fuel pump operation
The Emergency Generator is powered by RAT.
S THERMAL RELIEF VALVE
S Only the normal LEFT PUMP 2 is powered. If the normal LEFT PUMP 2
protect the engine feed−pipes against too much pressure.
fails or is selected OFF, the RIGHT PUMP 2 replaces it automatically.
The Engine and Warning Diplay (EWD) and the System Display (SD) which S The crossfeed Valve opens automatically.
together make the ECAM give system data to the crew. If specified failures
occur: S When Speed decreases <260kts or If Land Recovery is selected ON, all
Main and STBY Pumps are lost. The FWD APU pump starts automatically
S a warning is given on the EWD
irrespective of the APU master switch position.
S the FUEL page shows on the SD
Fuel Pump
The fuel pump element is installed in a canister attached to the wing bottom
skin. They are fully interchangeable and operated by a 3 phase 115V motor.
The delivery pressure is 20 PSI with a nominal flow of 13638 liters per hour.
The no flow pressure is 35 PSI.
Page 58

Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
ENGINE 1
Page 59
Figure 31 Engine Feed System Schematic
Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
ENGINE FEEDING COMPONENT LOCATION

Fuel Pump Pressure Switch
The pressure switch monitors the output pressure of the fuel pump. It is
installed on the rear face of the wing rear spar. A banjo−connection and
pressure pipe connects the pressure switch to the fuel pump. If the pressure
from a main pump decreases to less than 6 psi its pressure switch:
S gives a ground to connect the electrical supply to the standby pump
S puts on the amber FAULT light in the main pump P/BSW
S sends a signal to the Fuel Control and Monitoring System (FCMS)
S sends a signal to the ECAM system
Main Fuel Pump
The main fuel pump system has four main pumps and two standby pumps.
Two main pumps and its related standby pump makes a sub−system. Each
sub−system supplies fuel to its related engine. The circuit for each sub−system
contains (and connects to) the same type of equipment. As the other
sub−systems are almost the same, only the operation of the No. 1
sub−system/circuit is given here.
Main and standby pumps are equipped with thermal switches. If the pump
element temperature increases above 192° C three thermal switches operate.
The pump stops and must be replaced.
For removal the pump has to pulled to a stop where the canister is closed, and
then the cavity can be drained by removing the drain plug. To remove the pump
completely it has to be turned 30° counterclockwise guided by a groove.
Page 60

Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
CHECK
TO ENGINE
VALVE
MAIN FUEL PUMP TO ENGINE

FWD
LP VALVE INNER CANISTER
CHECK
VALVE
MAIN FUEL PUMP

AFT
CANISTER
INNER
O-RING
TO JET
PUMP
O-RING
PRESSURE
SWITCH
ELECTRICAL
REAR CONNECTOR
SPAR
Page 61
Figure 32 Main Fuel Pump/Pressure Switch
Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
Thermal Relief Valve
The valve body contains a ball and a spring. The spring holds the ball against a
valve seat. When the fuel pressure increases to more than 40 psi the ball lifts
(against the pressure of the spring) to release the fuel through the outlet holes.
Air Release Valve

The body of the valve has a mounting flange at the bottom and the rubber
check valve at the top. Internally the valve has three chambers, which are:
S a vent chamber
S a diaphragm chamber
S a float chamber
The float chamber contains an annular float.
Openings in the bottom of the chamber let in the fuel and air.
A small opening at the top of the float chamber connects to the
diaphragm−chamber.
The vent valve (attached to the center of the diaphragm) closes the vent port
between the float chamber and the vent chamber.
Jet Pump
The jet pump makes sure that its collector cell is kept full of fuel.
The fuel supply flows through the nozzle and causes a suction. This suction
causes fuel in the inner tanks to move through the jet pump into the collector
cell.
The rate of flow makes sure that the collector cell is kept full of lightly
pressurized fuel (and that the fuel pumps have a fuel supply during negative ’G’
conditions).
Page 62

Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
JET PUMP
DIFFUSER
LP VALVE INNER
INNER MIXING
MOTIVE FLOW
TUBE
NOZZLE
SUCTION FUEL PUMP

FLOW PRESSURE
INLET INLET
ENGINE FEED AIR RELEASE VALVE

THERMAL RELIEF VALVE
RUBBER CHECK
VALVE DIAPHRAGM
CHAMBER
DIAPHRAGM
VENT
CHAMBER
FLOAT
CHAMBER
ANNULAR
FLOAT
STEM
ASSY
Page 63
Figure 33 Jet Pump, Air Release Valve, Thermal Relief Valve
Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
ENG LP FUEL SHUTTOFF VALVE DESCRIPTION

General
The engine LP fuel shutoff valve isolates its corresponding engine.
The related engine master switch controls the operation of the LP valve. If the
engine Fire pushbutton switch is operated the LP valve closes despite the
position of the engine master switch.
Description and Operation

The LP fuel shutoff valve has two independent electrical control circuits. They
connect through a control relay to these related switches
S the ENGINE MASTER SWITCH
S the FIRE PUSHBUTTON SWITCH
The LP valve isolates its related engine from the engine fuel feed line. The LP
valve is in the fuel feed line to the engine. The interface between the valve and
the actuator is made by a spindle that goes through the front spar of the wing.
A V−band clamp connects the actuator to the LP valve drive assembly on the
front spar.
A heat resistant box contains the actuator and the drive assembly. Thus you
don’t have to go in the fuel tank to replace the actuator.
Each actuator has two motors, which get their power supply from
different sources:
S the 28VDC HOT BUS 1 supplies the motor 1
S the 28VDC BUS 2 supplies the motor 2
Indication
The actuator send position information to the SDAC and the FCMCs for valve
monitoring by travel limit switches inside the actuators.
The valve position can be seen on the ECAM fuel page.
NOTE:
In order to perform a engine motoring test it is required to have positive fuel
pressure in the Fuel Metering Unit. This is achieved by opening the Circuit
Breaker 1KC1. Now the deenergized Master Switch Slave Relay closes the
contact to the open position and the actuator opens the LP VALVE.
Page 64

Technical Training
FUEL SYSTEM A330
FEEDING SYSTEM
28−21
LP VALVE
FIRE PUSHBUTTON ENGINE MASTER PANEL
1 2
WING FRONT
SPAR
HEAT RESISTANT
BOX
ACTUATOR
AIR RELEASE
VALVE
Page 65
Figure 34 LP Valve Schematic
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330
CROSSFEED SYSTEM
28−23

SYSTEM DESCRIPTION
General
The crossfeed system has a crossfeed valve which is normally closed.
In this configuration it divides the engine fuel feed system in the left hand and
the right hand system.
Thus when selected open by the crew the engine feed line is opened to supply
both engines by one tank only.
Description
The crossfeed valve is installed to the rear wall of the center wing box. The
actuator is attached by a V−clamp to the crossfeed valve drive assembly.
The interface is made by a spindle which coonects the valve to the actuator.
A visual indicator on the casing of the actuator gives position information.
Indication
Crossfeed valve position information is send by travel limit switches inside of
the actuator to SDAC and to the FCMCs.
The valve position can be seen on the ECAM fuel page.
Automatic operation
The cross feed valve opens automatically in electrical emergency configuration.
Page 66

Technical Training
FUEL SYSTEM A330
CROSSFEED SYSTEM
28−23
APU FUEL FEED

CHECK VALVE
CROSSFEED
VALVE
REAR SPAR
V-BAND CLAMP
ACTUATOR
SEE / FEEL
INDICATOR
Page 67
Figure 35 Crossfeed System Schematic
Technical Training
CROSSFEED SYSTEM
28−23
COMPONENT DESCRIPTION
Crossfeed Actuator
The actuator has two electrical motors which turn the ball valve through 90° .
Limit switches in the actuator control this 90° movement and set the electrical
circuit for the next operation.
One of the two motors can open or close the valve if the other motor does not
operate.
A V−Band clamp attaches the actuator to the flange of the drive assembly. A
location peg makes sure the actuator engages correctly.
Apu Check Valve (optional)
A check valve is installed on the APU fuel feed line which connects to the
engine feed line.
It lets the FWD APU pump supply the engine feed line but prevents supply of
fuel from the engine feed system to the APU feed line.
When the fuel pressure comes from the outlet direction, the valve−plate closes
and prevents fuel flow back through the valve.
An O−ring prevents a fuel leakage from the valve.
Page 68

Technical Training
CROSSFEED SYSTEM
28−23
APU CHECK VALVE
ELECTRICAL
O-RING ACTUATOR
V-CLAMP
DRIVE
ASSEMBLY
ROLL
PIN
FLAPPER
CHECK VALVE
SEE/FEEL
SLOT
INDICATOR
INLET OUTLET
Page 69
Figure 36 APUCheck Valve, Crossfeed Actuator
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330
MAIN TRANSFER SYSTEM
28−26

GENERAL
The main transfer system controls the flow of fuel from the center and the outer
tanks to the two inner tanks.
The system uses fuel pumps to move the fuel from the center tank to the inner
tanks. It uses gravity to move the fuel from the outer tanks to the inner tanks.
The Fuel Control and Monitoring System (FCMS) automatically controls the
system, but the crew can manually control it from the cockpit if necessary.
The Engine/Warning Display EWD and the System Display SD (which together
make the ECAM) give main transfer system information to the crew. If specified
failures occur:
S the FUEL page shows on the SD.
The main transfer system has these components:
S the five P/B switches L CTR, R CTR, CTR TANK XFR, OUTER TK XFR
and T TANK MODE on the cockpit fuel panel 245VU
S the Center Fuel Transfer Pump element and its related canister (which
together make a transfer pump)
S the Pressure Switch
S the Inner Tank Inlet Valve and its related electrical actuator
S the Intertank Transfer Valve and its related electrical actuator
The FCMS has automatic control of the outer to inner tank fuel transfer all of the
time. When you make an on selection on the L CTR or R CTR P/BSW the FCMS
has control of all the main transfer system. If there is fuel in the center tank, a fuel
transfer occurs in two steps:
Step 1 Center Tank to Inner Tank (A330−200 only)
During the first step, the two transfer pumps supply fuel pressure to the refuel
gallery. Thus the pumps move fuel from the center tank to the inner tanks (or to
the outer tanks if specified failure conditions occur). The pumps are attached to
the bottom of the center tank as follows:
S the LH transfer pump between STA3461/FR45 and STA3514/FR46 (LH
side)
S the RH transfer pump between STA3461/FR45 and STA3514/FR46 (RH
side).
Page 70

Technical Training
FUEL SYSTEM A330
28−26

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 71
Figure 37 Center to Inner Transfer (Auto Mode)
Technical Training
FUEL SYSTEM A330
28−26
Step 2 Outer Tank to Inner Tank
The second step of the fuel transfer starts when the fuel in the outer tanks is
moved to the inner tanks. The intertank transfer valve controls this fuel flow. It
is installed, in the inner tank, on the bottom half of STA1530/RIB23 between
stringer 11 and 12.
The two valves open together, and gravity causes a fuel flow from the outer to
the inner tanks.
The actuator operates the intertank transfer valve through a driveshaft. The
actuator is installed on the forward face of the front spar.
When energized, it moves the intertank transfer valve to the open or closed
position.
Page 72

Technical Training
FUEL SYSTEM A330
28−26

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 73
Figure 38 Outer to Inner (Auto Mode)
Technical Training
FUEL SYSTEM A330
28−26
MAIN TRANSFER DESCRIPTION A330−200

CENTER TO INNER TRANSFER MANUAL OPERATION
When the L CTR (or R CTR) P/BSW is set to on, the related transfer pump Three P/BSWs on the cockpit fuel panel 245VU give manual control of three
operates. different areas of the main transfer system. They are:
The selection of one of the two switches also gives the FCMS control of the S the CTR TANK XFR P/BSW
center to inner fuel transfer. It is usual for the two P/BSWs to be set to ON at S the OUTER TK XFR P/BSW
the same time. The two transfer pumps then operate continuously until the
S the T TANK MODE P/BSW
center tank is empty.
When the fuel contents of an inner tank decreases to UNDERFULL LEVEL CTR TANK XFR SWITCH
(underfull is set at approximately 2500 l below the hi−level), the Fuel Quantity When you set the CTR TANK XFR P/BSW to MAN, the fuel moves from the
value is sent to the FCMS. The FCMS connects a 28VDC supply to energize center tank to the inner tanks (and stops an aft fuel transfer).
the INNER TANK INLET VALVE open. The fuel in the center tank starts to flow
NOTE: When the CTR TANK XFR P/BSW is set to MAN, it is necessary for the
to the inner tank.
transfer system to be carefully monitored to make sure, the inner or outer tanks
The fuel transfer continues until the fuel Hi−Level Sensor in the inner tank are not filled to more than the necessary level and the transfer pumps do not
becomes wet. When this occurs the FCMS connects a 28VDC supply to operate for an extended time in a dry tank.
energize the inner−tank inlet valve closed. When the fuel contents in the inner
tank decreases to underfull the inlet valve is opened again. This open and
close cycle continues until the center tank is empty. When the center tank LO
LEVEL SENSOR is dry and the pumps are at low pressure, the FCMS:
S de−energizes the two transfer pumps
S closes the two inner−tank inlet valves
OUTER TO INNER TRANSFER

As the fuel is burned, the fuel contents of one of the two inner tanks decreases
to LO LEVEL (3500 kg) on the FQI indication. When this occurs, the FCMS
connects a 28VDC supply to the two INTERTANK TRANSFER VALVES. The
valves open and gravity causes the fuel to flow from the outer to the inner
tanks.
The fuel transfer continues until the fuel contents, of the inner tank that caused
the fuel transfer, increases to 4000 kg. When this occurs the FCMS closes the
Intertank Transfer Valves. They open together again when the fuel level in one
of the two inner tanks again decreases to 3500kg.
This open and close cycle continues until the two outer tanks are empty. When
an outer tank FQI signal is below 10 kg for 5 minutes the related intertank
transfer valve is energized closed.
Page 74

Technical Training
FUEL SYSTEM A330
28−26

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 75
Figure 39 Center to Inner Transfer (Manual Mode)
Technical Training
FUEL SYSTEM A330
28−26
OUTER TK XFR SWITCH
When you set the OUTER TK XFR P/BSW to ON, the fuel moves from the
center and outer tanks to the inner tanks (and stops an aft fuel transfer).
Following valves are hardwired controlled:
S left and right Intertank Transfer Valves OPEN
S left and right Inner Tank Inlet Valves OPEN
S left and right Outer Tank Inlet Valves OPEN
S Aft Transfer Valves SHUT
S Trim Pipe Isoaltion Valve SHUT
S Center Tank Inlet Valve SHUT
Page 76

Technical Training
FUEL SYSTEM A330
28−26

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 77
Figure 40 Outer to Inner (Manual Mode)
Technical Training
FUEL SYSTEM A330
28−26
MAIN TRANSFER DESCRIPTION A330−300

OUTER TO INNER AUTOTRANSFER
As the fuel is burned, the fuel contents of one of the two inner tanks decreases
to LO LEVEL (3500 kg) on the FQI indication. When this occurs, the FCMS
connects a 28VDC supply to the two INTERTANK TRANSFER VALVES. The
valves open and gravity causes the fuel to flow from the outer to the inner
tanks.
The fuel transfer continues until the fuel contents, of the inner tank that caused
the fuel transfer, increases to 4000 kg. When this occurs the FCMS closes the
Intertank Transfer Valves. They open together again when the fuel level in one
of the two inner tanks again decreases to 3500kg.
This open and close cycle continues until the two outer tanks are empty. When
an outer tank FQI signal is below 10 kg for 5 minutes the related intertank
transfer valve is energized closed.
Page 78

Technical Training
FUEL SYSTEM A330
28−26

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
TRIM PIPE
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 79
Figure 41 Outer to Inner Autotransfer A330−300
Technical Training
FUEL SYSTEM A330
28−26
OUTER TO INNER MANUALTRANSFER
When you set the OUTER TK XFR P/BSW to ON, the fuel moves from the
outer tanks to the inner tanks (and stops an aft fuel transfer).
Following valves are hardwired controlled:
S left and right Intertank Transfer Valves OPEN
S left and right Inner Tank Inlet Valves OPEN
S left and right Outer Tank Inlet Valves OPEN
S Aft Transfer Valves SHUT
S Trim Pipe Isoaltion Valve SHUT
Page 80

Technical Training
FUEL SYSTEM A330
28−26

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
TRIM PIPE
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 81
Figure 42 Outer to Inner Manual Transfer A330−300
Technical Training
28−26
MAIN TRANSFER COMPONENTS

Fuel Pump Element
The fuel pump element is the same type as those in the main fuel pump
system. For its description refer to the main fuel pump system.
Fuel Pump Canister

The canisters make it possible to replace the fuel element when there is fuel in
the center tank. The outlet pipe from each canister contains a check valve.
This check valve prevents an opposite fuel flow through the pump when it is
not in operation. The check valve and a slide−valve seal the canister when you
replace the fuel pump element.
Transfer Fuel Pump Pressure Switch
The pressure switch monitors the output pressure of the transfer pump. If the
pressure decreases to less than 6 PSI the pressure switch:
S puts on the amber FAULT light of the related L CTR or R CTR P/BSW
S sends a signal to the ECAM.
Inner Tank Inlet Valve
The inlet valve is installed in the fuel supply line to each inner tank. There it
independently controls the flow of fuel from the refuel gallery to the inner tank.
The valve is installed in the center tank and attaches to the forward face of the
rear spar. The valve has a spindle which goes through the rear spar to engage
with the actuator.
This actuator attaches to the rear face of the rear spar. When energized it
moves the inlet valve to the open or closed position.
Page 82

Technical Training
28−26
CENTER TANK
REAR SPAR
O-RING
CENTER
TANK
O-RING
INNER TANK
INLET VALVE PRESSURE
SWITCH
PUMP
CANISTER
ELECTRICAL
ACTUATOR
ELECTRICAL
REAR CONNECTOR TRANSFER

SPAR PUMP
C C
O O
ELECTRICAL
OPEN POSITION CLOSED POSITION
CONNECTOR
COVER
Page 83
Figure 43 Inner Tank Inlet Valve, Pressure Switch, Transfer Pump
Technical Training
28−26
Intertank Transfer Valve
The valve has a body attached to a mounting flange and a driveshaft. The
valve body holds a ball valve. The ball valve has a rectangular location slot into
which the driveshaft engages. Four bolts connect the mounting flange to the
aircraft structure.
The driveshaft connects the actuator to the intertank transfer valve. The
driveshaft has:
S a universal joint and a length adjuster
S a rectangular drive (which engages in the location slot in the ball valve) at
the other end.
The actuator has a body with a mounting flange. The body contains one
28VDC electrical motor. This motor drives a gear which turns the
transfer−valve driveshaft and the ball valve through 90°. There is a mechanical
indicator on the body which shows the position of the valve (open or closed).
Page 84

Technical Training
28−26
FRONT
SPAR
ELECTRICAL
ACTUATOR
RIB 23
C C
DRIVE O O
SHAFT ELECTRICAL
OPEN POSITION CLOSED POSITION CONNECTOR
Page 85
Figure 44 Intertank Transfer Valve
Technical Training
A330/A340 Fuel
28-00 FUEL SYSTEM

28−00 FUEL SYSTEM
28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
EMERGENCY ISOLATION
28−11

SYSTEM DESCRIPTION
General
The emergency isolation valve is used to separate the FWD inner to the AFT
inner tank. This is done by selecting the INNER TANK SPLIT pushbutton on
the overhead panel.
The crew selects the normally open valve to shut in case of structural damage
after an engine burst.
Description
OFF: The emergency isolation valve (inner tank division) is open.
ON: The valve closes and the inner tank is split in two parts.
In case of tank damage the fuel from either inner tank division may be used.
The ON light comes on amber.
SHUT: Comes on blue when the valve is shut. During refueling, whenever the
first inner tank high level sensor becomes wet, the valve closes. At the end of
refueling, the valve opens again
An electrical actuator operates the emergency isolation valve. The actuator is

installed on the aft face of the rear spar. The interface between the actuator
and the valve is a driveshaft that goes through the rear spar.
Operation
An electrical actuator operates the emergency isolation valve through a
driveshaft. The actuator is installed on the rear spar.
Thus you do not have to go into the fuel tank to replace the actuator. The
actuator has two motors, which get their power supply from different sources:
S motor 2 the 28VDC BUS 2
S motor 1 the 28VDC ESS BUS/SHED
The INNER TANK SPLIT pushbutton on the fuel control panel 211VU (which
is part of the cockpit overhead panel) controls the operation of the emergency
isolation valves.
Page 86

Technical Training
EMERGENCY ISOLATION
28−11
V-BAND CLAMP
FUEL TRANSFER
PIPE
ISOLATION VALVE
VISUAL
INDICATOR
DUAL
ACTUATOR
ON AMBER INDICATION
SHUT BLUE INDICATION WING REAR SPAR
SEE-FEEL
INDICATOR
CLOSED POSITION OPEN POSITION
Page 87
Figure 45 Emergency Isolation Valve
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

SYSTEM DESCRIPTION
General Description
The trim transfer system controls the Center of Gravity (CG) of the aircraft. For A three−position switch (ISOL/AUTO/OPEN) on the cockpit fuel panel 245VU:
this function the system moves fuel from the wings to the trim tank (Aft S ISOL isolates the trim tank
transfer) or from the trim tank to the wings (Forward Transfer).
S AUTO lets the system operate automatically
This movement of fuel changes the CG of the aircraft.
S OPEN drains the trim pipe
The system operates automatically but the crew can manually set a forward
transfer. The trim transfer system has six fuel valves (with their related electrical
actuators), an air release valve, three check valves and a fuel pump with a
The Fuel Control and Monitoring System calculates the CG of the aircraft and pressure switch.
compares the result to a target−value.
They are identified as:
If necessary, the FCMS then makes a decision to move fuel aft or forward to
S the left and right Aft Transfer Valves
control the CG.
S the Auxiliary Forward Transfer Valve
Aft Transfer S the Trim Pipe Isolation Valve
Usually only one aft transfer is made during each flight. But (as the fuel burns) S the TrimTank Isolation Valve
many small forward−transfers are made to control the CG.
S the Trim Tank Inlet Valve
It is only possible for the FCMS to send an aft transfer signal.
S the Air Release Valve
Forward Transfer S the Trim Transfer Pump and its pressure switch
A forward transfer is carried out several times during flight depending on the
situation.
Page 88

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 89
Figure 46 Trim Transfer Overview A330−200
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
THIS PAGE INTENTIONALLY LEFT BLANK
Page 90

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
TRIM PIPE
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 91
Figure 47 Trim Transfer Overview A330−300
Technical Training
TRIM TANK TRANSFER SYSTEM
28−27
SYSTEM FUNCTION
General Aft Transfer
Before each flight the crew input the aircraft Zero Fuel Center of Gravity Usually only one aft transfer is made during each flight. But (as the fuel burns)
(ZFCG) and Zero Fuel Weight (ZFW) data into the FMS. The two FMS many small forward−transfers are made to control the CG.
computers independently transmit this data to the FCMS. The FCMS compares It is only possible for the FCMS to send an aft transfer signal, when all the
the two sets of data and (if they agree) uses it to set the datum for the CG conditions that follow occur:
calculation. The FCMS accepts the data from one FMS computer if the other is
S the calculated CG is less than the target CG minus 0.5% Mean
unserviceable.
Aerodynamic Chord (MAC)
The FCMS then uses the calculated CG datum, the computed aircraft
S the landing gear and slats are fully retracted
fuel−contents data and the known tank moment−arms to calculate the aircraft
CG S the inner tank fuel contents are more than 6250 kg each.
The Flight Management, Guidance and Envelope Computer (FMGEC) S the trim tank is not full
independently monitors the CG of the aircraft. If it detects that the aircraft’s CG S the aircraft is above 25500 ft
is too far aft, it moves the target CG forward. If it detects the problem a second
time, it sends a signal to the FWC. The FWC stops the CG control and shows Forward Transfer
a warning to the crew. The crew then manually set a forward transfer. S A forward transfer is carried out if one of these conditions occurs:
The automatic operation of the system is divided into two parts: S the calculated CG is greater than the target CG
S the AFT TRANSFER S the fuel contents of one of the two inner tanks decreases to 6250 kg
S the FORWARD TRANSFER S the FCMS receives 35 minutes−to−destination data from the Flight
Management System (FMS)
S the jettison system is set to ON
S the aircraft descends below 24500 ft
Page 92
FRA US-T SHM 13.12.2007 Lufthansa

Technical Training
TRIM TANK TRANSFER SYSTEM
28−27
Page 93
Figure 48 Trim Transfer Logic
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
TRIM TANK TRANSFER OPERATION

General
Before each flight the crew input the aircraft Zero Fuel Center of Gravity S the CTR TANK XFR P/BSW is set to MAN
(ZFCG) and Zero Fuel Weight (ZFW) data into the FMS. The two FMS S the OUTER TK XFR P/BSW is set to MAN
computers independently transmit this data to the FCMS. The FCMS compares
NOTE: Usually only one aft transfer is made during each flight. This transfer
the two sets of data and (if they agree) uses it to set the datum for the CG
stops when the aft CG target is reached or the trim tank is full. A second aft
calculation. The FCMS accepts the data from one FMS computer if the other is
transfer can only start, if the CG is 2% forward of the target and the trim tank
unserviceable.
fuel level is less than 3000 kg.
The FCMS then uses the calculated CG datum, the computed aircraft fuel
contents data and the known tank moment arms to calculate the aircraft CG. Center tank contains fuel
The Flight Management, Guidance and Envelope Computer (FMGEC) During an aft transfer the Transfer Pumps move the fuel from the center tank to
independently monitors the CG of the aircraft. If it detects that the aircraft’s CG the trim tank. The FCMS opens the:
is too far aft, it moves the target CG forward. If it detects the problem a S Trim Pipe Isolation Valve
second time, it sends a signal to the FWC. The FWC stops the CG control and
S Trim Tank Inlet Valve
shows a warning to the crew. The crew then manually set a forward transfer.
The automatic operation of the system is divided into two parts:
S the AFT TRANSFER
S the FORWARD TRANSFER
Aft Transfer
The FCMS has full control of the aircraft CG when the aircraft is above 25500
ft, until the aircraft descends below 24500 ft. An aft transfer can only start when
all of these conditions occur at the same time:
S the calculated CG is less than the target CG minus a constant moment
S the landing gear is retracted
S the slats are retracted
S the trim tank is not full
S the inner tank fuel contents are more than 6250 kg each.
The aft transfer stops if one of these conditions occur:
S the trim tank becomes full
S the calculated CG is greater than the target CG
S the fuel quantity in an inner tank decreases to less than 6250 kg
S the crew set the T TANK MODE P/BSW to FWD
Page 94

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 95
Figure 49 Aft Transfer from Centertank A330−200
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
Center tank empty
The main pumps move fuel from the inner tanks to the trim tank. The FCMC
opens:
S the Trim Pipe Isolation Valve
S the LH and RH Aft Transfer Valves
If the inner tanks are more than 500 kg out of balance, then the aft transfer is
from the heavier side.
Page 96

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 97
Figure 50 Aft Transfer from Inner A330−200
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
Aft Transfer A330−300
The main pumps move fuel from the inner tanks to the trim tank. The FCMC
opens:
S the LH and RH Aft Transfer Valves
If the inner tanks are more than 500 kg out of balance, then the aft transfer is
from the heavier side.
Page 98

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
TRIM PIPE
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 99
Figure 51 Aft Transfer A330−300
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
FORWARD TRANSFER OPERATION A330−200

AUTO OPERATION
The FCMS sends a forward transfer signal if one of these conditions occurs:
S the calculated CG is greater than the target CG
S the fuel contents of one of the two inner tanks decreases to 4000 kg (the
forward transfer continues until the fuel quantity is greater than 4100 kg)
S the FCMS receives a 35 minutes to destination signal
S the aircraft descends below 24500 ft
Center tank contains fuel

A forward transfer is not usually necessary when there is fuel in the center
tank.
If fuel is in the center tank, the forward transfer is into the center tank.
The FCMS opens:
S the Auxiliary Foward Transfer Valve
S the Trim Tank Isolation Valve
NOTE: If the center tank becomes full during a forward transfer, the auxiliary
forward transfer valve is closed. It does not open again until the fuel quantity in
the tank has decreased 2500 liters below hi−level.
Page 100

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 101
Figure 52 Fwd Transfer (Center Tank)
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
Center tank empty
The fuel goes from the trim tank to the inner tanks through the inner tank inlet
valves.
The FCMS opens:
S the Inner Tank Inlet Valves
During this fuel−transfer the fuel tank supplied can become full. If this occurs
the FCMS closes the inner tank inlet valve. The fuel−transfer stops until the
fuel quantity in the inner tank decreases to hi−level minus 2000 kg.
During this fuel−transfer the inner tanks may become more than 500 kg out of
balance.
If this occurs, the inner tank inlet valve of the heavier tank will close and
forward transfer to the heavier tank will stop.
Page 102

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 103
Figure 53 Fwd Transfer (Inner Tanks)
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
MANUAL OPERATION
When the T TANK MODE P/BSW is set to FWD, the CG control stops and a
forward transfer (into the center tank) starts.
The Trim Transfer pump starts to run (if installes and if not already on).
The forward transfer has to be monitored to make sure that the center tank is
not filled to more than the necessary level.
These valves move to the position shown:
S the Trim Tank Isolation Valve OPEN
S the Auxiliary Forward Transfer Valve OPEN
S the Trim Pipe Isolation Valve CLOSED
S the Aft Transfer Valves CLOSED
When the T TANK MODE P/BSW is released it gives the FCMS CG control
again.
If necessary the aft transfer starts again.
Page 104

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 105
Figure 54 Fwd Transfer (FWD P/B Pushed)
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
ISOLATION CONTROL
The T TANK FEED switch has three positions (AUTO, ISOL and OPEN).
S AUTO position
This is the usual position of the switch which gives the FCMS full control of
the trim transfer system.
S ISOL position
When the switch is set to ISOL the FCMS closes the:
− Trim Tank Isolation Valve
− Trim Tank Inlet Valve
− Auxiliary Forward Transfer Valve
− Trim Pipe Isolation Valve
S OPEN position
When the switch is set to open, this valves are controlled to open:
− Trim Tank Isolation Valve
− Trim Tank Inlet Valve
− Auxiliary Forward Transfer Valve
The fuel in the trim tank and trim pipe then drains into the center tank.
During flight the trim transfer pipe is automatically isolated when the landing
gear control lever is set to DOWN. The FCMS closes the:
S Trim Pipe Isolation Valve
S Trim Tank Isolation Valve
Page 106

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 107
Figure 55 Fwd Transfer (Feeding Switch to open)
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
FORWARD TRANSFER OPERATION A330−300

AUTOMATIC OPERATION
The fuel goes from the trim tank to the inner tanks through the inner tank inlet
valves.
The FCMS opens:
S the Aux Fwd. Transfer Valve
S the Inner Tank Inlet Valves
During this fuel−transfer the fuel tank supplied can become full. If this occurs
the FCMS closes the inner tank inlet valve. The fuel−transfer stops until the
fuel quantity in the inner tank decreases to hi−level minus 2000 kg.
During this fuel−transfer the inner tanks may become more than 500 kg out of
balance. If this occurs, the inner tank inlet valve of the heavier tank will close
and forward transfer to the heavier tank will stop.
MANUAL OPERATION
When the T TANK MODE P/BSW is set to FWD, the CG control stops and a
forward transfer (into the center tank) starts.
The Trim Transfer pump starts to run (if installes and if not already on).
The forward transfer has to be monitored to make sure that the inner tanks are
not filled to more than the necessary level.
When the T TANK MODE P/BSW is released it gives the FCMS CG control
again.
If necessary the aft transfer starts again.
Page 108

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
TRIM PIPE
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 109
Figure 56 FWD Trim Transfer A330−300
Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27
Trim Tank Isolation
The T TANK FEED switch 13QN has three positions (AUTO, ISOL and OPEN).
S AUTO position
AUTO is the usual position of the switch which gives the FCMS full control
of the trim transfer system.
S ISOL position
When the switch is set to ISOL it connects a 28VDC supply to close the
trim−tank isolation valve. It also connects a ground to the relay 18QN (trim
tank fuel−isolation slave). This relay connects a 28VDC supply to close:
− the trim−tank inlet valve
− the auxiliary forward−transfer valve
− the trim−pipe isolation valve.
S OPEN position
In this position, these valves stay open.
− the trim-tank inlet valve
− the trim tank isolation valve
− the aux fwd. transfer valve
− the trim pipe isolation valve
− the inner tank inlet valves.
The fuel in the trim tank and trim pipe then drains into the two inner tanks.
Page 110

Technical Training
FUEL SYSTEM A330
TRIM TANK TRANSFER
28−27

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
TRIM PIPE
LH OUTER RH OUTER
TK INLET TK INLET
VLV AUX FWD VLV
X-FER VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 111
Figure 57 FWD Trim Transfer Override A330−300
Technical Training
TRIM TANK TRANSFER
28−27
TRIM TANK TRANSFER COMPONENTS

General Trim Tank Transfer Pump ( AC MSN 101 and on )
The trim tank is installed in the THS and moves when the THS moves. A flex hose The Trim Transfer Pump is installed in a canister (mounting plate) in the forward
connects the trim pipe to the trim tank. The flex hose keeps the trim pipe connected face of the trim tank. There it supplies the fuel pressure for the forward transfers.
to the trim tank during movements of the THS. The mounting plate has three check valves fitted. When the pump is removed from
the mounting plate, the three check valves close. Thus the pump can be replaced
Trim Tank Isolation Valve when there is fuel in the trim tank.
The Trim Tank Isolation Valve is installed in the fuel line from the trim tank to the The trim transfer pump also gives the fuel supply to the water scavenge system.
trim pipe. It controls the forward transfer of fuel from the trim tank to the trim pipe.
The forward fuel transfer check valve is installed in the transfer fuel pipe outlet
The valve is installed below the trim tank. It has a valve spindle which comes out
in the trim tank. When the trim transfer pump is in operation, the check valve
of the valve to engage with an actuator. The actuator is attached to the valve.
prevents the flow of fuel from the trim pump back into the trim tank. When the
When energized it moves the valve to the open or closed position.
pump is not in operation, it lets the fuel gravity feed into the trim pipe.
The supply from the trim tank to the isolation valve is normally from the trim transfer
pump. If the trim transfer pump is not in operation, then the supply is through an Transfer Pump Operation ( AC MSN 101 and on )
outlet in the bottom of the tank. The outlet has a coarse mesh strainer. The FCMS controls the operation of the trim transfer pump. There are no
indications in the cockpit that the pump is in operation. The pump operates
Trim Tank Inlet Valve when all of these conditions occur at the same time:
The Trim Tank Inlet Valve is installed in the fuel supply pipe to the trim tank. It S the aircraft is in flight and the landing gear and slats are retracted
controls the flow of fuel into the trim tank. The valve is installed in the trim tank and
S there is more than 200 kg of fuel in trim tank or the trim tank lo−level
is attached to the bottom skin. It has a valve spindle which goes through the bottom
sensor is wet
of the trim tank to engage with an actuator. The actuator is attached to (and below)
the bottom skin of the trim tank. When energized it moves the valve to the open The pump then operates all of the time. When the trim−tank isolation valve
or closed position. opens, the pump supplies fuel pressure for the forward transfer.
The trim transfer pump stops when one of these conditions occur:
Air Release Valve
S the aircraft is in flight and the landing gear is extended
The Air Release Valve is installed on the trim pipe in the trim tank. The air release S there is less than 200 kg of fuel in trim tank and the trim tank lo−level
valve automatically bleeds the air from the trim pipe into the trim tank. This function
sensor is dry
prevents a build−up of air in the trim pipe, which could pass to the APU.
The trim transfer pump pressure−switch has low pressure for more than 10
minutes.
The trim transfer pump does not operate when the aircraft is on the ground
(except if the FWD Transfer P/B is set to on - this overrides the automatic
control of the pump).
Page 112

Technical Training
TRIM TANK TRANSFER
28−27
TRIM TANK
OUTLET
CHECK
VALVE
TRIM TANK
INLET VALVE
AIR RLEASE
VALVE
FRONT TRIM TANK

SPAR ISOLATION
VALVE
TRIM TANK
TRANSFER PUMP
FUEL
OUTLET
VAPOUR
DISCHARGE
FUEL
INLET
FIXED ELECTRICAL
CONNECTOR
DRAIN
PLUG
Page 113
Figure 58 Trim Tank Components
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
WATER SCAVENGE SYSTEM
28−17

SYSTEM DESCRIPTION
Old Installation (AC SN 051-099)
If water gets into the fuel in the trim tank, the water scavenge system keeps
that water in suspension.
The system has an electrical fuel pump, together with two jet pumps, which
operate when these two conditions occur:
S the trim tank has more than 1000 kg (2200 lb) of fuel
S a main fuel pump is in operation.
New installation (AC SN 101-199)

The trim tank transfer pump is a booster pump 115 V 3 phase operated.
The pump operates two jet pumps inside of the trim tank for recirculation
purposes, and is also used for forward transfers.
The FCMS controls the operation of the trim transfer pump. There is no
indication in the cockpit that the pump is in operation.
The pump operates under following conditions:
S the aircraft is in flight and the landing gear and slats are retracted
S there is more than 200 kg of fuel in the trim tank or the trim tank lo-level
sensor is wet.
The pump then operates all the time. When the trim tank isolation valve opens,
the pump supplies fuel to carry out the forward transfer.
The trim tank transfer pump stops when one of these conditions occur:
S aircraft in flight and landing gear extended
S there is less than 200 kg of fuel in the trim tank and the trim tank lo-level
sensor is dry
S the trim tank transfer pressure switch has low pressure for more than 10
minutes
The trim tank transfer pump does not operate on ground (as long as the FWD
Transfer P/B is not set to on).
Page 114

Technical Training
WATER SCAVENGE SYSTEM
28−17
TRIM TANK
TRANSFER PUMP
TRIM TANK
TRIM TANK TRANSFER

PUMP
OUTLET
SIDE
FIXED ELECTRICAL
CONNECTOR
TRIM TANK
JET PUMPS
JET PUMP
OPERATION PRESSURE
SUCTION
SIDE
Page 115
Figure 59 Water Scavenge Components
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
REFUEL/DEFUEL
28−25

REFUEL/DEFUEL PANEL CONTROLS
Fuel Quantity Indicator MODE SELECTOR
The Fuel Quantity Indicator (FQI) displays the quantity of fuel in each tank, the The Mode Selector is guarded in the OFF position.
actual total fuel in the aircraft, and the preselected fuel. When set to REFUEL or DEFUEL it energizes the Refuel Isolation Valve.
Here, the quantities are displayed in 1000 kg units. With the selector in the REFUEL position, the Inlet Valves operate
automatically or manually, depending on their Refuel/Defuel Valve switch
HIGH LEVEL Lights position.
The High Level lights (Blue) come on, when the related fuel tank high level When the Mode Selector is in the DEFUEL position, the Refuel/Defuel Valves
sensors are wet. switches can be opened and closed as necessary.
Each light has a filament press-to-test facility.
REFUEL/DEFUEL VALVES Switches
Refuel LOAD (INCrease/DECrease) Switch There is one Refuel/Defuel Valve Switch per Tank.
This switch selects the refuel load for automatic refueling. Guarded in the NORM position, it automatically controls its Inlet Valve
depending on the Mode Selector position.
This is displayed in the PRESELECTED window of the Fuel Quantity Indicator.
With the Refuel/Defuel Valve Switch in the SHUT position, the Inlet Valve is
The preselected load can be increased or decreased using the switch.
always closed.
When a Refuel/Defuel Valve Switch is set to OPEN, the Inlet Valve opens if the
OVERFLOW Lights
Mode Selector is also set to REFUEL or DEFUEL.
An Overflow light (Amber) comes on if the associated Surge Vent Tank sensor In refuel mode, the valve closes if high level is detected in its fuel tank
is covered by fuel.
Note that to refuel the Trim Tank, the Center Tank Valve must also be set to
Each light has a filament press-to-test facility. OPEN.
On the A330−200 the Center Tank cannot be defueled unless the Trim Tank is
also set to Defuel.
(CG position interlock)
Page 116
Lufthansa
Technical Training
REFUEL/DEFUEL
28−25
OPTIONAL REFUEL PUSHBUTTON SW.
285VU
990VU
HIGH LEVEL OVER FLOW
L OUTR TK L INR TK CTR TK TRIM TK R INR TK R OUTR TK L TT R
INC HI LVL TRANSF. VALVE

kg TEST OPEN
X 1000
L INR CENTRE R INR PRESELECTED LOAD
CKPT
END
L OUTER TRIM R OUTER ACTUAL DEC CLOSED
REFUEL-DEFUEL-VALVES PWR APU EMERGENCY

MODE SELECTOR
L OUTR TK L INR TK CTR TK TRIM TK R INR TK R OUTR TK SUPPLY
REFUEL
OPEN NORM
OFF NORM SHUT
SHUT DOWN
DEFUEL
BAT
990VU
Page 117
Figure 60 Refuel/Defuel Panel Lufthansa
Technical Training
REFUEL/DEFUEL
28−25
COCKPIT Light APU EMERGENCY SHUT DOWN Switch

The CKPT Light (Green) comes on, when cockpit refueling is selected. Then When the APU Emergency Shut Down PB Sw. is pressed, the APU shuts
the Load Select Switch is disabled since Cockpit Refueling has priority. down immediately.
It is used if a fuel spillage or overflow occurs or in any other emergency
END Light condition.
S The END Light (Green) comes on steady, when the refueling is completed
and selected fuel quantity equals actual fuel quantity ± 100 kg. TRANSFER VALVE Switch
S The END Light (Green) comes on flashing, To transfer fuel on ground, the TRANSF. VALVE Switch can be used. Transfer
− if there is a system failure causing the Refuel/Defuel Isolation Valve to is possible from the Inner or Center tanks to any tank except the Trim Tank.
shut or the tank inlet valves to shut (tank specific). The switch is normally guarded in the CLOSED position and the Aft Transfer
− one of the Tank Switches is not in NORM position during refueling. Valves are closed.
− if there is an unbalance between the wings by > 3000 kg or there is a When the TRANSF. VALVE Switch is set to OPEN, the Aft Transfer Valves
difference between Actual and Preselected Quantity >100 kg. open, if at least one main pump is selected ON.
The fuel feed line is then connected to the refuel gallery.
HIGH LEVEL TEST Pushbutton Switch
Optional REFUEL Pusbutton Switch
When the High Level Test PB Sw is pressed, all HIGH LEVEL and
OVERFLOW lights indicate the opposite of the current condition, if their circuits An optional REFUEL PB Sw. can be installed in the cockpit on the overhead
and sensors are serviceable. Also, the FQI indicator shows 8s, CKPT and END panel.
lights come on. However various options exist for additional control panels.
NOTE: This test has to be performed before any refuel or defuel The FCMC is able to handle up to 3 Refuel panels per aircraft.
operation.
POWER SUPPLY Switch

The Power Supply Switch is normally guarded in the NORM position.
In this position, refueling and defueling operations are powered by external
power connected or APU generator on line.
If the Power Supply Switch is in the BAT position, the refueling and defueling
operations are powered by batteries 1 and 2.
Page 118
Lufthansa
Technical Training
REFUEL/DEFUEL
28−25
OPTIONAL REFUEL PUSHBUTTON SW.
285VU
990VU

kg TEST OPEN
X 1000
CKPT
END

MODE SELECTOR
REFUEL
OPEN NORM
OFF NORM SHUT
SHUT DOWN
DEFUEL
BAT
990VU
Page 119
Figure 61 Refuel/Defuel Panel Lufthansa
Technical Training
REFUEL DEFUEL SYSTEM
28−25
SYSTEM DESCRIPTION
Refuel
The Refuel/Defuel system controls the flow of fuel into or out of the aircraft.
A refuel or defuel is controlled from a refuel control panel in the RH lower belly
fairing. There is a refuel/defuel coupling (installed in the leading edge of the LH
and RH wing) that is the interface between the refuel/defuel system and the
external fuel source. Each refuel/defuel couplingcan have two refuel/defuel
hoses connected to it.
There are two different procedures to refuel the aircraft. These are:
S the Pressure Refuel (Automatic or Manual)
S the Overwing Refuel
To fill the fuel tanks to their maximum capacity, the aircraft must be at the usual
ground attitude datum. With a refuel supply pressure at 50 PSI from four fuel
hoses, the minimum time to pressure refuel the aircraft (from the usual
reserves to maximum capacity) is approximately 33 minutes
Defuel
There are two procedures to defuel the aircraft. These are:
S the Pressure Defuel (the aircraft fuel−pumps supply the fuel pressure for the
defuel)
S the Suction Defuel (the external defuel source supplies the suction to
remove the fuel).
Refuel Gallery
The refueling gallery consists of the distribution manifold with a fuel inlet valve
for each of the tanks.
The interface between the refueler and the refueling gallery are the
Refuel/Defuel Isolation Valves in the L/H and the R/H wing.
These valves are controlled to open through the FCMC if there is no refueling
shut down signal during refueling.
A Manual Override Button allows the valve to open, if the computer signal is
not present. Fuel pressure actuates the valves to the open position.
Page 120

Technical Training
28−25
REFUEL GALLERY CENTER TANK

PRESS SWITCH TRANSFER PUMP
REFUEL TRIM TANK-

RESTRICTOR
GALLERY
REFUEL ISOLATION
VALVE
M
REFUEL / DEFUEL S
COUPLING M M M M M M
OVERWING EMERGENCY TRIM PIPE CENTER INNER TANK

REFUEL CAP ISOLATION ISOL VALVE TANK INLET INLET VALVE
VALVE VALVE
INNER TANK AUX FWD CENTER TANK

DEPRESSURIZING TRANSFER RESTRICTOR
INLET VALVE
VALVE VALVE VALVE
M
SURGE PRESSURE
RELIEF VALVE TRIM TANK
OUTER TANK ISOL VALVE
INLET VALVE
DIFFUSERS
M
TRIM TANK
M
INLET VALVE
Page 121
Figure 62 Refuel System Schematic
Technical Training
REFUEL/DEFUEL
28−25
SYSTEM LOCATION
Overwing Refueling Isolation Valve
Each inner tank has an overwing refuel adaptor. This can be used to refuel the The isolation valve assembly is installed in the center of the refuel/defuel
aircraft when a pressure refuel source is not available. coupling.
The fuel only goes into the inner tank. Then it is necessary to do a ground fuel The (de−energized) solenoid valve uses fuel (which is behind the piston) to
transfer to get the fuel into the correct fuel−load configuration. make a hydraulic−lock. This hydraulic−lock and the compression springs hold
The adaptor has an overwing refuel cap which gives access to and seals the the piston in the closed position.
adaptor. The refuel adaptor and cap is installed in the upper wing surface with When the solenoid valve energizes, the hydraulic−lock is released. The fuel
an electrical ground point adjacent to it. pressure then pushes the piston (against the spring pressure) to the open
position. The fuel that made the hydraulic−lock is pushed through the discharge
Refuel Adapter valve and into the refuel gallery.
The refuel/defuel coupling is the interface between the aircraft refuel/defuel The manual command button (on the front of the valve body) connects directly
system and the external fuel supply. It is attached to the forward face of the to the manual command valve. If the solenoid valve does not operate, the
wing front spar. manual command button can be pushed in (and held) to release the
Access to the refuel/defuel coupling is through a hinged door in the bottom of hydraulic−lock. The isolation valve then operates as usual.
the leading edge. Each refuel/defuel coupling has two valve heads. Thus as During a suction defuel the suction pressure opens the drain valve. This lets
many as four hoses can be connected to the aircraft at the same time. Each fuel drain from the second chamber and the piston chamber. The suction then
refuel adaptor has a refuel coupling cap. opens the valve against the spring pressure. Only one of the two adaptors
The refuel isolation valve controls the fuel supply from the refuel source to the gives the suction pressure for the drain valve. Thus, if only one adaptor is used
refuel gallery. The valve is electrically controlled, but hydraulically operated. for a suction defuel, it must be the one marked USE THIS ADAPTOR TO
Thus when the valve is energized and a refuel pressure is supplied the isolation DEFUEL.
valve opens. The isolation valve has a manual override−button. If the valve
does not open electrically, the manual override−button can be used to open the
valve. The valve is installed in the center of each refuel/defuel coupling.
Page 122

Technical Training
REFUEL/DEFUEL
28−25
NOTE: ON SOME AIRPLANE REFUELING

STATION ONLY ON ONE SIDE
MANUAL OVERRIDE
BUTTON
HINGED ACCESS
PANEL
OVERWING
REFUEL
CAP
ISOLATION
SOLENOID
COUPLING O-RING SEAL

CAP REFUEL ADAPTER
ADAPTER NUT
Page 123
Figure 63 Refuel/Overwing Adapter
Technical Training
REFUEL/DEFUEL
28−25
COMPONENT DESCRIPTION
Refuel Gallery Pressure Switch
During a refuel, the refuel−gallery low−pressure switch (53QU) monitors the
fuel pressure in the refuel gallery.
If the pressure in the refuel gallery decreases to below a specified limit, the
pressure switch will operate.
This causes the trim tank isolation function to operate and isolates the trim
pipe.
The APU forward fuel pump then supplies the APU with fuel from the left inner
tank through the APU isolation valve.
The pressure switch is attached to the rear face of the rear spar.
Tank Inlet Valve
The tank inlet valves are the interface between the refuel gallery and the tank.
Its primary function is to control the flow of fuel from the refuel gallery into any
fuel tank.
But during a suction defuel it also controls the fuel flow out of the tanks.
The valves are installed:
S on the wing front spar
S on the wing rear spar
S on the center box rear spar.
The valve has a valve spindle which goes through the front or rear spar to
engage with the electrical actuator.
The actuator attaches to the rear face of the rear spar. When energized it
moves the inlet valve to the open or the closed position.
Center Tank Restrictor Valve (A340/A330−200 only)

The center−tank refuel restrictor valve is located immediately downstream of
the center−tank inlet valve. Its function is to prevent an overpressure of the
center tank structure during a refuel. The valve is installed in the center tank
and attaches to the forward face of the rear spar.
Page 124

Technical Training
REFUEL/DEFUEL
28−25
ELECTRICAL
CONNECTOR
POSITION
INDICATOR
SPLINED
SHAFT
WING
SPAR
REFUEL GALLERY
PRESS SWITCH C C
DUMMY
O O CONNECTOR
CENTER BOX
OPEN POSITION CLOSED POSITION INLET VALVE DEACTIVATION TOOL
REAR SPAR
Page 125
Figure 64 Inlet Valve, Deactivation Tool, Gallery Pressure Switch
Technical Training
SERVICING A330/A340-200/300
28−25
REFUELING FUNCTION
WARNING: OBEY THE FUEL SAFETY PROCEDURES. THIS CAN Aircraft Maintenance Configuration
PREVENT INJURY AND DAMAGE.
S Make sure that the ACCU PRESS on the triple indicator has sufficiant
pressure. If necessary, pressurize the Blue hydraulic system. WARNING: MAKE SURE THAT YOU GROUND THE FUEL TANKER AND
S Make sure that the PARK BRAKE is ON. THE AIRCRAFT CORRECTLY. IF YOU DO NOT A
DANGEROUS ELECTRICAL DISCHARGE CAN OCCUR.
S Make sure that the chocks are in position as follows:
S Ground the aircraft and the fuel tanker/pump unit. Then bond them together
− Move the aft NLG chocks away from the tires. During the refuel the NLG
electrically.
tires roll aft as the MLG shock absorber compresses.
− Make sure that the chocks do not touch the MLG tires. The weight of the NOTE: Bonding is essential, grounding is recommended.
fuel can lower the aircraft and cause the tires to catch the chocks. S Energize the aircraft electrical circuits
− Do not put chocks at the CLG tires. S Do the ADIRS start procedure
S Make sure that a fuel sampling for water contamination check is done to the NOTE: You can use 1, 2, 3 or 4 refuel hoses to do an automatic
fuel in the fuel tanker/pump unit. pressure refuel. This procedure uses the four refuel hoses.
S Put 2 access platforms in position, below the access panels.
S Open the access panels.
S Remove the refuel/defuel coupling caps.
S Make sure that the couplings of the fuel supply hoses are clean. Connect
the four hoses to the aircraft refuel/defuel couplings.
Page 126

Technical Training
28−25
B B
A A B
EXTERNAL POWER
RECEPTACLE A C
EXTERNAL POWER C
RECEPTACLE B
EXT PWR AVAIL light (amber) illuminates, NOSE LANDING GEAR MAIN LANDING GEAR
when Ground Power is connected and
available
C
EXT PWR NOT IN USE light (white) illumi-
nates, when Ground Power is connected
but not used
LANDING GEAR GROUND CABLE
Page 127
Figure 65 External Power Panel; Grounding Points
Technical Training
28−25
PRESSURE REFUEL WITH AUTOMATIC CONTROL FROM THE REFUEL/DEFUEL PANEL 990VU
Job Set Up
S Open the access panel. 2. Start the pump on the fuel tanker/pump unit.
S On the REFUEL/DEFUEL CONTROL PANEL do this test: 3. At the refuel/defuel control panel :
1. If only the battery power is available, put the PWR SUPPLY switch to BAT. A. Put the MODE SELECT switch to the REFUEL position.
NOTE: During the first 30 seconds after power−up, the indications at the NOTE: If the following switches ar not in the correct configuration, the
fuel panel must be ignored. END light will flash:
2. Lift the guard, then push in and hold the HI LEVEL TEST switch : S At least on INLET VALVE switches is in OPEN or SHUT position
− the CKPT and END lights come on. S On the FUEL panel, the CTR TANK XFR PB Sw set to MAN
− the fuel quantity, PRESELECTED and ACTUAL displays show all 8. S On the FUEL panel, the T TANK MODE PB Sw set to FWD
− the HI−LEVEL lights and the OVERFLOW lights go to the opposite S On the FUEL panel, the OUTER TK XFR PB Sw set to MAN
condition. B. Make sure that the numbers on the fuel quantity and the ACTUAL
3. Release (out) the HI−LEVEL TEST switch. Wait for 10 seconds: displays increase.
− the lights go back to their initial condition NOTE: The refuel times (shown in the illustration) give the estimated
− the fuel quantity, PRESELECTED and ACTUAL displays go back to their time taken (in minutes) to refuel the aircraft from the initial (init)
initial condition. fuel quantity to the preselected fuel quantity. Each refuel-time
range given makes an allowance for the densities from 0.76 kg/l
Procedure to 0.82 kg/l, with a fuel pressure of 3.45 bar (50 psi) at the refuel
CAUTION: DO NOT LET THE REFUEL PRESSURE GET TO MORE THAN coupling.
3.4 BAR (50 PSI). THIS WILL PREVENT DAMAGE TO THE C. When the refuel stops, make sure that:
AIRCRAFT FUEL SYSTEM. S the END light comes on and does not flash
1. On the refuel/defuel control panel : S the numbers on the ACTUAL and the PRESELECTED displays are
A. Put the LOAD switch to the INC position and hold it there. stable and are the same ± 200 kg (± 440.9244 lb).
B. Make sure that the numbers on the PRESELECTED display increase. D. Set the MODE SELECT switch to OFF.
C. When the PRESELECTED display shows the necessary fuel load, E. If the power supply is from the battery, put the PWR SUPPLY switch to
release the LOAD switch. NORM.
D. Make sure that the REFUEL VALVES switches are in the NORM 4. Stop the pump on the fuel tanker/pump unit.
position and guarded.
NOTE: If a switch is moved to SHUT during the automatic refuel, the
applicable valve closes. if a switch is moved to OPEN during the
automatic refuel, the FCMS ignores the command until the
automatic refuel is complete. then, after approximately 15
seconds, the refuel will continue (in manual mode) into the
applicable tank.
Page 128

Technical Training
28−25
990VU

kg TEST OPEN
X 1000
CKPT
END

MODE SELECTOR
REFUEL
OPEN NORM
OFF NORM SHUT
SHUT DOWN
DEFUEL
BAT
990VU
Page 129
Figure 66 Refuel/Defuel Panel
Technical Training
28−25
Cockpit Refuel Control (optional)

An automatic pressure refuel can also be controlled from the cockpit. The
MCDU (Ref. 22−82−00) is used to:
S set the preselected fuel quantity
S do a test of the fuel hi−level sensors.
When the cockpit refuel P/BSW 37QU is pushed (in):
S the ON light comes on
S the ready−to−refuel lights 36QU1(36QU2) at the LH(RH) refuel/defuel
coupling come on
S the CKPT light on the refuel/defuel panel 990VU comes on.
When fuel pressure is available at the refuel/defuel couplings, the automatic
pressure refuel starts.
The refuel procedure is then as shown for the refuel/defuel panel 990VU.
When the refuel is complete, the END light comes on and the ready−to−refuel
lights 36QU1(36QU2) at the LH(RH) refuel/defuel coupling go off.
The REFUEL P/BSW is then released (out) and:
S the ON light goes off
S the CKPT light on the refuel/defuel panel 990VU goes off.
Page 130

Technical Training
28−25
READY TO REFUEL
LIGHT ( GREEN )
285VU
COCKPIT
REFUEL
SWITCH
ACCESS
PANEL
Page 131
Figure 67 Cockpit Refueling
Technical Training
REFUEL/DEFUEL
28−25
PRESSURE REFUEL WITH MANUAL CONTROL FROM THE REFUEL/DEFUEL PANEL 990VU
Job Set Up
S Refer to Procedure AUTOMATIC CONTROL 7. Set the MODE SELECT switch to OFF.
8. Put the applicable REFUEL VALVE switches to the NORM position
Procedure
9. If the power supply is from the battery, put the PWR SUPPLY switch to
CAUTION: DO NOT LET THE REFUEL PRESSURE GET TO MORE THAN NORM.
3.4 BAR (50 PSI). THIS WILL PREVENT DAMAGE TO THE
10.Stop the pump on the fuel tanker/pump unit.
AIRCRAFT FUEL SYSTEM.
1. On the refuel/defuel control panel 990VU:
A. Put the REFUEL/DEFUEL VALVE switches for the fuel tanks you want
to refuel to the OPEN position.
NOTE: To refuel the trim tank, you must have one of these conditions:
S the two innner tank inlet valves are open
S the center tank inlet valve is open
S the two inner tank fuel quantities are above 14000kg
S one inner tank quantity is above 14000kg and the other inner tank
inlet valve is open
B. Put the REFUEL/DEFUEL VALVE switches for the tanks you do not
want to refuel to the SHUT position.
2. Start the pump on the fuel tanker/pump unit.
3. Put the MODE SELECT switch 3QU to the REFUEL position.
4. Monitor the fuel quantity displays.
NOTE: If necessary use the applicable manual refuel distribution graph
to make sure that the fuel distribution is correct for flight.
5. If the trim tank is to be refueled, it must be done in two steps:
A. When the trim tank fuel quantity reaches 1000kg below that shown on
the applicable graph, shut the trim tank inlet valve.
B. When the two inner tanks are at the target value open the trim tank inlet
valve.
6. When each tank has the correct fuel quantity, put its REFUEL/DEFUEL
VALVE switch to the SHUT position
NOTE: Each tank quantity can increase 100kg to 200kg after the
REFUEL/DEFUEL VALVE switch is set to SHUT position
Page 132

Technical Training
REFUEL/DEFUEL
28−25
990VU

kg TEST OPEN
X 1000
CKPT
END

MODE SELECTOR
REFUEL
OPEN NORM
OFF NORM SHUT
SHUT DOWN
DEFUEL
BAT
990VU
Page 133
Figure 68 Refuel/Defuel Panel
Technical Training
FUEL SYSTEM A330
REFUEL/DEFUEL
28−25
PRESSURE DEFUEL DESCRIPTION

General
The defuel system uses the same fuel valves and fuel lines as the refuel When the fuel quantity in an inner tank decreases to 3500 kg the intertank
system. transfer valves automatically open. The fuel in the outer tanks moves to the
The aircraft can be defuelled through one or more of the refuel hose adaptors. inner tanks which are subsequently defuelled.
But when only one adaptor on a refuel/defuel coupling is used, it must be the To defuel the trim tank during a pressure defuel, it is necessary to set a forward
one identified USE THIS ADAPTOR TO DEFUEL. fuel transfer. Thus the fuel from the trim tank goes into the center tank as the
In this description, the defuel is through the four adaptors. There are two fuel in center tank is removed from the aircraft.
procedures to defuel the aircraft which are: NOTE: If a surge tank fuel−sensor becomes wet during the defuel the LH
S the Pressure Defuel and RH aft transfer valves close.
S the Suction Defuel NOTE: If the Refuel / Defuel ISOL VALVE is not opened it can be
The pressure defuel cannot start unless all the wing inlet valves are closed. overridden by pressing the MANUAL OVERRIDE BUTTON
This prevents the possibility of a tank overflow, because the inner tanks have during defueling!
no fuel hi−level sensor protection during a defuel. It is only possible to pressure
defuel the inner and center fuel tanks. To defuel the other fuel tanks, their fuel Center Tank Pressure Defueling (A330−200 Only)
must first be moved to the center or inner tanks. The MODE SELECT switch has to be set to DEFUEL
The Center Tank transfer pump(s) are set to ON
Wing Tank Pressure Defueling
The transfer pumps push the fuel out of the aircraft to the defueller. To defuel
The MODE SELECT switch has to be set to DEFUEL
the trim tank during a pressure defuel, it is necessary to set a forward fuel
The TRANSF VALVE switch is set to OPEN (which sends a signal to the transfer. Thus the fuel from the trim tank goes into the center tank as the fuel in
FCMS) center tank is removed from the aircraft.
When the main fuel pumps or the stby fuel pumps are set to on, the FCMS
opens the aft transfer valves.
The FCMS also energizes the refuel isolation valve.
The fuel pumps (with the related crossfeed valves open) then push the fuel
through the aft transfer valves into the refuel / defuel gallery. From there it goes
out of the aircraft to the defueller.
The aft transfer valve cannot open unless all these conditions occur:
S one or more of the LH (RH) main or standby fuel pumps are in operation
S the trim tank is empty
S the surge tank fuel−sensors are not wet
S the outer−tank inlet valves are closed
S the center−tank inlet valve is closed
S the inner−tank inlet valves are closed
Page 134

Technical Training
FUEL SYSTEM A330
REFUEL/DEFUEL
28−25

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 135
Figure 69 Pressure Defueling A330−200
Technical Training
FUEL SYSTEM A330
REFUEL/DEFUEL
28−25
SUCTION DEFUEL DESCRIPTION

General
It is possible to suction defuel all of the fuel tanks.
To do this:
S the MODE SELECT switch is set to DEFUEL
S the necessary fuel−tank inlet valves are set to OPEN
The FCMS energizes the refuel isolation solenoid and (when the defueller
supplies the suction) the valve opens. The fuel is then removed from the
selected fuel tanks (through the refuel diffusers and the open inlet valves).
To do a suction defuel it is necessary for the level sense function of the FCMS
to be in operation. If the full FCMS is energized it moves the fuel valves to the
position shown on the refue / defuel panel (the NORM position closes the
valve).
NOTE: If the trim tank contains fuel, then fuel−system interlocks prevent a
suction defuel of the inner tanks
Page 136

Technical Training
FUEL SYSTEM A330
REFUEL/DEFUEL
28−25

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 137
Figure 70 Suction Defueling A330−200
Technical Training
28−25
FUEL GROUND TRANSFER DESCRIPTION

General
It is possible to do a ground transfer from the center or inner tanks to all the
tanks (but not usually to the trim tank). The FCMS must be energized.
Inner Tank Ground Transfer

To do a ground fuel−transfer from the inner tank:
S the MODE SELECT switch is set to REFUEL
S the TRANSF VALVE switch is set to OPEN
S the necessary REFUEL/DEFUEL−VALVES switches are set to OPEN
S the MAIN or STBY fuel pumps are set to ON
NOTE: The TRANSF VALVE switch opens the LH aft transfer valve
(only if a related stby or main pump is on), and opens the RH
transfer valve (only if a related stby or main pump is on). This
function prevents a loss of fuel pressure to the APU when it is
supplied through the forward APU fuel pump.
Page 138

Technical Training
28−25
990VU

kg TEST OPEN
X 1000
CKPT
END

MODE SELECTOR
REFUEL
OPEN NORM
OFF NORM SHUT
SHUT DOWN
DEFUEL
BAT
Page 139
Figure 71 Inner Tank Ground Transfer
Technical Training
REFUEL/DEFUEL
28−25
CENTER TANK GROUND TRANSFER DESCRIPTION

To do a ground fuel transfer from the center tank:
S the MODE SELECT switch is set to REFUEL
S the necessary REFUEL/DEFUEL VALVES switches are set to OPEN
S the TRANSF VALVE switch is set to OPEN (the transfer valves do not
open, but the inlet valves go into the refuel mode)
S the MAIN fuel pumps are set to OFF
S the TRANSFER pump(s) are set to ON
NOTE: If fuel remains in the center tank after a maintenance operation, it
is recommended that it is transferred to the inner tanks. This will
make sure that the fuel is in the correct configuration for an
automatic pressure refuel.
Page 140

Technical Training
REFUEL/DEFUEL
28−25
990VU

kg TEST OPEN
X 1000
CKPT
END

MODE SELECTOR
REFUEL
OPEN NORM
OFF NORM SHUT
SHUT DOWN
DEFUEL
BAT
Page 141
Figure 72 Center Tank Ground Transfer
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
INDICATING
28−40

SYSTEM DESCRIPTION
The indicating systems are : Tank Level Sensing
S the Quantity Indicating System (which gives separate and total fuel quantity The tank level sensing monitors the fuel level in:
indications). S the surge tanks
S the Manual Magnetic Indicators (a secondary system used to estimate the S the outer tanks
fuel quantity when the aircraft is on the ground)
S the inner tanks
S the Tank Level Sensing (which gives indications and warnings when the fuel
S the center tank
is at given leveis)
S trim tank
S the Fuel Temperature Measurement System (which gives continuous
temperature indications, and warnings when the fuel temperature is at given S the trim surge tank
levels) The system has level sensors which send fuel level signals to the FCMS. The
FCMS uses the fuel level data to:
Quantity Indicating
S control the operation of the tank inlet valves during a refuel or a fuel transfer
The fuel quantity indicating system (FQI) measures the total guantity of fuel in
S close the trim tank isolation valve when the trim tank is empty
the range unusable to overflow. It gives indications for each of these fuel tank /
areas : S send fuel level warnings to the EWD
S the LH and RH outer tanks Fuel Temperature Measurement
S the Center Tank The fuel temperature measurement system monitors the temperature of the
S the LH and RH inner tanks fuel in :
S the LH and RH collector cells S the LH outer tank
S the trim tank. S the LH and RH collector cells
The FQI has fuel probes with a capacitance that is in proportion to the amount S the trim tank.
of fuel that touches the probes. The Fuel Control and Monitoring System The system has temperature sensors of which the electrical resistance
continuously measures this capacitance and: changes in proportion to the changes in temperature. The FCMS measures
S transmits the fuel level data to the Engine/Warning Display (EWD) and the this resistance and transmits the temperature data to the EWD and tbe SD.
System Display (SD)
S uses the fuel quantity data to control the fuel system operation
The Manual Magnetic Indicators (MMI) are a secondary direct reading
system used (only on the ground) to calculate the fuel guantity in the tanks. It is
not necessary to have electrical power to use the indicators.
Page 142

Technical Training
INDICATING
28−40
Page 143
Figure 73 Fuel Indication Schematic
Technical Training
INDICATING
28−40
MANUAL MAGNETIC INDICATORS

General
The Manual Magnetic Indicators (MMI) are a secondary direct reading system
used to calculate the fuel quantity on ground.
They are installed in:
S the inner tanks
S the outer tanks
It is not necessary to have electrical power to use the MMIs. Each MMI has a
magnetic level indicator (MLI). The MLI is a glass reinforced plastic rod which
has marks to show the fuel level.
A set of mathematical tables is used to make the fuel quantity calculation.
These connect together:
S the MLI indication
S the aircraft attitude
S the specific gravity of the fuel
NOTE: To calculate the quantity in the trim tank the tank must be
emptied to the inners.
Page 144

Technical Training
INDICATING
28−40
FUEL TANK
TOP SKIN
FLOAT
TUBE TANK FUEL LEVEL

INDICATION
MLI ROD
MLI ROD
HOUSING
LOCKED POSITION
FUEL TANK
BOTTOM SKIN
Page 145
Figure 74 Manual Magnetic Indicators
Technical Training
INDICATING
28−40
SYSTEM DESCRIPTION
General
All the wing Manual Magnetic Indicators (MMIs) are installed in the bottom
surface of the fuel tank. Access to the MLI is from below the wing. An attitude
monitor is installed in the aircraft fuselage.
The MMIs are installed as follows:
S five in each inner tank
S three in each outer tank.
The assembly of each MLI housing is almost the same, but the angle of th
body mounting flanges (and the length of their tubes) are different. The end cap
prevents a fuel leakage when the MLI is in use or removed.
The body is attached to the other end of the tube and connects the
MLI-housing to the fuel tank. The float assembly (which contains a magnet) is
free to move up and down the outside of the tube. The MLI-housing (which fully
contains the MLI) has a bayonet−type recess into which the MLI
bayonetlock engages.
Attitude Monitor
The attitude monitor is a circular level with graduations on the surface. Each
square of the grid is equal to 0.5 ° change of attitude. The position of the
bubble in relation to the grid gives the aircraft attitude.
NOTE: In case of a failed Attitude Monitor the Pitch and Roll position readout
can be taken from the SPECIFIC DATA pages through the MCDU from the
FCMCs or with the ACMC Alpha Callup Menü.
AIRCRAFT ATTITUDE CONVERSION TABLE

Pitch Ref Roll Ref
minus2.5 1 minus 1.5 A
minus2.0 2 minus 1.0 B
minus1.5 3 minus 0.5 C
minus1.0 4 0.0 D
minus0.5 5 plus 0.5 E
0.0 6 plus 1.0 F
Page 146

Technical Training
INDICATING
28−40
STICK HEIGHT 60 62 64 66 68 70 72 74 76 78
ATTITUDE MONITOR
READING
PITCH ROLL LITERS
1 A 6010 6320 6640 6970 7310 7660 8020 8380 8750 9130
1 B 5880 6190 6500 6820 7150 7480 7830 8180 8540 8910
1 C 5770 6060 6360 6670 6990 7320 7650 7990 8340 8700
1 D 5660 5940 6240 6540 6850 7170 7490 7820 8160 8510
1 E 5560 5840 6120 6420 6720 7030 7340 7660 7990 8330 ACMS
1 F 5470 5740 6020 6300 6600 6900 7200 7520 7840 8170 ALPHA CALL−UP 1/8
1 G 5380 5640 5920 6200 6480 6770 7070 7380 7690 8010 ALPHA SOURCE POS
2 G 5280 5550 5820 6100 6390 6680 6980 7280 7600 7920
L1 *PTCH IRS−1 1: −0.917 R1
2 F 5370 5640 5920 6210 6500 6800 7110 7420 7740 8070
2 E 5460 5740 6030 6320 6620 6930 7250 7570 7900 8240 (DEGS ) 2 1: −0.950
2 D 5560 5850 6140 6440 6750 7070 7400 7730 8070 8410 L2 1:
*ROLL IRS−1 0.148 R2
2 C 5670 5960 6270 6580 6900 7220 7560 7900 8250 8610
) 2 1: 0.181
2 B 5780 6090 6400 6720 7050 7390 7730 8080 8440 8810 (DEGS
2 A 5910 6220 6550 6880 7220 7560 7920 8290 8660 9040 L3 *#### R3
3 A 5820 6130 6450 6780 7120 7470 7830 8190 8570 8950
3 B 5690 5990 6310 6630 6950 7290 7640 7990 8350 8720
L4
3 C 5570 5860 6170 6480 6800 7120 7460 7800 8150 8510 R4
3 D 5470 5750 6050 6350 6660 6980 7300 7630 7970 8320
3 E 5370 5650 5930 6230 6530 6840 7150 7470 7800 8140
L5 ##### ##### ##### ##### R5
3 F 5280 5550 5830 6110 6410 6710 7010 7330 7650 7980
3 G 5190 5460 5730 6010 6290 6580 6880 7190 7500 7820 ##### ##### ##### #####
4 G 5100 5370 5640 5920 6200 6490 6790 7100 7410 7730 L6 PRINT*
<RETURN SCRATCHPAD R6
4 F 5190 5460 5740 6020 6310 6610 6920 7230 7560 7890
4 E 5280 5560 5840 6130 6440 6740 7060 7380 7710 8050
4 D 5380 5660 5960 6260 6570 6880 7210 7540 7880 8230
4 C 5480 5780 6080 6390 6710 7040 7370 7710 8070 8430
4 B 5600 5900 6210 6530 6860 7200 7550 7900 8270 8640
4 A 5720 6040 6360 6690 7030 7380 7740 8110 8480 8870
5 A 5630 5950 6270 6600 6940 7290 7650 8020 8400 8790
5 B 5510 5810 6120 6450 6770 7110 7460 7820 8180 8550
5 C 5390 5690 5990 6300 6620 6950 7280 7630 7980 8340
5 D 5290 5570 5870 6170 6480 6790 7120 7450 7800 8150
5 E 5190 5470 5750 6050 6350 6650 6970 7290 7630 7960
5 F 5100 5370 5650 5930 6220 6520 6830 7150 7470 7800
5 G 5020 5280 5550 5830 6110 6400 6700 7010 7320 7640
6 G 4930 5200 5470 5740 6030 6320 6620 6920 7240 7560
6 F 5020 5290 5560 5850 6140 6440 6740 7060 7380 7710
6 E 5110 5380 5670 5960 6260 6570 6880 7210 7540 7880
6 D 5200 5490 5780 6080 6390 6710 7030 7370 7710 8060
6 C 5310 5600 5900 6210 6530 6860 7200 7540 7900 8260
6 B 5420 5730 6040 6360 6690 7030 7380 7730 8100 8470 ATTI-
6 A 5550 5860 6180 6520 6860 7210 7570 7940 8320 8710
7 A 5470 5780 6100 6430 6780 7130 7490 7860 8240 8630 TUDE
7
7
B
C
5340
5230
5640
5520
5960
5820
6280
6130
6610
6450
6950
6780
7290
7110
7650
7460
8020
7810
8390
8180
MON-
7 D 5120 5410 5700 6000 6310 6630 6950 7290 7630 7980 ITOR
7 E 5020 5300 5580 5870 6170 6480 6800 7120 7450 7790
7 F 4850 5110 5380 5660 5940 6230 6530 6840 7150 7470
7 G 4940 5200 5480 5760 6050 6350 6660 6980 7300 7630
Page 147
Figure 75 MMI Table and Attitude Monitor
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
LEVEL SENSING
28−46

DESCRIPTION
The tank level sensing systern monitors the level of fuel in: Hi Level Sensing
S the LH (RH) Surge Tank The Outer, Inner and Trim fuel tanks each have a pair of hi−level sensors which
S the LH (RH) Outer Tank are installed at the same height in the tank. When the two hi−level sensors in a
fuel tank become wet:
S the LH (RH) Inner Tank
S the FCMS closes the related tank inlet valve
S the Center Tank
The Center Tank has two hi−level sensors. During a refuel, when the first
S the Trim Tank
hi−level sensor becomes wet:
S the Trim Surge Tank.
S the FCMS closes the Center Tank Restrictor Valve
The system has level sensors which send fuel level signals to the Fuel Control
When the second hi−level sensor becomes wet:
and Monitoring System (FCMS). The FCMS uses the fuel level data to:
S the FCMS closes the Center Tank Inlet Valve
S control the operation of transfer pumps when the center tank is at lo−level
S stop a fuel jettison (if an inner tank lo−level sensor becomes dry) Lo Level Sensing
S control the operation of the refuel restrictor valve during a refuel The lo−level sensor in the center tank is installed near to the lowest point in the
S control the operation of the emergency isolation valves during a refuel tank. When the sensor has been dry for more than 3 minutes:
S close the trim−tank isolation valve when the trim tank is empty S the FCMS stops the Tansfer Pumps
S transmit fuel level warnings to the Engine/Warning Display (EWD) The lo−level sensors in the inner tank are installed at a height which is
approximately equal to a fuel quantity of 2700 kg in each inner tank. If the two
The tank level sensing system has sensors which are installed in the tanks as sensors in one of the inner tanks are dry (for more than 30 seconds)
follows:
S the FCMS sends a warning to the ECAM
Hi−Level Sensors:
S the FCMS stops a Jettison System operation
S two in the outer tank
When the trim tank the lo−level sensor has been dry for 1 minute:
S two in the inner tank
S the FCMS sends a warning to the ECAM
S two in the center tank
S the FCMS closes the Trim Tank Isolation Valve
S two in the trim tank
Lo−Level Sensors: Overflow Level Sensing
S two in the inner tank The overflow sensors are installed in the surge tanks near to the lowest point in
the tank. If an overflow sensor becomes wet during a refuel:
S one in the center tank
S the FCMS closes all the (open) Inlet Valves and the Refuel/Defuel Isolation
S one in the trim tank
Valves
Overflow Sensor:
S one in the wing surge tank
Page 148

Technical Training
LEVEL SENSING
28−46
SENSOR SENSOR
LO-LEVEL HI-LEVEL
SENSOR
HI-LEVEL
LEVEL SENSOR
EXAMPLE INSTALLATION
SENSOR
LO-LEVEL
SENSOR
SENSOR
LO-LEVEL
HI-LEVEL
SENSOR SENSOR
HI-LEVEL HI-LEVEL
SENSOR SURGE TANK

OVERFLOW SENSOR SURGE TANK
OVERFLOW
Page 149
Figure 76 Tank Level Sensing Schematic
Technical Training
LEVEL SENSING
28−46
Etops-Sensor (A330 only)
The ETOPS warning sensors in the inner tank are installed at a height which is
equal to a fuel quantity that is sufficient for 180 minutes flying.
When this sensor is dry, the FCMS sends a warning to the ECAM.
Page 150

Technical Training
LEVEL SENSING
28−46
SENSOR LO−LEVEL SENSOR LO−LEVEL

GROUP A GROUP B
STA0/RIB1
64QJ 1(64QJ2)
SENSOR
ETOPS WARNING
SENSOR HI−LEVEL
GROUP A
STA1144/RIB17
SENSOR HI−LEVEL
GROUP B
SENSOR HI−LEVEL
GROUP A
SENSOR HI−LEVEL
GROUP B
STA2000/RIB30
STA2316/RIB35
SENSOR SURGE TANK

OVERFLOW
LH WING SHOWN
RH WING OPPOSITE HAND
Page 151
Figure 77 Etops Sensor (A330 only)
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
TEMPERATURE MEASUREMENT
28−49

SYSTEM DESCRIPTION
General Operation
The fuel-temperature measurerment system uses temperature sensors to The temperature sensor unit has:
monitor the temperature of the fuel in: S a body
S the LH outer tank S two temperature sensors
S the LH and RH inner tank The FCMS monitors the temperature of the fuel continuously.
S the trim tank. If the temperature increases or decreases to a given value a warning is given in
The electrical resistance of the temperature sensors changes in proportion to the cockpit. The warning is given at the advisory limit and is shown again at the
the changes in temperature. The Fuel Control and Monitoring System FCMS warning limit.
measures this change in resistance and:
S transmits the temperature data to the EWD and the SD SENSOR ADVISORY WARNING
OUTER TANK −40 _ C −47 _ C
Description
The fuel temperature measurement system has these components: TRIM TANK −40 _ C −47 _ C
S the LH Outer Tank Temperature Sensor INNER TANK ENG −35 _ C −42 _ C
FEED
S the LH (RH) Collector Cell Temperature Sensors
S the Trim Tank Temperature Sensor INNER TANK JET A +40 _ C +59.5 _ C
Each temperature sensor is installed near to the lowest part of the tank. This
makes sure that the temperature sensor is kept in the fuel for most of the time. NOTE:
When the fuel quantity for the LH outer tank is below 11OO kg or the trim tank
is below 1OOOkg
S the related tank fuel temperature data is not shown on the SD
S there are no advisory or warning messages given for those tanks.
Page 152

Technical Training
TEMPERATURE MEASUREMENT
28−49
SENSOR HIGH TEMPERATURE
SENSOR LOW
TEMPERATURE
INNER
TANK
TRIM
TANK
SENSOR LOW
TEMPERATURE SENSOR INSTALLATION
EXAMPLE
OUTER
TANK
Page 153
Figure 78 Fuel Temperature Measurement Schematic
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
FUEL SYSTEM A330
JETTISON SYSTEM
28−30
28−30 JETTISON SYSTEM (OPTIONAL ON A330−200)

SYSTEM DESCRIPTION
The jettison system makes it possible to discard some of the aircraft fuel in
flight. The crew manually start the operation of the jettison system from the
cockpit.
The jettison system has two jettison valves. They are identified as:
S the LH Fuel Jettison Valve with its actuator
S the RH Fuel Jettison Valve with its actuator
The activated system continues until one of these conditions occur:
S the crew stops the operation
S the Fuel Control and Monitoring System stops the operation at a pre−set
jettison final gross weight
S the total fuel quantity in the two inner tanks is less than 10000 kg
S the two lo−Level sensors in one of the inner tanks become dry
Operation of the jettison system also causes a forward fuel−transfer to
occur. The jettison system output−rate is approximately 1150 kg per minute.
The jettison valve is installed in a fuel line from the refuel gallery. The valve
controls the flow of fuel from the refuel gallery to the jettison pipe. The valve is
installed in the inner tank and is attached to the bottom skin.
When the valve opens, the all fuel pumps remove fuel from the Center and
Inner tanks. The fuel then goes through the jettison valve, the jettison pipe and
overboard.
Page 154

Technical Training
FUEL SYSTEM A330
JETTISON SYSTEM
28−30

ENGINE ENGINE
1 2
X-FEED
VLV
ENG 1 ENG 2
FUEL LP FUEL LP
VLV VLV
AFT X-FER
VALVES
APU LH RH
ISOL
VLV
L PUMP R PUMP
1 1
L PUMP R PUMP
2 APU FWD 2
PUMP
L STBY R STBY

RH EMER
ISOL VLV
VLV VLV
CTR TK INL
RESTR.
VLV
REFUEL REFUEL
ISOL VLV

TRIM TK
PUMP

TRIM TK
ISOL VLV
TRIM TK
INLET VLV
APU
TRIM TANK
Page 155
Figure 79 Jettison System Schematic (A330−200 only)
Technical Training
JETTISON SYSTEM
28−30
SYSTEM OPERATION
The jettison system operation can only be started manually, but it can be Jettison System Manually Set to Off
stopped manually or automatically. When the JETTISON ARM P/BSW or the JETTISON ACTIVE P/BSW is set to
OFF it closes:
Jettison System set to ON
S the LH jettison valve
When the two jettison P/BSWs are set to ON:
S the RH jettison valve
S the two Jettison Valves open
S the two Transfer Pumps supply fuel from the center tank (if fuel is in the Fuel Quantity stops the Jettison System Operation
center tank) The crew can set an jettison final gross weight (JFGW) at which the operation
S if open, the Trim Pipe Isolation Valve and all the fuel tank Inlet Valves (but of the jettison system automatically stops.
not Trim Tank Inlet) close The crew sets the necessary gross weight on the MCDU and then sets the two
S the two Aft Transfer Valves open JETTISON P/BSWs to ON. The jettison system will continue to discard fuel
S all the Crossfeed Valves open (A340 only) until the aircraft weight is the same as the jettison final gross weight set (or until
a different jettison−stop condition occurs).
S all the Main and Standby Pumps supply fuel from the inner tanks
S it starts a forward transfer into the center tank Fuel Level stops the Jettison System Operation
NOTE: The standby pumps and the crossfeed valves stay in the jettison The fuel level sensing system stops a jettison operation:
mode until one or the two jettison P/BSWs are released out. S if a fuel quantity is not set or
The fuel (from the inner and center tanks) then flows through the jettison S one of the two JETTISON P/BSWs is not set to off.
valves, the jettison pipe in the No. 4 flaptrack fairing and overboard. S When one of the lo−level sensors (in the inner tank) becomes dry it closes
the jettison valves.
Jettison Valve Actuator
Each actuator is attached to the drive assembly of the jettison valve (below the
inner tank) with a V−band clamp.
Thus you do not have to go into the fuel tank to replace the actuator.
The interface between the actuator and its jettison valve is a valve spindle that
goes through the fuel tank bottom−skin.
Page 156

Technical Training
JETTISON SYSTEM
28−30
OUTBOARD JETTISON VALVE DEACTIVATION

FUEL
FLAP
OUT
JETTISON
VALVE
JETTISON
PIPE
DUMMY PLUG
FLAP TRACK 4 (WITH SHUNT)
DRIVE
ASSEMBLY
O-RING
JETTISON
VALVE
FUEL TANK
SKIN V- CLAMP
DOWEL
VALVE LOCKING
TOOL
ELECTRICAL LOCK-KEY
ACTUATOR
Page 157
Figure 80 Jettison Components
Technical Training
A330/A340 Fuel
28−00 FUEL SYSTEM

28−51 FCMC
28−11 TANKS
Lufthansa
Technical Training
CONTROL AND MONITORING
28−50

FCMC EXTERNAL INTERFACES
On Board Maintenance System (OMS) Flight Warning Computer (FWC)
The On Board Maintenance System is in constant relation with all aircraft Fuel System warnings are sent through ARINC busses to the Flight Warning
systems. Each FCMC is only connected to Central Maintenance Computer 1, Computers.
although on separate ARINC 429 buses.
Display Management Computer (DMC)
However, if CMC 1 fails, data will be received from CMC 2 via CMC 1 and the
source will be transparent to the FCMS. ECAM FUEL Indications are displayed through the Display Management
Computers.
The ARINC inputs from the CMCs are the Universal Time Correlation, Flight
Phase, Aircraft Configuration, Date and Aircraft Identification. Aircraft Condition Monitoring System (ACMS)
ARINC outputs to the CMCs are LRU Identification and Maintenance Fuel parameters are transmitted to the Aircraft Condition Monitoring System.
Information.
Slat Flap Control Computer (SFCC)
Flight Management Guidance And Envelope Computer (FMGEC)
Each Slat Flap Control Computer inputs two discrete signals.
The Auto Flight System sends ARINC data. Each FMGEC sends a discrete
The two SFCC input signals are the Slat/Flap Lever Position (retracted or not)
input of an Aft CG Target Forward signal.
and Slats extended or not.
The FMGEC sends Zero Fuel Weight, Aircraft Gross Weight, Aircraft
Longitudinal Center of Gravity, Zero Fuel Center of Gravity, Preselected Fuel Landing Gear Control And Interface Unit (LGCIU)
Quantity and remaining time to destination. The two Landing Gear Control and Interface Units transmit two discrete
signals. A third discrete input comes from the Landing Gear Position Lever.
Air Data And Inertial Reference System (ADIRS)
The LGCIU inputs are :
The Air Data and Inertial Reference System transmits altitude and
accelerations by ARINC busses. − LH Main Landing Gear locked down,
The Air Data and Inertial Reference System transmits the Barometric Altitude, − Nose Gear compressed.
the Longitudinal, Lateral and Normal Accelerations.
Electronic Control Box (ECB)
Flight Control Data Concentrator (FCDC) An APU fuel command discrete signal is received from the Electronic Control
The Flight Control Data Concentrators send the Horizontal Tailplane Angle Box when fuel is required. The FCMCs receive APU Pumps Low Pressure
data. signals.
Weight And Balance System (WBS)

The Weight and Balance System can input the Aircraft Gross Weight and the
Aircraft Longitudinal Center of Gravity.
(The Weight and Balance System is an option.)
Page 158

Technical Training
28−50
Page 159
Figure 81 FCMC External Interfaces
Technical Training
28−50
FCMC BITE TEST

General
Each FCMC has hardware and software that together give the FCMC Built In
FUEL IN
Test Equipment BITE. The BITE has these functions:
WING TANK FUEL LOADS WINGS TO TRIM TANK
S continuously monitor the FCMC and fuel system components for failure
S to do a BITE system test 50000kg
S to do a Valve Test
S to do a Level Sense Test
The FCMC supplies data to the CMCs. The CMCs are the interface between 40000kg
the FCMC-BITE and the MCDU.
Fuel Valve Test

The FUEL VALVE TEST gives the maintenance the ability to transfer fuel in all 30000kg
tanks. Thus carefully notice the CAUTION page to be aware of the transfer
condition.
In order to abort the test press RETURN, and all tested valves will go to their 20000kg
failsafe CLOSED position.
When the Trim Tank is to be filled notice the safety graph what gives the
maximum allowable Trim Tank Quantity.
10000kg
Each valve has two Lines on the FUEL VALVES TEST page. The second Line
aligns with the function keys to give SHUT and OPEN seLections. The valve
conditions can be:
S OPEN
0 1000kg 2000kg 3000kg 4000kg 4800kg
S SHUT
S FAIL OPEN FUEL IN TRIM TANK
S FAIL UNKNOWN
S FAIL SHUT
S ABNORMAL
The valve test function is not available during an aircraft refuel operation.
Page 160

Technical Training
28−50
MAIN MENU
FCMC 1 FCMC 1
LAST LEG CLASS 3
FUEL VALVE TEST
<REPORT FAULTS>
CAUTION
PREVIOUS LEGS SYSTEM
<REPORT TESTS> OPERATION OF THESE
VALVES MAY CAUSE THE
FUEL VALVE
AIRCRAFT TO JETTISON
<LRU IDENT TEST> 1 FUEL OR OVERBALANCE
LEVEL SENSE
TEST> CONTINUE* 2
TROUBLE SHOOT GROUND
<DATA REPORT>
INPUT
<RETURN PARAMETERS> <RETURN PRINT*
FCMC 1 1/6 FCMC 1 1/6

FUEL VALVE TEST FUEL VALVE TEST
VALVE DESCRIPTION
*SHUT STATE OPEN* 3
VALVE DESCRIPTION TEST IN PROGRESS
*SHUT STATE OPEN*
VALVE DESCRIPTION
*SHUT STATE OPEN*
VALVE DESCRIPTION
*SHUT STATE OPEN*
<RETURN PRINT* <RETURN PRINT*
Page 161
Figure 82 FCMC Fuel Valve Test
Technical Training
28−50
Input Parameters
If this selection is made on the MCDU the page shows the external input
values stored in the FCMC. These inputs are:
S probe capacitances
S fuel permittivities
S fuel densities
S fuel temperatures
S effective surface attitude (pitch and roll provided by ADIRUs)
S discrete inputs (including level sensor conditions)
NOTE: The page which is shown on the MCDU gets an automatic update
every 5 sec. If a parameter is not available it is replaced with a dash
(–) character.
Page 162

Technical Training
28−50
EXAMPLE PAGE 4
2
FCMC 1 FCMC 1 4/10
LAST LEG CLASS 3
INPUT PARAMETER
<REPORT FAULTS>
SYSTEM
TANK PITCH ROLL
PREVIOUS LEGS
TESTS> L OUTR −01.32 00.20
<REPORT
L INR −01.32 00.20
FUEL VALVE −01.32 00.20
COLL 1
<LRU IDENT TEST> −01.32 00.20
COLL 2
LEVEL SENSE COLL 3 −01.32 00.20
TEST> COLL 4 −01.32 00.20
TROUBLE SHOOT R INR −01.32 00.20

GROUND
<DATA REPORT> R OUTR −01.32 00.20
INPUT
<RETURN PARAMETERS> 1 <RETURN PRINT*
EXAMPLE PAGE 9
3
FCMC 1 9/10
INPUT PARAMETER
FCMS DISCRETE INPUTS
ABCDEFGHJKLMNPQRSTV
1 0 0 0 0 0 0 0
2 0 0 0 0 0 0 0 0 0 0
3 1 1 1 1 1 1 1
4 1 1 1 1 1 1 1 1 1 1 1 1
5 1 1 1 1 1 1 1
6 1 1 1 1 1 1 1 0 − 0 − 1 1
7 1 1 1 1 1
8 0 0 0 0 0 0 1 1
<RETURN PRINT*
Page 163
Figure 83 FCMC Input Parameters
Technical Training
A330 28 L3
TABLE OF CONTENTS
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 28−23 CROSSFEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 66
28-00 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 68
GENERAL LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 28−26 MAIN TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 70
28−00 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
GENERAL LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 MAIN TRANSFER DESCRIPTION A330−200 . . . . . . . . . 74
TANK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MAIN TRANSFER DESCRIPTION A330−300 . . . . . . . . . 78
DISTRIBUTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . 8 MAIN TRANSFER COMPONENTS . . . . . . . . . . . . . . . . . . 82
A330−200 DISTRIBUTION SCHEMATIC . . . . . . . . . . . . . 10 28−11 FUEL ISOLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 86
ECAM FUEL PAGE INDICATION A330−300 . . . . . . . . . . 16
28−27 TRIM TANK TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . 88
28−51 FCMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 88
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 24 SYSTEM FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 TRIM TANK TRANSFER OPERATION . . . . . . . . . . . . . . . 94
28−11 TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FORWARD TRANSFER OPERATION A330−200 . . . . . 100
TANK DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FORWARD TRANSFER OPERATION A330−300 . . . . . 108
TANK VENTING LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . 32 TRIM TANK TRANSFER COMPONENTS . . . . . . . . . . . . 112
VENTILATION FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 34 28−17 WATER SCAVENGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
CENTER TANK BOX VENTING/DRAINING A330−300 . 40 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 114
WING TANK WATER DRAIN DESCRIPTION . . . . . . . . . 42
28−25 REFUEL/DEFUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 116
TRIM TANK WATER DRAIN DESCRIPTION . . . . . . . . . . 44
REFUEL/DEFUEL PANEL CONTROLS . . . . . . . . . . . . . . 116
TRIM PIPE SHROUD DRAIN DESCRIPTION . . . . . . . . . 46
28−22 APU FEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 SYSTEM LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 48 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 124
APU FUEL FEED COMPONENT LOCATION . . . . . . . . . 50 REFUELING FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 126
APU FUEL PURGING FUNCTION . . . . . . . . . . . . . . . . . . 52 PRESSURE DEFUEL DESCRIPTION . . . . . . . . . . . . . . . 134
TRIM TRANSFER LINE DAMAGE OPERATION . . . . . . 54 SUCTION DEFUEL DESCRIPTION . . . . . . . . . . . . . . . . . 136
APU FUEL FEED OPERATION . . . . . . . . . . . . . . . . . . . . . 56 FUEL GROUND TRANSFER DESCRIPTION . . . . . . . . . 138
28−21 ENGINE FEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 58 CENTER TANK GROUND TRANSFER DESCRIPTION 140
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 58 28−40 FUEL INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
ENGINE FEEDING COMPONENT LOCATION . . . . . . . 60 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 142
ENG LP FUEL SHUTTOFF VALVE DESCRIPTION . . . . 64 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Page i
A330 28 L3
TABLE OF CONTENTS
28−46 TANK LEVEL SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
28−49 TEMPERATURE MEASUREMENT . . . . . . . . . . . . . . . . . . 152
28−30 JETTISON SYSTEM (OPTIONAL ON A330−200) . . . . . 154
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
28−50 CONTROL AND MONITORING . . . . . . . . . . . . . . . . . . . . 158
FCMC EXTERNAL INTERFACES . . . . . . . . . . . . . . . . . . . 158
FCMC BITE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Page ii
TABLE OF FIGURES
Figure 1 Fuel Tanks and Feed Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 APUCheck Valve, Crossfeed Actuator . . . . . . . . . . . . . . . . . . . 69
Figure 2 Fuel Tanks and Fuel Management Concept . . . . . . . . . . . . . . . . 5 Figure 37 Center to Inner Transfer (Auto Mode) . . . . . . . . . . . . . . . . . . . . 71
Figure 3 Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Outer to Inner (Auto Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 4 Fuel System Basic Schematic A330−300 . . . . . . . . . . . . . . . . . . 9 Figure 39 Center to Inner Transfer (Manual Mode) . . . . . . . . . . . . . . . . . . 75
Figure 5 Fuel System Basic Schematic A330−200 . . . . . . . . . . . . . . . . . . 11 Figure 40 Outer to Inner (Manual Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 6 Cockpit Fuel Panel A330−300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Outer to Inner Autotransfer A330−300 . . . . . . . . . . . . . . . . . . . 79
Figure 7 Cockpit Fuel Panel A330−200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Outer to Inner Manual Transfer A330−300 . . . . . . . . . . . . . . . . 81
Figure 8 ECAM Fuel Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Inner Tank Inlet Valve, Pressure Switch, Transfer Pump . . . . 83
Figure 9 ECAM LP Fuel VLV and Crossfeed VLV . . . . . . . . . . . . . . . . . . . 18 Figure 44 Intertank Transfer Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 10 ECAM Pumps and Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 45 Emergency Isolation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 11 ECAM Transfers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Figure 46 Trim Transfer Overview A330−200 . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 12 ECAM TT and APU Indication . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 47 Trim Transfer Overview A330−300 . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 13 ECAM Quantity and Temperatures . . . . . . . . . . . . . . . . . . . . . . 22 Figure 48 Trim Transfer Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 14 ECAM CG and Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 49 Aft Transfer from Centertank A330−200 . . . . . . . . . . . . . . . . . . 95
Figure 15 FCMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 50 Aft Transfer from Inner A330−200 . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 16 FCMS Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 51 Aft Transfer A330−300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 17 Changeover FCMC1 - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 52 Fwd Transfer (Center Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 18 Tank Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 53 Fwd Transfer (Inner Tanks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 19 Tank Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 54 Fwd Transfer (FWD P/B Pushed) . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 20 Surge Tank Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 55 Fwd Transfer (Feeding Switch to open) . . . . . . . . . . . . . . . . . . 107
Figure 21 Wing/Trim Tank Ventilation Components . . . . . . . . . . . . . . . . . 37 Figure 56 FWD Trim Transfer A330−300 . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 22 Center Tank Vent Components . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 57 FWD Trim Transfer Override A330−300 . . . . . . . . . . . . . . . . . . 111
Figure 23 Center Box Venting and Draining (A330−300) . . . . . . . . . . . . . 41 Figure 58 Trim Tank Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 24 Wing Tank Water Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 59 Water Scavenge Components . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 25 Trim Tank Water Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 60 Refuel/Defuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 26 Trim Pipe Shroud Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 61 Refuel/Defuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 27 APU Fuel Feed Schematic A330−200 . . . . . . . . . . . . . . . . . . . . 49 Figure 62 Refuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 28 APU Fuel Feed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 63 Refuel/Overwing Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 29 APU Purging Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 64 Inlet Valve, Deactivation Tool, Gallery Pressure Switch . . . . . 125
Figure 30 Schematic Trim Tank Transfer Line . . . . . . . . . . . . . . . . . . . . . . 55 Figure 65 External Power Panel; Grounding Points . . . . . . . . . . . . . . . . . 127
Figure 31 Engine Feed System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 66 Refuel/Defuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 32 Main Fuel Pump/Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 67 Cockpit Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 33 Jet Pump, Air Release Valve, Thermal Relief Valve . . . . . . . . 63 Figure 68 Refuel/Defuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 34 LP Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 69 Pressure Defueling A330−200 . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 35 Crossfeed System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 70 Suction Defueling A330−200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Page iii
TABLE OF FIGURES
Figure 71 Inner Tank Ground Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 72 Center Tank Ground Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 73 Fuel Indication Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 74 Manual Magnetic Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 75 MMI Table and Attitude Monitor . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 76 Tank Level Sensing Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 77 Etops Sensor (A330 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 78 Fuel Temperature Measurement Schematic . . . . . . . . . . . . . . . 153
Figure 79 Jettison System Schematic (A330−200 only) . . . . . . . . . . . . . . 155
Figure 80 Jettison Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 81 FCMC External Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 82 FCMC Fuel Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 83 FCMC Input Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Page iv

A330 28 L3

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A330/A340 Fuel

28-00 FUEL SYSTEM

28-00 FUEL SYSTEM

28-00 FUEL SYSTEM

FRA US/T-2 SHM 13.12.2007 Lufthansa

28-00 FUEL SYSTEM

28−00 FUEL SYSTEM

FRA US/T-2 SHM 13.12.2007 Lufthansa

FRA US/T-2 SHM 13.12.2007 Lufthansa

FRA US/T-2 SHM 13.12.2007 Lufthansa

LH INNER TANK RH INNER TANK

LH EMER LH INNER RH INNER

LH INNER TANK RH INNER TANK

LH OUTER TANK RH OUTER TANK

A330−200 DISTRIBUTION SCHEMATIC

FRA US/T-2 SHM 13.12.2007 Lufthansa

LH INNER TANK CENTER TANK RH INNER TANK

LH EMER LH INNER CTR TK RH INNER

LH INNER TANK RH INNER TANK

LH OUTER TANK RH OUTER TANK

Trim Tank Selector

FRA US/T-2 SHM 13.12.2007 Lufthansa

Center Tank Transfer Pushbutton

Optional Jettison System

FRA US/T-2 SHM 13.12.2007 Lufthansa

ECAM FUEL PAGE INDICATION A330−300

FRA US/T-2 SHM 13.12.2007 Lufthansa

ENGINE FUEL USED

ENGINE LP SHUTOFF VALVE

MAIN FUEL PUMPS

OUTER TANK QUANTITY

INNER TANK QUANTITY

OUTER TANK TEMPERATURE INNER TANK TEMPERATURE

TRIM TANK ISOLATION VALVE

APU PUMP TRIM TANK TEMPERATURE

A/C GROSS WEIGHT

A/C CENTER OF GRAVITY

FUEL ON BORD TRIM TANK QUANTITY

LOWER ECAM DISPLAY

INDICATION COLOR VALVE OPERATION

GREEN VALVE OPEN

No1 LP VALVE CROSSFEED VALVE No2 LP VALVE

INDICATION COLOR VALVE OPERATION

VALVE CLOSED BUT

AMBER VALVE IN OPERATION

VALVE CLOSED BUT

VALVE OPEN BUT

XX AMBER DATA NOT AVAILABLE

2840 1140 1140 2840

FOB: 74480KG 4800 5 c

INDICATION COLOR FUEL−PUMP INDICATION

VALVE OPEN− AMBER VALVE CAUGHT OPEN GREEN VALVE OPEN−

AMBER VALVE CAUGHT CLOSED AMBER VALVE OPEN−BUT

28-00 FUEL SYSTEM

FRA US/T-2 SHM 13.12.2007 Lufthansa

FRA US/T-2 SHM 13.12.2007 Lufthansa

FRA US/T-2 SHM 13.12.2007 Lufthansa