SR Technics: 28 Fuel Safety

Training Manual Table of Contents
A318/A319/A320/A321 EASA Part 66 Level III
28 Fuel Safety Indication (28-40-00). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Quantity Indicating System (28-42-00) . . . . . . . . . . . . . . . . . . . . . . . . .
8
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Quantity Indication (28-42-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
28-SFAR88 & EASA INT/POL 25-12 Magnetic Level Indicators (28-43-00). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Tank Level Sensing (28-46-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Airbus Fuel System Design Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Hi-Level BITE (28-46-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Safety Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
28-10 Storage
Safety Areas And Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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Tanks Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LH and RH Wing Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Entry Check-list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Center Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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Water Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
28 Fuel A318/A319/A320 Clack Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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Tank Venting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
28-INTRO Overview Burst Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Overpressure Protector (Center Tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Wing Center Tank External Ventilating . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Intercell Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
28-00 General Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Storage (28-10-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
28-16 Fuel Recirculation and Cooling
Tanks (28-11-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fuel IDG Cooling System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Tank Venting System (28-12-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Principle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Intercell Transfer System (28-15-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fuel Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Recirculation for Cooling (Recirculation System) . . . . . . . . . . . . . . . . . 2 Return Valve Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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Pump Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Distribution (28-20-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Main Fuel Pump System (28-21-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel IDG Cooling System Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Fuel-Pump System (28-22-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Crossfeed System (28-23-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Low Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine LP Fuel Shut Off (28-24-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Inner Cell High Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Refuel/Defuel System (28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Outer Cell High Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU LP Fuel Shut Off (28-29-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Pump Pressure Lost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Indication on ECAM Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Aug09/Technical Training for training purposes only

Contents - I
Copyright by SR Technics
28-20 Fuel Feed 28-23 Crossfeed System

Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crossfeed Valve 10QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crossfeed Valve Actuator 5QE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
APU Fuel-Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Refuel/Defuel System (28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
28-24 Engine LP Fuel Shut Off
28-21 Main Fuel Pump System
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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Cockpit Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Fuel Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Fuel-Pump Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 28-25 Refuel/Defuel System
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Scavenge Jet Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Sequence Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Refuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air Release Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Defuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
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Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Fuel Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
28-22 APU Feed Refuel/Defuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel Pump System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fuel Quantity Preselector 5QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Cockpit Preselector 10QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Pump Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Refuel/Defuel Coupling 100QM(40QM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pump Canister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Refuel Valve 7QU(8QU), 10QU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Defuel/Transfer Valve 11QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Vent APU Fuel Line Pushbutton-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM). . . . . . . . . 11
APU Inlet Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Pressure Relief Valve 97QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Drain and Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fuel-Feed Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 28-28 Additional Center Tank Transfer System
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU LP Fuel Shut Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
The two DC motors in the actuator 3QF, which move the valve 14QM, are sup- System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
plied from different sources. One motor is supplied with 28VDC from the nor- ACT to 2 ACT’S Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
mal busbar 301PP. The other motor is supplied with 28VDC from the hot bat. Additional Center Tanks A319 CJ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
busbar 701PP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ACT System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
ACT System Controls and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ACT System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Contents - II
28-40 Indicating 28-Study Questions

Quantity Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FQI Computer (FQIC) 3QT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FQI Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cadensicon 19QT1(19QT2), 20QT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation/Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Refuel/Defuel Operations (Ref. 28-25-00) . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
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Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Tank Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
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High Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lo Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
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Full and Underfull Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Overflow Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
IDG Shut-off Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fuel Level Sensing Control Units (FLSCUs). . . . . . . . . . . . . . . . . . . . . . . . 12
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Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Center-Tank High-Level Dummy-Load Resistor (6QJ) . . . . . . . . . . . . . . . . 12
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
28-42 Quantity Indicating

Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Unusual Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
28-43 Manual (Magnetic) Indicators

SR
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MLI 92QM,104QM and 113QM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Attitude Monitor 39QM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Operation/Control and Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Procedure to enter the Parameter Alpha Call-up through the MCDU. . . . . . 5
28-99 CFDS
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MCDU Utilization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Contents - III
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Contents - IV
Training Manual
A318/A319/A320/A321 28-SFAR88
28 Fuel Safety
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28-SFAR88-1
Copyright by SRTechnics
Training Manual Fuel A320Fam
A318/A319/A320/A321 28-SFAR88 & EASA INT/POL 25-12
28-SFAR88 & EASA INT/POL 25-12 Airbus Fuel System Design Philosophy
• Automatic shut off of fuel pumps when fuel tanks empty
Background • Intrinsically Safe electrical power supplies to all in-tank components
• Forced ventilation of area under center wing fuel tanks (Vapor Seal)
In July of 1996, the centre-wing fuel tank exploded on a commercial aircraft. The • Automatic bleed air duct shut-off in case of air leaks next to fuel tanks
ignition source, which caused the explosion, has not been identified. The United • Airbus performed a one time safety analysis of fuel system on all Airbus prod-
States National Transportation Safety Board (NTSB) subsequently made recom-
ucts for FAA SFAR88 & EASA Interim policy 25-12
mendations to enhance the already good safety record of aircraft fuel systems
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world-wide. For Airbus, this has resulted in the undertaking of three major activi- • 87 modifications generated on Airbus fleet
ties: • Several modifications were issued prior SFAR88 & EASA INT/POL 25-12
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• An exhaustive design review of the fuel systems installed on the various air- • Resulting modifications, retrofit plan and maintenance program agreed with
craft types, the aim of which was to: EASA.
• Implementation / Completion date: end of 2009
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– Identify any design flaw, which may in certain conditions lead to the pres-
ence of an ignition source inside a fuel tank. • Follow-up by continued airworthiness process, completion by end of 2009
– Initiate appropriate corrective actions. • Airbus has never experienced fuel tank explosions in over84 million flight hours
• An inspection program, referred to as Aircraft Fuel System Safety Program • Airbus Fuel Systems have robust design featuresthat have enabled ignition
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(AFSSP) and to which many other representatives of the Air Transport Industry mitigation objective to be maintained (<1E-9 / less then 1 in a billion)
through ATA (Air Transport Association of America), AEA (Association of Eu- • Ignition mitigation to remain MAIN protection layer for all tanks against explo-
ropean Airlines), AAPA Association Asian Pacific Airlines), AIA (Aerospace In- sion for next decade
dustries Association of America), AECMA (Association Européenne des • Additional modifications now required to demonstrate compliance with recent
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Constructeurs de Materiel Aerospatial) and other consortiums – have also tak- SFAR 88 / INT/POL 25/12 changes
en part. The aim of this inspection program was to:
– Gather data on the in-service condition of fuel tanks,
– Where necessary, identify follow-up activities to ensure the continued air- Ongoing modification status can be found in SIL 28-072.
worthiness of these tanks. These follow-up activities include updated main-
tenance programs and / or corrective action Service Bulletins.
• A fuel vapour flammability study in which other airframe manufacturers are also
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participating in the frame of the ARAC (Aviation Rulemaking Advisory Commit- Critical Design Configuration Control Limitations (CDCCL)
tee). The aim of this study is to:
Some procedures in the Maint. Manuals identify a fuel system item that is
– Assess the level of exposure of the fuel tanks to flammable vapors for the in a category known as a Critical Design Configuration Control Lim-
various aircraft types by means of thermal analyses, itation (CDCCL). This category is applicable to items that are identified
– Investigate means to reduce or eliminate explosive mixtures in fuel tanks. as the possible source of ignition of fuel in a fuel tank.
The installation of a Flammability Reduction System (FRS) has been proposed as You must keep CDCCL items in a serviceable condition. It is possible that dam-
a requirement for all N-registered passenger aircraft. A FRS is a system that is de- age, wear or changes to a CDCCL item can cause a fuel tank explosion.
signed to prevent fuel vapors being in a flammable condition. It is anticipated that
CDCCL items are identified by a WARNING in the procedures where they occur.
a practical FRS will reduce fuel tank oxygen content. It is also anticipated that only
When a procedure identifies a CDCCL item, it is a mandatory condition that you
center wing tanks will be affected on existing Airbus aircraft.
do the instruction correctly and accurately as the procedure tells you.

28-SFAR88-2
Figure 1: SFAR 88 Implementation

%
FAR 25.981 (a, b & c)

(new Type Certificates)
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FAR 25.981 (a & b)
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(amendment 25.102)
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%
JAR 25.1309
Risk of catastrophic failure <1E-9

28-SFAR88-3
Safety Precautions
Make sure that you have the correct fire fighting equipment available.
When you have to work on a fuel system wiring, you must use a test equipment
that is approved (otherwise, unapproved equipment could cause fire or an explo-
sion).
Make sure that the lighting in the work area is sufficient to work safely.
Wear protective goggles or face mask, clothes and gloves and avoid wearing me-
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tallic clothing (e.g. footwear or a belt with a metal buckle) which can cause sparks.
In the work area you must not:
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• smoke,
• use flames which do not have protection,
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• operate electrical equipment which is not necessary for the task,
• pull or move metal objects along the ground,
• use hearing-aids or battery-operated equipment which will cause sparks.
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28-SFAR88-4
Figure 2: Safety Precautions
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28-SFAR88-5
Safety Areas And Accessibility

Put the safety barriers in position and put the warning notices in these positions,
to tell persons not to operate the fuel system, not to refuel the aircraft and not to
operate the flaps.
Defuel the applicable wing tank or do a ground fuel transfer. Use the ECAM to
make sure that the applicable fuel tank valves are closed and drain the remaining
fuel.
Open and safety tag circuit breakers for refuel system, refuel panel, applicable fuel
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valves and SFCC (Slat Flap Control Computers).
Open the related fuel tanks access panels.
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NOTE: Note: Some of these precautions are the minimum safety standard for
work in a fuel tank. Local regulations can make other safety precautions neces-
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sary.
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28-SFAR88-6
Figure 3: Safety Area
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28-SFAR88-7
Tanks Ventilation
Vent the tanks with a proper venting system (fitted with minimum 1 air inlet & 1 air
outlet).
Check with a combustible gas indicator (after minimum 6 hours of ventilation) the
tanks fuel gas concentration.
The fuel gas concentration must be < 10% of the Lower Explosive Limit (LEL) be-
fore entering into the tanks.
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You must use a respirator if the fuel-gas concentration in the fuel tanks is
more than 5% of the Lower Explosive Limit (LEL).
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28-SFAR88-8
Figure 4: Venting
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28-SFAR88-9
Entry Check-list Figure 5: Pre-Entry Checklist

This check list must be complete before you do work in the fuel tank.
You must complete the Pre-Entry Checklist before you do work in a fuel tank.
Finally, get access to the applicable work area. Wet fuel Tank Entry Location
Aircraft: Tank: Shift: Date:
Shift Supervisor is:
the box when you have made sure that:-

• do not touch or push against the magnetic level indicators when you are in the
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1. All the aircraft electrical circuits are de-energized.
fuel tank. This will prevent damage to them.
• do not touch or push against the FQI probes when you are in the fuel tank. This 2. The aircraft is electrically grounded.
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will prevent damage to them and their installation.
3. All the access platforms and associated equipment are electrically grou nded.
• do not cause damage to the internal structure, sealant, electrical cables, or
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conduits during maintenance. 4. All the electrical ground power units are disconnected.
5. Access to the area is limited and warning signs are in position.
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6. A checklist of all tools and equipment to be used in the fuel tank is
available.
7. Only approved spark-proof lamps and torches are in the work area.
8. Only approved protective clothing is used.
9. The tank entry person and the safety person each have two air-supplied
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respirators that operate satisfactorily.
10. Both the tank entry person and the safety person have current medical
certificates for entry into tanks.
11. Lint free cloths and special fire-proof containers are available
to remove all remaining fuel.
12. There is a continuous flow of clean filtered air through the fuel tank
available when the person is in the tank.
13. The Fuel-Gas concentration is less than 10% of the applicable
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Lower Explosive Limit (LEL) or less than the Local Requlatory
Authority limit.
14. The correct fire fighting equipment and approved persons are available.
15. The fire department has been told.
Meter Reading
16. Fuel-Gas concentration (LEL)

reading prior to tank entry is:
I confirm that all entry requirements were met before entry was made into the tanks.
Signature of Supervisor Date/Time

28-SFAR88-10
Training Manual Fuel A318/A319/A320
A318/A319/A320/A321 28-INTRO
28 Fuel A318/A319/A320
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28-INTRO-1
A318/A319/A320/A321 28-INTRO Overview
28-INTRO Overview
Fuel
System Overview
The A318, A319, and A320 share a common fuel system design.
The fuel tanks are integrated into the center fuselage area and the wings.The
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center tank is a part of the center wing box. The wing tanks are divided into inner
cells and outer cells. To reduce the structural load on the wings, the fuel in the out-
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er cells is not used until the fuel load in the inner cells decreases to a low level.
Two fuel pumps are installed in the center tank, and two other fuel pumps are in-
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stalled in each wing tank inner cell. Fuel is supplied to the engines from the center
tank first. Once the center tank is empty, fuel is supplied from the wing inner cells.
There is no direct feed from the outer cells to the engines. Two inter cell transfer
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valves allow fuel to transfer from the outer cells to the inner cells when the low lev-
el is reached.
Two engine Low Pressure (LP) valves are installed to cut off fuel to the engines.
The LP valves are closed when the engine is shut down or when the engine FIRE
pushbutton is released.
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A cross feed valve is fitted to connect or isolate the left and right sides.It enables
either engine to be fed from any available fuel pump. On the ground, the cross
feed valve enables fuel to be transferred from tank to tank.
The fuel system also feeds the APU directly from the left side. The APU LP valve
is installed to cut off fuel to the APU. It closes when the APU is shut down or when
the APU FIRE pushbutton is released out.
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28-INTRO-2
Figure 1: System Overview
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28-INTRO-3
Servicing
Automatic refueling is controlled by the Fuel Quantity Indicating Computer (FQIC)
and may be performed with normal electrical power (External Ground Power or
APU) or with battery power. With normal power established, opening the access
panel will power up the refuel control panel automatically. To refuel on batteries,
select BATT POWER to ON.
To begin fueling in the automatic mode after the refuel panel is powered, follow
these steps:
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• perform the Lights (LTS) and High Level (HIGH) test. The high level test veri-
fies the operation of the high-level protection system, which provides protection
against overfilling and spillage.
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• make sure that the REFUEL VALVE switches are in the NORM position
• set the Pre-selector to the required total fuel load
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• set the MODE SELECT to REFUEL
• There is no refuel valve indicator. The indication that the valve is open is an
increase in the fuel quantity. When the refueling is complete, the END light will
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illuminate. The PRESELECTED and ACTUAL quantities should be equal (±
100 kg.).
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28-INTRO-4
Figure 2: Servicing
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28-INTRO-5
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28-INTRO-6
A318/A319/A320/A321 28-00 General
28-00 General All the fuel tanks and the surge tanks have water drain valves at their lowest point.
After a refuel operation to the maximum tank capacity, the fuel can expand 2% (20
deg.C (36 deg.F) temperature increase) without leakage at the refuel attitude and
System Description during:
• subsequent towing
The fuel system: • aircraft movement on the ground
• keeps the fuel in the main fuel tanks and the center tank, which are open to
• take-off.
atmosphere through the vent surge tanks
• controls and supplies the fuel in the correct quantities to the fuel tanks during Tank Venting System (28-12-00)
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refuel operations
• supplies the fuel to the engines The tank venting system makes sure that the air pressure in the fuel tanks (and
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the vent surge tanks) keeps near to the external air pressure. The system prevents
• supplies the fuel to the Auxiliary Power Unit (APU) a large difference between these pressures, which can cause damage to the fuel
• supplies the fuel to decrease the temperature of the Integrated Drive Genera- tank/aircraft structure. This is most important:
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tors • during the refuel or defuel operations
• gives indications in the cockpit of the usual system operation • when the aircraft climbs or descends.
• gives indications in the cockpit of the failures that could cause an unusual con-
The vent surge tanks keep their related fuel tank open to the external air pressure.
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dition.
That is:
• the LH vent surge tank for the LH wing tank and the center tank
Storage (28-10-00) • the RH vent surge tank for the RH wing tank.
The storage system: If a blockage occurs to the flow of air through the vent surge tank, a burst disk
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• contains the fuel for the engines and the APU keeps the pressure to a specified limit.
• helps to protect the fuel system against fire The flame arrestors in the vent system intakes give protection against ground
• keeps the air pressure in the fuel system near to the external air pressure. fires. The fuel system is protected from the effects of lightning through:
• the position of the vent intakes (which are outside lightning-strike zones 1 and
Tanks (28-11-00) 2 in the wing)
• the thickness of the wing skins.
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The fuel is kept in three fuel tanks which are:
• the LH wing tank
Center Tank External Ventilating System (28-13-00)
• the RH wing tank
The center-tank external ventilating-system makes sure that fuel and/or fuel gas
• the center tank.
(that comes out of the center tank) does not go into the air conditioning system
Each wing contains a vent surge tank. The vent surge tanks are installed outboard (Ref. 21-00-00).
of each wing tank.
The vent surge tanks temporarily hold the fuel so that leakage does not occur dur- Intercell Transfer System (28-15-00)
ing: The intercell transfer system controls the movement of fuel from the wing-tank out-
• aircraft movement on the ground er cell to the wing-tank inner cell. Each wing tank has two intercell transfer valves
• aircraft rotation at take-off. in the bottom of the RIB15. Each intercell transfer valve has a related actuator that

28-00-1
A318/A319/A320/A321 28-00 General
controls the position of the valve. The Fuel Level Sensing Control Units (FLSCUs)
(Ref. 28-46-00), give an open or shut signal to the actuators of the intercell transfer
valve. The FLSCUs will signal the actuators to open their related valve when the
low level sensors of the related wing tank inner cell become dry.
Fuel Recirculation for Cooling (Recirculation System)

Part of the fuel supply to each engine is used for the IDG cooling-system (Ref. 24-
21-00). During the oil cooling process this fuel becomes warm. The recirculation
system returns the warm fuel from the IDG cooling system to the wing tank. The
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Full Authority Digital Engine Control (FADEC) system (Ref. 73-20-00) stops the re-
circulation system if:
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• the fuel temperature increases to a high level
• the fuel flow rate to the engine is at a high level
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• the engines have a gravity fuel feed only
• the fuel level in the wing tanks is low
• the fuel goes into a vent surge tank.
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28-00-2
A318/A319/A320/A321 28-00 General
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28-00-3
A318/A319/A320/A321 28-00 General
Distribution (28-20-00) Engine LP Fuel Shut Off (28-24-00)

The fuel flow to each engine goes through a related Low Pressure (LP) fuel valve.
The distribution system makes sure that the fuel:
When necessary the LP valve isolates its engine from the fuel. The operation of
• is supplied to the two engines during all flight conditions the LP valve is controlled by:
• is supplied to the APU • the related ENG MASTER switch (Ref.76-12-00)
• can be isolated from an engine or the APU when necessary • the related engine FIRE PUSH switch (Ref. 26-12-00).
• is in the correct (and safe) configuration for flight
• can be supplied to, and removed from, the aircraft. Refuel/Defuel System (28-25-00)
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The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. It is
Main Fuel Pump System (28-21-00) controlled from the refuel/defuel control panels 800VU and 801VU and the prese-
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There are two fuel pumps in each wing tank and two in the center tank. The fuel lector 5QT or the cockpit preselector 10QT. The control panels and the preselector
pumps operate together to supply fuel to their related engine. Fuel is supplied to 5QT are in the RH lower belly-fairing. The preselector 10QT is in the cockpit, ad-
the engines in the sequence: jacent to the overhead panel 51VU. A single refuel/defuel coupling is in the leading
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• center tank fuel edge of the LH and the RH wing. This is the interface between the refuel/defuel
• wing tank fuel. system and the external fuel supply.
If one or two of the fuel pumps has a failure, or is set to OFF, the other(s) contin-
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Refuel
ue(s) to supply fuel to its related engine. If the crossfeed system (Ref. 28-23-00)
There are two different procedures to refuel the aircraft. These are:
is used, the fuel pumps can also supply fuel to the other engine.
• the pressure refuel (automatic or manual)
The wing tank fuel pumps also take fuel from the related wing tank and pass it
• the overwing refuel (gravity).
through two jet pumps in the related wing tank outer cell. This flow of fuel causes
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the jet pumps to remove the fuel from the surge tank and the bottom of the wing To fill the fuel tanks to their maximum capacity, the aircraft must be level. It is pos-
tank outer cell. This fuel is then moved to one of the related intercell transfer sible to refuel the aircraft when it is at 2 degrees, or less, from level (but it is not
valves. possible to get the maximum capacity). The fuel supply to each fuel tank during
an automatic refuel is controlled by the Fuel Quantity Indicating Computer (FQIC)
APU Fuel-Pump System (28-22-00) (Ref. 28-42-00). The fuel supply to each fuel tank during a manual refuel is con-
trolled on the refuel/defuel control panel 800VU.
The APU fuel pump is on the rear spar of the center wing section. The APU fuel
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pump supplies the fuel to the APU (Ref. 49-30-00). The APU fuel pump uses the Defuel
fuel supplied from the LH wing tank.
The main fuel pump system (Ref. 28-21-00) is used to defuel the aircraft. The
pumps remove the fuel from the related fuel tank and supply it to the refuel/defuel
Crossfeed System (28-23-00) coupling. The defuel/transfer valve and the crossfeed valve (Ref. 28-23-00) must
The valve of the crossfeed system is usually closed, and in this configuration it di- be open to defuel the aircraft.
vides the main fuel pump system (Ref. 28-21-00) into two parts (one part for each
engine). When the crossfeed valve is open, the two fuel supplies are connected
together. Thus the two engines can be supplied with fuel from one of the wings or
from the two wings.

28-00-4
A318/A319/A320/A321 28-00 General
APU LP Fuel Shut Off (28-29-00)

The APU LP fuel shut off valve controls the fuel supply from the fuel tank to the
APU. When necessary the valve isolates the APU from its fuel supply. The oper-
ation of the APU LP valve is controlled by:
• the APU MASTER SW (Ref. 49-42-00)
• the APU SHUT OFF switch (Ref. 49-62-00)
• the APU FIRE switch (Ref. 26-13-00).
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28-00-5
A318/A319/A320/A321 28-00 General
Control and Indication The cockpit overhead panel 20VU has control switches for:
• ENG 1 FIRE
Control • ENG 2 FIRE
The control of the fuel system is automatic, but the crew can manually control the • APU FIRE.
system when necessary. When operated these switches put the related engine LP valve (Ref. 28-24-00)
The cockpit overhead panel 40VU has control switches for: and/or the APU LP valve (Ref. 28-29-00) to the closed position.
• the main fuel pumps (Ref. 28-21-00) The cockpit center-pedestal panel 115VU has control switches for:
• the crossfeed valve (Ref. 28-23-00). • ENG 1 MASTER 1
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The cockpit overhead panel 25VU has the control switch APU MASTER SW. • ENG 2 MASTER 2.
When set to ON the APU LP valve (Ref. 28-29-00) is opened and the APU fuel These switches control the position of the related engine LP valve (Ref. 28-24-00).
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pump (Ref. 28-22-00) operates. In a fire the ENG FIRE switches close the related LP valve.
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Figure 2: Fuel Pump Switches
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28-00-6
A318/A319/A320/A321 28-00 General
Figure 3: Fire Panel and Masterswitches Indication on ECAM Displays

The Engine/Warning Display (EWD) (Ref. 31-66-00) and the System Display (SD)
(which together make the ECAM) give fuel system data to the crew. When speci-
fied failures occur:
• a warning is given on the E/WD
• the FUEL page shows on the SD.
The crew can use the ECAM control panel to look at the FUEL page.
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Figure 5: ECAM System Display
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The refuel/defuel control panel 800VU and the preselector 5QT are in the belly
fairing of the aircraft. They have the switches to control the refuel of the aircraft.
The defuel and fuel transfer are controlled by the switches on the panels 800VU
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and 40VU.
The cockpit refuel panel 51VU and the cockpit preselector 10QT have switches to
control an automatic refuel. A refuel controlled from the belly fairing is cancelled
when a refuel is set in the cockpit.
Figure 4: Cockpit Refuel Preselector
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28-00-7
A318/A319/A320/A321 28-00 General
Indication (28-40-00) quantity indicator (6QT) the fuel quantity preselector (5QT) the cockpit preselector
(10QT).
The indicating system has: The FQIC uses the fuel quantity data to control an automatic refuel operation to
• the Fuel Quantity Indicating (FQI) system, which gives separate and total fuel below high level (Ref. 28-46-00).
quantity indications
The FQIC monitors a diode within the probes 22QT1(22QT2) and 33QT1(33QT2)
• the Magnetic Level Indicators (MLI), a secondary system used to estimate the in the wing tanks. The FQIC uses signal conditioning to calculate the temperature
fuel quantity when the aircraft is on the ground of the fuel adjacent to these diodes. The fuel temperature is displayed on the Sys-
• the tank level sensing, which gives indications and warnings when the fuel is tem Display (SD) FUEL Page.
at specified levels
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• the fuel temperature measurement, which gives continuous temperature indi- Magnetic Level Indicators (28-43-00)
cations and warnings when the fuel temperature is at specified levels.
The MLIs are a secondary direct-reading system used to calculate the fuel quan-
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tity in the LH wing, RH wing and center tanks (when the A/C is on the ground). It
Fuel Quantity Indicating System (28-42-00) is not necessary to have electrical power to use the indicators. The combined MLI
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The Fuel Quantity Indicating Computer (FQIC) does the BITE test of the Fuel indications, aircraft attitude and fuel relative density, are converted with tables
Quantity Indicating System (FQIS) and of the Fuel Level Sensing System (FLSS) (Ref. 12-11-28) to give the amount of fuel in each tank.
(Ref. 28-46-00). The FQIS BITE test is done at aircraft power-up and is then done
Tank Level Sensing (28-46-00)
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continuously whilst the FQIC is energized. The FLSS BITE test is done at aircraft
power-up for the sensors that are fully in fuel and fully out of fuel. For the sensors
The tank level sensing system monitors the level of fuel in:
that cannot be tested, the FQIC does a test of these sensors when the fuel is next
at the correct level. The FLSS BITE test is only done when the aircraft is on the • the LH(RH) surge tank
ground. The BITE test results can be accessed through the Multipurpose Control • the LH(RH) wing tank
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and Display Unit (MCDU) (Ref. 22-82-00), in the cockpit. The FQIC results are on • the center tank.
the FQIC STATUS page and the FLSS results are on the FLSS STATUS page. The tank level sensing system also monitors the temperature of the fuel in the
The test results can only be accessed when the aircraft is on the ground. LH(RH) wing tank.
If necessary, when the aircraft is on the ground, you can do a COMMAND FLSS The system has level sensors that the FLSCUs continuously monitor. The FLS-
BITE on the MCDU. The FQIC will do a FLSS BITE test and the results will be CUs uses signal conditioning to find if the sensor is wet or dry. The FLSCUs use
available on the FLSS STATUS page of the MCDU. the fuel level data to:
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• control the operation of the intercell transfer system (28-15-00)
Quantity Indication (28-42-00)
• control the operation of the recirculation system (28-16-00)
The FQI system measures the total quantity of fuel in the range unusable to over-
• control the operation of the main fuel pump system (28-21-00)
flow. It gives indications for these fuel tanks:
• transmit fuel level warnings to the Engine/Warning Display(EWD) (31-66-00)
• the LH and RH wing tanks
• control high level shut-off for automatic and manual refuel (28-25-00).
The tank level sensing system has temperature sensors in the wing tanks. The
The system has FQI probes that the FQIC monitors. The FQIC uses signal condi- FLSCU uses signal conditioning to calculate the temperature of the fuel adjacent
tioning to calculate the quantity of fuel in each fuel tank. The FQIC gives fuel quan-
to the sensor.
tity data to the Engine/Warning Display (EWD) (Ref. 31-66-00) and the System
Display (SD) FUEL Page, which together make up the ECAM the multi-tank fuel The FLSCU uses the temperature data from the wing tanks to control the opera-
tion of the recirculation system (28-16-00).

28-00-8
A318/A319/A320/A321 28-00 General
Hi-Level BITE (28-46-00) Figure 6: Refuel Panel

When the TEST switch (on the Refuel/Defuel control panel 800VU) is set to the
HI. LVL position, a functional test of the hi-level circuits is done. If the circuits are
serviceable, the HI. LVL. indicators (blue) (on the Refuel/Defuel Control Panel
800VU) change condition. That is, the HI. LVL. indicators that were off, come on
and the HI. LVL. indicators that were on, go off. When the TEST switch is returned
to its central position, the HI. LVL. indicators return to their initial condition.
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28-00-9
A318/A319/A320/A321 28-00 General
Figure 7: Electrical Power Supply
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28-00-10
A318/A319/A320/A321 28-10 Storage
28-10 Storage
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28-10-1
A318/A319/A320/A321 28-10 Storage
Tanks (28-11-00)
There is one fuel tank in each wing (divided into an inner and outer cell) and one
in the center wing box. The total usable fuel capacity is 23859 liters (6304 USgal).
The usable fuel capacity of each tank is shown in Fig.1. The total unusable fuel
capacity is 82.1 liters (21.7 USgal).
There are also two vent surge tanks. The vent surge tanks are located in each
wing outboard of the wing tank.
Each tank is a part of the aircraft structure. All the materials used to seal the tanks
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are fully resistant to all the fuels and the fuel additives.
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LH and RH Wing Tanks
The fuel tanks and the vent surge tanks are between the front and the rear spars
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of the wing box, and the wing top and bottom skins. Ribs connect the front spar to
the rear spar and divide the wing into compartments. Some of these ribs are
sealed, and thus divide the wing box into the different tanks. The tanks are located
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as follows:
• the LH(RH) wing tank (inner cell) is between RIB1 and RIB15
• the LH(RH) wing tank (outer cell) is between RIB15 and RIB22
• the LH(RH) vent surge tank is between RIB22 and RIB26.
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Access to the wing and vent surge tanks is through the access panels in the wing
bottom skin (Ref. 57-27-00).
Center Tank
The center tank is located between:
• the RIB1 (LH) and the RIB1 (RH)
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• the front spar FR36 and the rear spar FR42
• the center wing top and bottom skin.
Access to the center tank is through the access panels in the rear spar (Ref. 57-
10-00).

28-10-2
A318/A319/A320/A321 28-10 Storage
Figure 1: Tank Layout and Capacity
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28-10-3
A318/A319/A320/A321 28-10 Storage
Water Drain Valves

Each tank has one or more water drain valves. These are used to:
• drain the water from the fuel in the fuel tanks
• drain all the remaining fuel from the tank (for maintenance).
The water drain valves are installed at the lowest part of each tank as follows:
• outboard of RIB22 (vent surge tank drain)
• outboard of RIB15 (wing-tank outer-cell drain)
• inboard of RIB2 (wing-tank inner-cell drain)
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• inboard of RIB1 LH and RH (center tank drain).
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28-10-4
A318/A319/A320/A321 28-10 Storage
Figure 2: Water Drain Valve
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28-10-5
A318/A319/A320/A321 28-10 Storage
Clack Valves Tank Venting System

Clack valves are at the bottom of the RIB2.
The tank venting system keeps the air pressure in the fuel tanks near to the exter-
The clack valves in the RIB2 let the fuel enter the area between RIB1 and RIB2 nal air pressure. This function prevents a large difference between these pres-
but do not let fuel outboard of the RIB2. This makes sure that the main fuel pumps sures which could cause damage to the fuel tank/aircraft structure. This function
are always in fuel (Ref. 28-21-00). is most important:
• during the refuel or defuel operations
Figure 3: Clack Valve
• when the aircraft climbs or descends.
The operation of the tank venting system is fully automatic. There are no manual
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controls.
The tank venting system lets the air in or out of the fuel tanks as necessary. This
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function lets the fuel storage and the fuel distribution systems operate correctly.
The LH(RH) wing has a vent surge tank (surge tank) between the RIB22 and the
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RIB26. The vent surge tank is open to the external air through a stack pipe which
is connected to a NACA duct. The NACA duct is on the access panel
550AB(650AB) in the bottom of the vent surge tank. The vent surge tank lets the
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air flow through it in each direction. It is also a temporary reservoir for the fuel that
can come into it from the vent pipes. The vent surge tanks have a capacity (before
fuel can flow overboard) of 190 liters (50 U.S. gal).
The vent protector (Figure 4/Detail C) is installed in the stack pipe. If a ground fire
occurs, it prevents the ignition of the fuel vapour in the surge tank (and thus the
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tank venting-system). It also lets the air flow freely through it in two directions, and
prevents ice formation.
If a failure occurs in the fuel system (which causes large quantities of fuel to enter
the surge tank), then the vent protector lets the fuel flow freely overboard.
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28-10-6
A318/A319/A320/A321 28-10 Storage
Figure 4: Tank Venting System
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28-10-7
A318/A319/A320/A321 28-10 Storage
Figure 5: Float Valve
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28-10-8
A318/A319/A320/A321 28-10 Storage
Burst Disc Figure 6: Burst Disk

The overpressure protector in the vent surge tank makes sure the pressure in the
vent surge tank is not more than the specified limit. If the flow of air into (or out of)
the surge tank is blocked, the overpressure protector breaks to release the pres-
sure. If fuel enters the vent surge tank and causes the overpressure protector to
break, then this fuel will go overboard. The overpressure protector is on the ac-
cess panel 550CB(650CB).The burst disk has a white cross painted on its lower
side. When you can see this, the burst disk is not broken.
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During flight, fuel can collect in the vent surge tank. If this occurs, a jet pump (Ref.
28-21-00) moves the fuel into the related wing tank outer cell.
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Each fuel tank has a vent pipe. The LH wing tank and the CTR tank vent pipes
connect to the LH vent surge tank. The RH wing tank vent pipe connects to the
RH vent surge tank.
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The vent for the LH(RH) wing tank is a 63.5 mm (2.5in.) dia. pipe. This connects
the outboard of RIB2 to the stringer vent duct. The vent pipe has an open (up-
turned) end fitting. The outboard end of the stringer vent duct goes into the vent
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surge tank. Check valves are installed at the lowest points of the vent pipe and the
stringer vent duct. The check valves let the fuel that has entered the wing tank
venting system return to the related wing tank.
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28-10-9
A318/A319/A320/A321 28-10 Storage
Overpressure Protector (Center Tank) Wing Center Tank External Ventilating

The center tank has an overpressure protector installed on the inner face of the
The center tank external venting system:
LH RIB1. The overpressure protector makes sure that the pressure in the center
tank is not more than the specified limit. If the pressure in the center tank increas- • has a vapor seal membrane that seals the bottom of the center tank from the
es to a specified value, the overpressure protector breaks to release the pressure air conditioning compartment (ZONE 191/192)
(into the LH wing tank). • lets a flow of air to go through the space between the membrane and the bot-
tom of the center tank to air through the drain mast
Figure 7: Overpressure Protector (Center Tank) • lets fuel drain to air through the drain mast.
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The system has:
• a vapor seal
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• a ventilating air supply pipeline
• a drainage line
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The vapor seal is a fabric membrane that isolates the center tank from the air con-
ditioning compartment below.
The vapor seal membrane is a sheet of composite material (Nomex fabric with Vi-
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ton rubber) attached to 'Z' members on the underside of the tank with aluminum
clamp strips and bolts.
Formed aluminum edge strips, seal the membrane to the perimeter of the tank.
Aluminum fittings are used where the ventilating air supply pipe and the manual
magnetic indicator (Ref. 28-43-00) pass through the membrane.
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Pressurized air from the air conditioning system flows through the space between
the vapor seal and the center tank. A continuous flow of air is caused by the dif-
ference of air pressure (of the air conditioning system) and the ambient air pres-
sure.
A system of drains at the rear of the vapor seal move the drainage and ventilating
(exhaust) air through a drain mast. A leak monitor in the drain line keeps a small
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quantity of drainage for fuel leak analysis.
The leak monitor has a spur pipe that connects to the drain line between the center
box and drain mast. A manually operated check valve is installed on the end of the
spur pipe. The check valve lets a sample of the drainage to be taken to show if
there is any fuel leakage from the root-ribs of the wing tank. The valve is operated
to release the fuel by depressing the valve piston. This lifts the check valve and
lets the fluid flow through the outer valve assembly.
The drain mast is an aluminum fairing bolted to the underside of the fuselage. The
vapor seal drainpipe and the belly fairing drain to atmosphere through the drain
mast.

28-10-10
A318/A319/A320/A321 28-10 Storage
Figure 8: Wing Center Tank External Ventilating
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28-10-11
A318/A319/A320/A321 28-10 Storage
Intercell Transfer • the FQI for the related outer cell is shown boxed. This is to indicate that the out-
er cell fuel is not available
The wing tanks have a inner and a outer cell that are devided by the sealed RIB • the Fuel On Board (FOB) FQI on the SD FUEL page is shown amber and
15 (Ref. 28-11-00). The two intercell tranfer valves in each wing are near to the boxed. This is to indicate that the FOB is not fully usable.
bottom of the RIB 15. Fuel in the wing tank outer cell is moved to the related inner • the FOB FQI on the ECAM EWD is shown amber and half boxed. This is to in-
cell by gravity when the related intercell transfer valve/s is/are open. The operation dicate that the FOB is not fully usable.
of the intercell transfer valves is controlled automatically by the Fuel Level Sensing
Control Unit (FLSCU) (Ref. 28-46-00) and the Fuel Quantity Indicating Computer
(FQIC) (Ref. 28-42-00)
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Operation/Control
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To operate the system it is necessary to have:
• the 28VDC BUS 2 206PP and the 28VDC ESS SHED BUS 801PP energized
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• the circuit breakers 1QP, 2QP, 3QP, 4QP, 1QT and 2QT closed.
At the start of a normal refuel procedure (Ref. 28-25-00) the FQIC will send a close
signal to the intercell transfer valve actuators. The wing tanks are then refueled in
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the sequence; outer cells first followed by the inner cells.
During flight, the main fuel pumps (Ref. 28-21-00) supply the inner cell fuel to the
engines. When the low level sensors 16QJ1(15QJ2) (Ref. 28-46-00) become dry,
the FLSCUs send an open signal to the actuators 11QP(12QP). When the low lev-
el sensors 15QJ1(16QJ2) (Ref. 28-46-00) become dry, the FLSCUs send an open
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signal to the actuators 9QP(10QP).
When open the intercell transfer valves will stay open until the next refuel opera-
tion, when they will be closed by a signal from the FQIC.
Indication
The position of the intercell transfer valves is shown on the ECAM SD FUEL page.
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If specified failures occur in the intercell transfer system:
• the ECAM SD FUEL page is shown
• a warning is shown on the ECAM EWD
• an audible warning occurs in the cockpit
• the MASTER CAUT light, on the cockpit glareshield panel, comes on.
If the two intercell transfer valves in a wing tank fail to open when commanded:
• the Fuel Quantity Indication (FQI) (Ref. 28-42-00) for the related outer cell goes
amber in color

28-10-12
A318/A319/A320/A321 28-10 Storage
Figure 9: Cockpit Indication
CLASSIC ENHANCED
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28-10-13
A318/A319/A320/A321 28-10 Storage
The intercell transfer system has: FLSCU sends an open signal to the actuator 9QP(10QP). When the low level sen-
• two intercell transfer valves sors 16QJ1(15QJ2) are dry, the FLSCU sends an open signal to the actuator
• two intercell-transfer-valve actuators 11QP(12QP).
• two intercell-transfer-valve drive shafts When open the intercell transfer valves will not close until the next refuel opera-
tion. At the start of a refuel operation the intercell transfer valve actuators are sent
The intercell transfer valve is on the outboard side of RIB 15 near to the bottom of a close signal by the FQIC.
the rib and the wing front spar.
Intercell transfer valve position information is sent to the Display Management
The intercell-transfer-valve actuator 9QP(10QP) is on the front face of the wing
Computer (DMC) (Ref. 31-62-00) by the FQIC and the FLSCU. The DMC sends
front spar. The intercell-transfer-valve actuator 11QP(12QP) is on the rear face of intercell tansfer system and valve position data to the ECAM. The intercell transfer
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the wing rear spar. Thus the actuators can be replaced without access to the re- valve position is shown on the SD FUEL page.
lated fuel tank.
If specified failures occur:
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The actuators are connected to their related intercell transfer valve by the intercell-
transfer-valve drive shaft. The actuators are attached to their related drive shaft by • a warning is shown on the EWD
• the Flight Warning Computer (FWC) (Ref. 31-60-00) operates the audible
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the V-band clamps.
warning and causes the MASTER CAUT light to come on.
The intercell transfer system is controlled automatically by the FLSCU and the
FQIC. When the low level sensors 15QJ1(16QJ2) (Ref. 28-46-00) are dry, the
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Figure 10: Intercell Transfer Logic
39QJ1 39QJ2
16QJ1 16QJ2
9QP
11QP
Te 15QJ1 15QJ2
12QP
10QP
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28-10-14
A318/A319/A320/A321 28-10 Storage
Figure 11: Intercell Transfer Valve
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28-10-15
A318/A319/A320/A321 28-10 Storage
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28-10-16
A318/A319/A320/A321 28-16 Fuel Recirculation and Cooling
28-16 Fuel Recirculation and Cooling
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28-16-1
Fuel IDG Cooling System Presentation

Principle
The Integrated Drive Generator oil is cooled by fuel; a recirculation system is in-
stalled. Some fuel supplying the engines is used to cool the IDG oil. A return valve
allows the hot fuel to be returned to the Outer cell.
The Return valve opens at low engine fuel flow if the engine oil temperature is
above 93 degrees C.
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The return valve mixes the hot fuel with cold fuel from the LP pump to maintain the
temperature of the returned fuel below 100 degrees C.
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Fuel Recirculation
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The recirculated fuel is sent to the outer cell through a pressure holding valve in
order to prevent the fuel from boiling.
A Pressure Holding valve maintains a pressure of 18 psi in the recirculation line;
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if the pressure increases, fuel bleeds through the valve into the Outer cell.
When the Outer cell is full, the fuel overflows into the Inner cell through a spill pipe.
Return Valve Closure
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The fuel return valve closure is controlled by the fuel sensing system.
The fuel return valve will close in case of:
• fuel overflow In Vent surge tank
• fuel low level in Inner cell (IDG shut-off sensor)
• fuel temperature in inner cell greater than 52.5 degrees C.
• fuel temperature in outer cell greater than 55 degrees C.
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• fuel pump pressure not maintained.
Pump Logic
As long as fuel is being delivered from the center tank, the wing tanks are still full
and will tend to overfill, as the recirculated fuel is delivered to the wings tanks.
In this case the center tank pump stops when the Inner cell reaches the FULL lev-
el. The wing tank pumps will operate until approximately 1100 lbs (500 kg) of fuel
have been used i.e. Underfull sensors reached. The logic circuit then restarts the
Center tank pump.

28-16-2
Figure 1: Fuel IDG Cooling System Centre Tank Pump Logic

to Burners
IDG Oil
HP Pump
Cooler
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LP Pump
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Fuel Return
Valve Center Tank
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Booster Pumps
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P
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IDG S/O P P
Temp
Underfull
Full
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RH Engine
Stop Signal
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Pump Stop
Temp
Pressure
Holding
Overflow Valve

28-16-3
Fuel IDG Cooling System Control Low pressure is sended by the pump low pressure switch and signalled to the Fuel
Level Sensing Control Units (FLSCUs).
General
Overflow
The fuel recirculation cooling system comprises a fuel return valve controlled by
the Full Authority Digital Engine Control (FADEC). Input signals come from various The fuel return valve closes if the Center tank pump falls to respond to the logic
sensors via the Fuel Level Sensing Control Units (FLSCUs). signals of the full sensors, causing the wing tank to overflow into the vent tank.
Low Level
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The Fuel Return valve closes when the fuel level in the Inner cell drops to the low
level sensors.
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• Note that the low level sensor a.k.a IDG shut-off sensor (38 QJ) signals the Re-
turn valve to close at 616 lbs (280 kg).
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• Closing the Return valve will reduce the amount of the unusable fuel.
Inner Cell High Temp

The Fuel Return valve closes If the fuel temperature is too high In the inner cell
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(52,5 degrees C).
It prevents the engine limitations from being exceeded.
The Fuel Return valve provides for return fuel temperature limitation.
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It mixes the hot fuel from the IDG cooler with cold fuel from the LP pump to main-
tain the temperature of the returned fuel below 100 degrees C.
Outer Cell High Temp

The Fuel Return valve closes if the fuel temperature in the Outer cell is too high
(55 degrees C).
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This prevents a large volume of high temperature fuel from entering the inner cell,
In the event of transfer valves opening.
This also keeps the fuel temperature to an acceptable level should a tank rupture
occur.
Pump Pressure Lost

The Fuel Return valve closes If a low pressure is signalled by all pumps supplying
the related engine.
This is to reduce fuel flow and allow maximum available pressure for fuel burn dur-
ing gravity feeding.

28-16-4
Figure 2: Fuel IDG Cooling System Control
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28-16-5
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28-16-6
A318/A319/A320/A321 28-20 Fuel Feed
28-20 Fuel Feed
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28-20-1
A318/A319/A320/A321 28-20 Fuel Feed
Distribution APU Fuel-Feed System
General APU Fuel-Pump System (28-22-00)

The APU fuel supply system has a fuel pump on the center tank rear spar. The
The fuel distribution system is in three parts. These are:
APU fuel pump supplies the fuel to the APU as required, normally from the left-
• the supply to the engine wing tank.
• the supply to the Auxiliary Power Unit (APU)
When the crossfeed valve is open any fuel tank can supply fuel to the APU.
• the refuel/defuel system.
The APU LP Fuel Shut-Off System (28-29-00)
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Engine Supply The APU LP fuel shut-off system has a LP fuel valve that controls the supply of
fuel to the APU. If an APU fire occurs, the APU emergency shut down system clos-
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The Main Fuel-Pump System (28-21-00)
es the LP fuel valve to stop the flow of fuel.
The main fuel-pump system moves the fuel from the fuel tanks to the engines. The
The APU fuel system also has a vent and drain valve and a LP fuel switch installed
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system has two main fuel-pumps (main pumps) in each wing and two main pumps
in the center tank. The wing tank pumps operate continuously. If a wing tank pump in the tail cone.
has a failure or (is set to OFF) the other wing tank pump continues to supply the
related engine. The center tank pumps are set to on or off (by the Fuel Level Sens- Refuel/Defuel System (28-25-00)
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ing Control Units (FLSCUs) (Ref. 28-46-00)) when the wing tank fuel is at specified The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. A re-
levels. The closed crossfeed system (Ref. 28-23-00) divides the engine supply fuel/defuel operation is controlled from:
system into two parts. Each part contains three main fuel-pumps which supply one • the refuel/defuel control panel, in the RH lower belly fairing
engine. When the crossfeed valve is open, it is possible for one fuel-pump to sup-
• the cockpit preselector (10QT), on the cockpit overhead panel.
ply fuel to the two engines. An air release valve automatically releases air from
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each of the engine supply pipes. There is a refuel/defuel coupling (installed in the leading-edge of each wing) that
is the interface between the refuel/defuel system and the external fuel-source. A
Crossfeed System (28-23-00) refuel/defuel gallery connects the refuel/defuel couplings to the fuel tanks.
The crossfeed valve in the center tank is usually in the closed position. In this po- There is an overwing refuel adaptor in the top surface of each wing. The overwing
sition, it divides the main fuel pump system (Ref. 28-21-00) into two parts (one part refuel adaptor allows you to refuel the aircraft when you cannot use the refuel/de-
for each engine). When the crossfeed valve is open, any main pump can supply fuel coupling.
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fuel to each engine.
Engine Low-Pressure (LP) Fuel Shut-Off System (28-24-00)

The engine LP fuel shut-off system has one LP fuel valve for each engine. When
necessary, each LP valve isolates its engine from the fuel supply. The related
ENG MASTER switch (Ref. 76-12-00) controls the operation of the LP valve.
When the related engine FIRE PUSH switch (Ref. 26-12-00) is pushed (in), the LP
valve closes.

28-20-2
A318/A319/A320/A321 28-20 Fuel Feed
Control The crew can use the ECAM control panel to look at the FUEL page.
Control of the fuel distribution system is usually automatic, but the crew can man- Figure 1: Cockpit Control and Indication
ually control the system when necessary. Most of the controls are in the cockpit.
However, the Controls for the refuel/defuel system are in the RH side of the belly
fairing and the cockpit.
The cockpit overhead panel 40VU has the control switches for:
• the L TK PUMPS 1 and 2 (Ref. 28-21-00)
• the R TK PUMPS 1 and 2 (Ref. 28-21-00)
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• the CTR TK PUMPS 1 and 2 (Ref. 28-21-00)
• the MODE SEL AUTO (Ref. 28-21-00)
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• the X FEED (crossfeed) system (Ref. 28-23-00).
The cockpit center-pedestal panel 115VU has the control switches for:
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• ENG 1 MASTER 1
• ENG 2 MASTER 2
These switches open the related engine LP valve (Ref. 28-24-00) when they are
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set to ON.
The cockpit overhead panel has the control switch APU MASTER SW. When set
to ON this switch energizes the APU fuel pump system (Ref. 28-22-00) and opens
the APU LP fuel shut off valve (Ref. 28-29-00).
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The cockpit overhead panel 51VU has the control switches for a cockpit refuel.
When a cockpit refuel is selected the preselector 10QT, adjacent to the panel
51VU, is used to set the refuel quantity. The cockpit preselector 10QT has control
over the preselector 5QT, adjacent to the refuel/defuel control panel 800VU.
The cockpit overhead panel 20VU has the control switches for:
• ENG 1 FIRE
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• ENG 2 FIRE
• APU FIRE
When operated these switches put the related engine LP valve (Ref. 28-24-00)
and/or the APU LP valve (Ref. 28-29-00) to the closed position.
The Engine/Warning Display (E/WD) (Ref. 31-66-00) and the System Display
(SD) (which together make the ECAM) give fuel distribution data to the crew.
When specified failures occur:
• a warning is given on the E/WD

28-20-3
A318/A319/A320/A321 28-20 Fuel Feed
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28-20-4
A318/A319/A320/A321 28-21 Main Fuel Pump System
28-21 Main Fuel Pump System
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28-21-1
General • two check valves.

The main fuel pump system supplies the fuel from the fuel tanks to the engines. The engine feed outlet from each canister has an internal check valve.
The system has six main fuel pumps (main pumps): The check valves are in the line to the scavenge jet pumps.
• two in each wing tank The vent valve is installed in a flametrap at the top of the canister. Gas or air that
• two in the center tank. is removed from the fuel by the pump, is sent back to the fuel tank through the vent
The main pumps in each wing operate together continuously to supply fuel to their valve. The valve prevents fuel flow in the opposite direction and is opened by a
related engine. probe in the related fuel pump.
The Fuel Level Sensing Control Units (FLSCUs) (Ref. 28-46-00) normally control When the fuel pump is not in operation the check valves prevent a flow of fuel back
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the main pumps in the center tank automatically. They supply fuel to their related through the pump.
engine during flight when the fuel in the wing tank is below a specified level. The The canisters are attached to the center tank bottom skin and fully contain the fuel
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wing tank pumps each have a sequence valve that makes sure the center tank fuel pump element.
is supplied to the engines first.
The canister makes it possible to replace the fuel pump element when there is fuel
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The crossfeed system (Ref. 28-23-00), when closed, divides the main fuel pump in the fuel tank. When the fuel pump element is replaced, the internal check valve,
system into two parts, one part for each engine. If one wing tank main pump has the second check valve and a slide valve seal the canister.
a failure (or it is set to OFF) the other will continue to supply fuel to its related en-
A suction valve is in the engine feed line in each of the collector cells. If all the main
gine.
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pumps fail the engines can use suction pressure to remove the fuel from the ap-
When the crossfeed system is open, it is possible for one fuel pump to supply fuel plicable tank through the suction valves.
to the two engines.
Each fuel pump has a related control and indication circuit. These circuits have a
The system has valves that automatically bleed the air from the engine feed-pipes P/BSW on the fuel control panel 40VU (which is part of the overhead panel). Each
during fuel pump operation. circuit also has an interface with the two System Data-Aquisition Concentrators
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The Engine/Warning Display (EWD) (Ref. 31-66-00) and the System Display (SD) (SDAC1 and SDAC2) (Ref. 31-54-00).
(which together make the ECAM) give system data to the crew. If specified failures The P/BSWs are identified as:
occur: • L TK PUMP 1, 13QA
• a warning is given on the EWD • L TK PUMP 2, 15QA
• the FUEL page shows on the SD. • R TK PUMP 1, 14QA
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When necessary the crew can make a selection on the ECAM control panel (Ref. • R TK PUMP 2, 16QA
31-56-00) to look at the FUEL page. • CTR TK PUMP 1, 33QA
Each wing tank has a closed area which is a collector cell. The collector cell is • CTR TK PUMP 2, 34QA
made between RIB1 and RIB2, the front and the rear spars and the top and bottom • CTR TK MODE SEL, 48QA.
skins. Clack valves, in the bottom of RIB2, let the fuel go into the collector cells but
do not let the fuel go out. The collector cells make sure that the main pumps are When you operate the fuel pumps during a maintenace procedure, a main-
always fully in fuel during all flight manoeuvres. In the collector cells are: tenance person must be in the cockpit. This person must stop the pumps
when the low pressure fault lights (on panel 40VU) come on, to prevent op-
• two fuel pump canisters and their related fuel pump elements (which together
eration of the pumps without fuel (“DRY RUNNING”). Operation of the
make the main pumps)
pumps without fuel can cause a fire.
• two fuel strainers
• a suction valve

28-21-2
Fuel Pump Canister Figure 1: Fuel Pump

The canister has two primary fuel outlets. One outlet contains the outlet valve and
is the fuel supply to the engine feed pipe. The other outlet has a sequence valve.
A small opening in the side of the canister connects the fuel pump to:
• the pressure switch
• the jet pumps.
The canisters are attached to the wing bottom skin and fully contain the fuel pump
element.
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Fuel Pump Element
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The fuel pump element has:
• a rotor assembly
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• an impeller assembly
• an inducer assembly
• a shaft
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• three thermal switches.
The pump element is assembled vertically. The rotor assembly is at the top. The
impeller assembly is in the center and the inducer assembly is at the bottom. The
shaft connects the three assemblies together.
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The rotor assembly is a 3 phase 115VAC electrical motor. When energized it turns
the shaft and the impeller and inducer assemblies. The inducer makes a suction
that causes fuel to come through the impeller assembly. The impeller assembly
pressurizes and pushes the fuel out of the canister.
The pump no flow pressure is 35 psi (2.41Bar).
The three thermal switches are in the electrical circuit of the fuel pump element. If
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the temperature of the pump element increases to more than 175 deg.C (347
deg.F) the switches operate. This causes the pump element to stop. It cannot op-
erate again and must be replaced.

28-21-3
Figure 2: Pump Removal and Installation
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28-21-4
Fuel-Pump Pressure Switch Fuel can enter the surge tank (Ref. 28-11-00) through the venting system (Ref. 28-
12-00), when this occurs, the scavenge jet pumps 66QM(69QM) move fuel to the
The pressure switches monitor the output pressure of the fuel pumps. They are
rear intercell transfer valves 28QM(30QM) (Ref. 28-15-00).
installed on the rear face of the wing and center tank rear spar. A banjo-connection
and pressure pipe connect the pressure switch to the fuel pump. If the pressure The scavenge jet pumps 67QM(68QM) move fuel caught in the wing tank outer
from the main pump decreases to less than 0.41 bar (6.0 psi) the pressure switch: cell to the rear intercell transfer valve.
• puts on the amber FAULT light in the related main pump P/BSW The scavenge jet pumps 89QM(90QM) are in the center tank on the rear spar.
• sends a signal to the Fuel Level Sensing Control Unit (FLSCU) (Ref. 28-46-00) They move fuel caught in the center tank to the related center tank main pump in-
• sends a signal to the ECAM system. let.
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When the related main pump is on, fuel goes through the jet pump. The fuel moves
Scavenge Jet Pumps through the check valve and the jet nozzle.
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The scavenge jet pumps are in the wing tank on the rear spar between RIB15 and
RIB16.
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Figure 3: Scavenge Jet Pump
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A
A
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A
89QM 90QM A
JET PUMP
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67QM
(68QM)
66QM
(69QM) Fuel Pump
Outlet
NOTE: FOR THE JET PUMPS 89QM (90QM)
Inlet
THE OPENINGS X AND Y ARE AT THE TOP

28-21-5
Figure 4: Jet Pump Application
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28-21-6
Sequence Valve Air Release Valve

When the fuel pressure at the wing tank pumps at the valve inlet is more than 1.74 The air release valve releases the air caught in the engine fuel feedline. The valve
bar (25.3 psi), the valve opens. The fuel then moves from the valve inlet back into is installed at the high point between the pump and the PLP valve (Ref.28-24-00).
its related fuel tank. When the fuel pressure at the valve inlet decreases to a spec-
ified value, the valve closes. Figure 6: Air Release Valve
Figure 5: Sequence Valve
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28-21-7
Operation/Control and Indicating At engine start-up, the automatic fuel feed system operates as follows:
The wing tank pumps of the main fuel pump system are manually controlled. The • a signal from the interface units (1KS1 and 1KS2) energizes the center tank
FLSCUs normally control the center tank pumps automatically. The main fuel control relays (51QA, 52QA)
pump system has six main pumps. The main fuel pump system is divided into two • the AUTO CTL relays (41QA, 42QA) are de-energized
sub-systems (LH/RH). Each sub-system has three main pumps that supply fuel to • if the center tank LOW LVL sensors are wet with fuel the two center tank pumps
their related engine. The circuit for each sub-system contains (and connects to) operate
the same type of equipment. As the other sub-system is the same, only the oper- • two minutes after the first engine reaches idle speed, the center tank pumps
ation of the No. 1 sub-system/circuit (LH) is given here. stop
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• if the second engine is started during the two minutes, the center tank pumps
Operation will operate for two more minutes. They will operate for two more minutes from
In normal conditions the two pumps in the wing tank or the related pump in the when the second engine reaches idle speed and then stop
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center tank supply an engine. But, one pump can supply the necessary fuel for an • if the second engine is started after the two minutes are over, the center tank
engine. pumps will operate again for two minutes. They will operate from the time that
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The fuel supply to one engine is controlled independently of the other. Thus, the the second engine reaches idle speed
wing tank pumps can supply the fuel for one of the engines and the opposite cent- • the position of the slats now controls the operation of the center tank pumps
er tank pump can supply the other engine. • the center tank pumps will not operate again until the slats are retracted
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The L TK PUMPS 1 and 2 P/BSWs are usually set to on together. The main pumps • until then the wing tank pumps supply fuel to the engines.
then operate continuously. If one main pump has a failure (or is set to OFF), the
After take-off, the automatic fuel feed system operates as follows:
other main pump will continue to supply fuel to its related engine. When you set
the L TK PUMP 1 P/BSW 13QA to ON, it connects a 28VDC supply to the contac- • the AUTO CTL relays de-energize when the slats retract
tor 17QA (No. 1 fuel pump contactor-control). The contactor connects a 115VAC • the center tank pump control relays energize and the center tank pumps are
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supply to energize the fuel pump 21QA. given signals to operate, independently of each other
The center tank pumps are set to give a higher pressure of fuel than the related • a center tank pump will not operate if the two FULL LVL sensors in the related
wing tank pumps. Thus, when all the pumps operate, the center tank pump will wing tank are wet
supply its related engine. • a center tank pump will operate when one FULL LVL sensor and one UNDER-
FULL sensor in the related wing tank are dry. The related center tank LOW LVL
When the wing tank pumps are set to ON, the pumps will operate continuously
sensor must be wet
during the flight until switched off manually. The center tank pumps have two
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modes of operation, manual and automatic. The MODE SEL P/BSW (48QA), on • a signal is given to the time delay relays when a center tank LOW LVL sensor
the FUEL panel (40VU), controls these modes of operation. becomes dry. When the LOW LVL sensor has been dry for five minutes, the
related center tank pump is latched off
In manual mode (MODE SEL P/BSW released out), the operation of the center
• the latch is released and the related pump(s) come on when MANUAL mode
tank pumps is controlled by the CTR TK PUMPS 1 and 2 P/BSWs.
is selected or when the refuel panel access door is opened
In automatic mode (MODE SEL P/BSW pushed in), and with the CTR TK PUMPS • FAULT INHIBIT relays do not let the FAULT annunciators come ON during the
1 and 2 P/BSWs set to ON: five minute cycle
• the center tank pumps are set to on and off automatically during specified flight • when a center tank pump stops, an engine is supplied with fuel from the related
phases wing tank pumps.
• the center tank pumps will supply fuel to the engines, as required, when the fuel
is at specified levels (Ref. 28-46-00).

28-21-8
Figure 7: Center Tank Pump Logic
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28-21-9
Cockpit Indications • The center tank pumps do not stop 5 minutes after the related low level sensors
If specified failures or system configurations occur in the main fuel pump system: are dry.
• the Flight Warning Computer (FWC) (Ref. 31-52-00) gives an aural and visual Fuel Control Panel 40VU
warning Each fuel pump P/BSW shows:
• the ECAM shows a failure message on the EWD, and the FUEL page on the • OFF (white) when the fuel pump is not set to on
SD. • FAULT (amber) if a failure occurs (pump low pressure).
If necessary, a procedure to correct the effects of the failure is also given with the The MODE SEL P/BSW shows:
warning message.
• MAN (white) when the center tank pumps are in manual control
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EWD Messages (see 28-40 Fig 11) • FAULT (amber) if a failure has occured whilst the center tank pumps are in auto
The warning messages given are: mode.
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(a) FUEL L TK PUMP 1 LO PR
Smoke Configuration
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The No. 1 main pump is set to on, but low pressure has occurred (equivalent warn-
In the electrical smoke configuration (Ref. 24-24-00) the contactor 17QA is de-en-
ing messages are given for the R TK PUMP 1).
ergized. The L TK PUMP 1 P/BSW then connects a 28VDC supply to the contactor
(b) FUEL L TK PUMP 2 LO PR 53QA (No. 1 fuel pump emergency contactor-control). The contactor 53QA con-
nects a 115VAC supply to energize the fuel pump 21QA.
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The No. 2 main pump is set to on, but low pressure has occurred (equivalent warn-
ing messages are given for the R TK PUMP 2).
(c) FUEL L TK PUMPS 1+2 LO PR In the electrical smoke configuration, the equivalent RH sub-system operates
Both the fuel pumps in the LH wing are set to on, but low pressure has occurred at the same time to energize the fuel pump 22QA.
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(an equivalent warning message is given for the R TK PUMPS 1+2). The pumps get their fuel supply from the lowest part of the collector cell. When
(d) FUEL CTR TK PUMP 1 LO PR they are in operation each pump gives two outputs. One output is to the engine
feed pipe, one to the related scavenge jet pump.
The center tank pump 1 (LH) is set to on, but low pressure has occurred (Equiva-
lent warning message for center tank pump 2 (RH)).
(e) FUEL CTR TK PUMPS LO PR
The center tank pumps 1 and 2 are set to on, but low pressure has occurred.
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(f) FUEL CTR TK PUMPS OFF
The center tank pumps are set to OFF, but no failure has occured.
(g) FUEL AUTO FEED FAULT
The fuel pumps are set to on and the MODE SEL P/BSW is pushed in (auto
mode), with the fuel condition as follows:
• left or right wing tank contains less than 5000 kg (11000 lb) of fuel
• center tank contains more than 250 kg (550 lb) of fuel.
• The center tank pumps do not stop after the slats are extended.

28-21-10
Figure 8: Normal Operation and Smoke Configuration
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28-21-11
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28-21-12
A318/A319/A320/A321 28-22 APU Feed
28-22 APU Feed
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28-22-1
A318/A319/A320/A321 28-22 APU Feed
Fuel Pump System

The APU fuel pump system supplies the necessary fuel to operate the APU in all
operation conditions.
The APU fuel supply is tapped from the engine feed line. The fuel pressure for the
APU comes from either the engine fuel pumps or the APU fuel pump.
To prevent fuel draining from the cross feed line when you remove the APU fuel
pump, the pump is mounted in a canister.
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The APU normally takes its fuel supply from the LH engine-feed line, but when the
cross-feed valve is open, the RH engine-feed line can also supply the APU with
fuel.
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Normally, the necessary fuel pressure is achieved by the main-engine fuel pumps.
The fuel pressure is monitored by the APU fuel-pressure switch 7QC. If the fuel
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pressure in the APU fuel line drops below 1.5 bar (22 PSI), the APU fuel pressure
switch energizes the APU fuel pump to ensure a stable fuel supply to the APU.
To purge the APU fuel line, it is possible to operate the APU fuel pump by the APU
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Fuel-Line Vent-Pushbutton 8QC, installed on the APU compartment firewall. The
APU fuel pump operates as long as the pushbutton is pushed.
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28-22-2
A318/A319/A320/A321 28-22 APU Feed
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28-22-3
A318/A319/A320/A321 28-22 APU Feed
Power Supply APU Inlet Low Pressure Switch

For normal operation, the essential busbar 801XP (115V AC) supplies the pump The APU inlet low pressure switch (5030QM) is installed in the APU compartment
motor. When the busbar is not energized, the static inverter busbar 901XP (115V at the fuel inlet connection to the FCU. It operates on fuel absolute pressure in the
AC) supplies the pump motor. The APU fuel pump supply relay 9QC (on panel APU fuel-feed line at the inlet to the FCU. When it operates, it transmits a signal
103VU) monitors the essential busbar and performs the busbar to switch. The to the Electronic Control Box (ECB) 59KD.
pushbutton switch 8QC operates the APU pump on the ground to purge the fuel The switch closes when the inlet pressure decreases to 15.8 psi. The switch
line. The APU fuel-line vent relay (6QC) is supplied with 28V DC from the DC Bus- opens when the inlet pressure increases to 17.2 psi.
bar 1 (103PP).
Drain and Vent Valve
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Pump Element
The fuel drain and vent valve (5040QM) is installed in the APU compartment at the
The pump element (4QC) is a centrifugal type impeller which is driven by a single
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fuel inlet connection to the FCU. It permits the APU fuel-feed line to be drained of
phase electric motor, supplied with 115 V AC at 400HZ. The fuel that circulates fuel and bled of air during maintenance of the system.
through the unit, cools and lubricates the pump element. A thermal fuse, set at
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175DEG.C (347DEG.F), protects the motor from an overheat condition. Fuel-Feed Line
Pump Canister The APU fuel-feed line connects the engine fuel-feed line with the APU fuel distri-
bution system. The APU fuel-feed line installation includes:
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The pump canister (9QM) contains the pump and is attached to the wing-box rear
• a aluminium-alloy tube, installed from the crossfeed line to the top of the wing
spar. A drain gutter collects any fuel leakage and drains it away from the installa-
center tank (immediately forward of FR42),
tion area. The engine fuel crossfeed and the APU fuel lines are bolted to the can-
ister within the tank. • a double-walled vented hose, installed from FR42 to FR80,
• high-pressure Teflon flexible hose which incorporates spacing rings to support
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Pressure Switch and locate the hose in its tube,
The pressure switch (7QC) has a cylindrical chamber with a banjo type head. A • a fire sleeve from FR80 to the APU fuel inlet connection,
bolt secures it to a check valve on the rear spar. The fuel pressure in the crossfeed • a drain tube, which connects to the vented shroud, at its lowest point (top of the
line goes through the check valve and the banjo head to operate a microswitch in wing center-box, immediately forward of FR42) with the drain mast,
the chamber. • a drain mast at FR47, which connects to the drain tube. It permits the fuel to
When the fuel pressure drops below 1.5 bar (22 PSI) the microswitch closes and drain overboard if a fuel leak occurs in the hose.
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transmits 28VDC to APU fuel pump relay, to energize the APU fuel pump.
Vent APU Fuel Line Pushbutton-Switch

The VENT APU FUEL LINE pushbutton-switch (8QC) permits the APU fuel pump
to operate on the ground. Press and hold the pushbutton-switch to purge the fuel
line during ground maintenance. This energizes the APU fuel line vent relay (6QC)
to start the pump. The pump is supplied with 115V AC from the essential busbar
801XP. The pump stops when the pushbutton is released.

28-22-4
A318/A319/A320/A321 28-22 APU Feed
Figure 2: Fuel Line

NOTE: 1 VENTED SHROUD FITTED AROUND THE HOSE
(ALUMINIUM ALLOY TUBE)
C 2 DOUBLE WALLED FLEXIBLE HOSE
3 FLEXIBLE HOSE (TEFLON WITH SILICON

FIBERGLASS FIRE SLEEVE) A FR84
C FR80
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APU FEED LINE
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BONDING JUMPER HOSE COUPLING SAFETY WIRE COUPLING SHROUD
SLEEVE
FR70 C
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5030QM APU INLET
LOW PRESSURE
SWITCH
A
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5040QM DRAIN 3
'O' RING HOSE SPACER RING
AND VENT VALVE FR47 C
FR46 SECTION
1 C C
DRAIN MAST SPACER
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FR41 RING
8QC
B SAFETY
WIRE
CROSSFEED
FUEL LINE
B LOCKING
SPRING
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REAR SPAR
AD
2 FR42
DRAIN TUBE 1
3QF ACTUTOR FUEL

LP VALVE
14QM APU FUEL 7QC APU FUEL 4QC APU FUEL
LP VALVE PRESSURE SWITCH FEED PUMP WITH
9QM CANISTER

28-22-5
A318/A319/A320/A321 28-22 APU Feed
Operation
When the APU MASTER SW is set to on, the Electronic Control Box (ECB) 59KD
energizes the APU MAIN RELAY 4KD. This causes the APU Fuel Low-Pressure
Actuator 3QF to open the APU Fuel Low-Pressure Valve 9QM. The APU fuel-feed
line is now connected to the main-engine fuel-feed line.
The necessary fuel pressure is achieved either by at least one of the main-engine
fuel pumps or by the APU Fuel Pump 4QC.
As long as one of the main-engine fuel pumps is operating and the fuel pressure
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in the APU fuel feed line is higher than 1.5 bar (22 PSI), monitored by the APU
Fuel-Pressure Switch 7QC, the APU Fuel Pump 4QC is in standby mode (not op-
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erating).
As soon the main-engine fuel pump stops and/or the fuel pressure in APU fuel-
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feed line drops below 1.5 bar (22 PSI), the APU fuel pump, energized by the APU
Fuel-Pressure Switch, takes over/supports the fuel supply of the APU.
If an APU shutdown occurs, either manual or automatic (APU failure), the ECB de-
energizes the APU MAIN RELAY 4KD. This causes the APU Fuel Low-Pressure
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Valve Actuator to close the APU Fuel Low-Pressure Valve. The APU fuel feed line
is now disconnected from the main-engine fuel feed line and the APU Fuel Pump
to be de-energized, if it was operating.
If an emergency shutdown of the APU occurs (e.g. due to fire) the FIRE EMER
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RELAYS 5WF and 6WF immediately causes the APU Fuel Low-Pressure Valve-
Actuator to close the APU Fuel-Low Pressure Valve and they de-energize the
APU Fuel Pump, if it was operating.
To purge the APU fuel-feed line during ground maintenance, it is possible to en-
ergize the APU fuel pump with the APU-Fuel Vent-Line Pushbutton 8QC. When
the pushbutton 8QC is pushed the APU FUEL VENT LINE RELAY 6QC energiz-
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es. This causes the APU Fuel Low-Pressure Valve Actuator to open the APU Fuel
Low-Pressure Valve. The APU fuel feed line is now connected to the main-engine
fuel feed line and the APU Fuel Pump to be energized.
The APU Fuel Low-Pressure Valve is open and the APU Fuel Pump is operating
as long as the pushbutton 8QC is pushed.

28-22-6
A318/A319/A320/A321 28-22 APU Feed
Figure 3: ASM 28-22-00

901XP 1 2 A A
115VAC A3 A A B3 UNSD A
3 4 A1 A2 B2 B1 A
STAT INV BUS 31-54 B3 A3
24-58-14 UNSD B1 B2 UNSD A2 A1 UNSD
SCHO6
SDAC
3A X1 X2 C
1QC C/B- A X2 A X1
APU/FUEL/ A A
BLOW OFF/CTL 9QC RELAY- 5QC RELAY- B
121VU212 APU FUEL PUMP SPLY APU FUEL PUMP A A
103VU126 103VU126
4QC PUMP-
SYSTEM DESCRIPTION 103VU RELAY BOX: APU FUEL
5QC RELAY APU FUEL PUMP 147
THE APU FUEL SUPPLY IS TAPPED FROM 6QC RELAY APU FUEL LINE VENT
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THE ENGINE FEED LINE. 9QC RELAY APU FUEL PUMP SUPPLY
THE FUEL PRESSURE IS MONITORED BY THE B
APU FUEL PRESSURE SWITCH (7QC). FR47
IF THE FUEL PRESSURE IN THE APU FUEL FR41
LINE DROPS BELOW 1.5 BAR (22 PSI)
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THE APU FUEL PRESSURE SWITCH
ENERGIZES THE APU FUEL PUMP (4QC)
TO ENSURE A STABLE FUEL SUPPLY TO
THE APU. A
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TO PURGE THE APU FUEL LINE, IT IS
POSSIBLE TO ENERGIZE THE APU FUEL
PUMP WITH THE APU FUEL VENT LINE FR24
PUSHBUTTON 8QC.
WHEN 8QC IS PUSHED THE APU FUEL LOW
PRESSURE VALVE IS OPEN.
THE APU FUEL PUMP IS OPERATING AS
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LONG AS 8QC IS PUSHED.
FR1 NORM PRESS

>22 PSIG FR42
LOW PRESS
<22 PSIG
A
801XP-C
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A B3 UNSD
115VAC B2 B1 A A
ESS BUS/ 3A C3 B A
SHEDDABLE 2QC C/B/ C2 C1 USND A
24-58-13 APU/FUEL/ A3 3QF 28-29SCHO1 B
A2 A1 7QC
BLOW OFF/PUMP 4KD 28-29SCH01 D3 ACTUATOR-APU
49VU210 D2 D1 FUEL LP VALVE C
A
7QC PRESS SW-
APU FUEL PRESSURE
147
FR42
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FR84
5WF 28-29SCH01
C
FR80
103PP 19 4 2
28VDC X1 1 3
UNSD C 8QC
3A A X2
NORM BUS 1 1156VD A 5
FR70
3QC C/B- 4 6 UNSD
24-68-02 UNSD
APU/FUEL/
103VU126 6QC RELAY-
PUMP/CTL WIRING DIAGRAM
APU FUEL LINE VENT
121VU212 8QC P/BSW-
103VU126
28-22-01 VENT APU FUEL LINE
313 FR80

28-22-7
A318/A319/A320/A321 28-22 APU Feed
APU LP Fuel Shut Off Figure 4: APU LP Valve Indication
The APU Low Pressure (LP) fuel shutoff system has an APU fuel LP valve. The
valve is used to isolate the APU fuel-supply line from the engine-feed line, when
the APU does not operate. The valve also serves as a fire shut-off valve in case
of APU fire. The APU fuel-supply line is routed through the pressurized fuselage.
Three tanks, one in each wing and one in the wing center box in the fuselage are
used to store the fuel.
The APU LP fuel shutoff system has a fuel LP valve 14QM and a related fuel LP
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valve actuator 3QF. The valve and the actuator are installed on the rear spar of
the wing center-box. The valve 14QM is installed in the APU fuel-supply line,
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where it joins the adjacent engine-feed line. The valve isolates the APU fuel-sup-
ply line from the engine fuel-feed line. The electrical circuit of the valve is linked to
these circuits which control the valve operation:
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• APU fuel pump circuit (Ref. 28-22-00),
• APU emergency shutdown circuit (Ref. 49-62-00),
• APU engine fuel and control circuit (Ref. 49-30-00),
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• APU fire extinguishing circuit (Ref. 26-22-00).
The valve closes automatically, when the APU SHUT-OFF pushbutton 1KL or the
APU FIRE pushbutton 1WD is operated. The valve also closes with an APU shut-
down on the ground after a fire detection.
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The two DC motors in the actuator 3QF, which move the valve 14QM, are supplied
from different sources. One motor is supplied with 28VDC from the normal busbar
301PP. The other motor is supplied with 28VDC from the hot bat. busbar 701PP.
Indication
A 'closed' and an 'open' position microswitch, which are part of the actuator, trans-
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mit position signals to the SDAC (Ref. 31-54-00).
The SDAC transmits the signals to the Electronic Centralized Aircraft Monitoring
(ECAM) system. You can see the 'OPEN', 'MOVING' or 'CLOSED' position of the
valve on the fuel system page on the ECAM lower display unit (Ref. 31-51-00).
You can also see the valve position at the visual positon
Visual
A window in the actuator body gives a visual indication of the valve, RED for
'OPEN' or GREEN for 'CLOSED' position.

28-22-8
A318/A319/A320/A321 28-22 APU Feed
Figure 5: APU LP Fuel Shut Off Valve
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28-22-9
A318/A319/A320/A321 28-22 APU Feed
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28-22-10
A318/A319/A320/A321 28-23 Crossfeed System
28-23 Crossfeed System
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28-23-1
General The indication circuit interfaces with the two System Data-Aquisition Concentra-
tors (SDAC1/SDAC2) (Ref. 31-54-00).
The valve of the crossfeed system is usually closed, and in this configuration it di- The P/BSWs and the actuators send data to the SDACs. The SDAC units send
vides the main fuel pump system (Ref. 28-21-00) into two parts (one part for each the data to the ECAM. The ECAM shows the position of the crossfeed valves on
engine). When the crossfeed valve is open, the two fuel supplies are connected the SD FUEL page. If there is a failure of a crossfeed valve, the EWD (Ref. 31-66-
together. Thus the two engines can be supplied with fuel from one of the wing 00) shows the message X FEED VALVE FAULT.
tanks or from the two wing tanks.
There are two indicator lights in the P/BSW (ON and OPEN). These lights are in-
The crossfeed system is operated manually by the X FEED pushbutton switch cluded in the annunciator-light test and dimming (Ref. 33-14-00).
4QE. The X FEED pushbutton switch is installed in the cockpit on the fuel control
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panel 40VU.
The Engine/Warning Display (EWD) (Ref. 31-66-00) and the System Display (SD)
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(which together make the ECAM) give crossfeed system information to the crew.
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• a warning is given on the EWD
When necessary, the crew can make a selection on the ECAM control panel (Ref.
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31-56-00) to look at the FUEL page.
The crossfeed system has:
• a crossfeed valve actuator 5QE
• a crossfeed valve 10QM
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• a V-band clamp 83QM.
The crossfeed valve 10QM is installed in the fuel pipe in the center tank. This fuel
pipe connects the fuel supply pipes of the left wing to the fuel supply pipes of the
right wing. When the crossfeed valve is open the fuel supply pipes are connected.
In this configuration, the fuel can be supplied to the engines from either wing tank.
The crossfeed valve is installed on the forward-face of the rear spar.
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The crossfeed valve is operated by the crossfeed actuator 5QE.
The actuator is attached with a V-band clamp 83QM to the crossfeed valve drive-
assembly (on the rear face of the rear spar). The interface between the actuator
and the crossfeed valve is a valve spindle that goes through the rear spar. The
actuator has two motors, which get their power supply from two different sources:
• motor 1, the 28VDC ESS BUS (801PP)
• motor 2, the 28VDC BUS 2 (206PP).
The crossfeed valve actuator has a control and indication circuit. The indication
circuit has a X FEED pushbutton switch (P/BSW) on the cockpit fuel panel 40VU.

28-23-2
Figure 1: Cockpit
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28-23-3
Crossfeed Valve 10QM flange to which the actuator is attached and a location slot to make sure the actu-
ator engages correctly. A set of O-ring seals prevent a leakage of fuel through the
The primary components of the crossfeed valve are:
mounting flange.
• the valve body with a mounting flange
• the ball valve with its valve spindle Crossfeed Valve Actuator 5QE
• the drive assembly. The crossfeed valve actuator has two electrical motors which drive the same dif-
The crossfeed valve body holds the ball valve which has a bore of 38.1 mm (1.5 ferential gear to turn the ball valve through 90 deg. Limit switches in the actuator
in). The ball valve has a master key-way that engages with the valve spindle. The control this 90 deg movement and set the electrical circuit for the next operation.
valve spindle also has a master key-way that engages with the drive assembly. One of the two motors can open/close the valve if the other motor does not oper-
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The mounting flange of the crossfeed valve body is attached to the forward face ate. A V-band clamp (83QM) attaches the actuator to the flange of the drive as-
of the rear spar with four studs and two countersunk bolts. The studs also attach sembly. A location peg makes sure the actuator engages correctly.
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the drive assembly to the rear face of the rear spar. The drive assembly has a
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Figure 2: System Layout
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28-23-4
Operation/Control
The crossfeed valve is controlled manually. To operate it is necessary to have:
• the 28VDC BUS 2 206PP and the 28VDC ESS.SHED. BUS 801PP energized
• the circuit breakers 1QE and 2QE closed.
When the X FEED P/BSW (4QE) is pushed (in):
• the 28VDC supply energizes the two electrical motors of the actuator
• the crossfeed valve turns to the open position
• the crossfeed valve signals its position to the ECAM FUEL page display.
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When the same P/BSW is released (out):
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• the 28VDC supply energizes the two electrical-motors of the actuator
• the crossfeed valve turns to the closed position
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• the crossfeed valve signals its position to the ECAM FUEL page display.
Indicating
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The crossfeed valve position is shown on the FUEL page of the ECAM System
Display. If a failure occurs in the fuel system the FUEL page is shown on the
ECAM System Display. If you want to look at the ECAM FUEL page you must
push the FUEL P/BSW on the ECAM control panel.
System Failures
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If the crossfeed valve is not in the set position:
• the message FUEL X FEED VALVE FAULT is shown on the ECAM Engine/
Warning Display Page
• the crossfeed valve indication is shown amber on the ECAM SD FUEL page.
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28-23-5

AA
14G FUEL X FEED VALVE P/BSW ON
004-11/19
13H FUEL X FEED VALVE FO SCH 02
004-11/20
14H FUEL X FEED VALVE FC 1
AA 004-11/21
SCH 01
1WV2 SDAC-2
86VU128
31-54
AA CENTER
TANK
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14G FUEL X FEED VALVE P/BSW ON
004-11/19
13H FUEL X FEED VALVE FO SCH 02

004-11/20
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PANEL 40VU 14H FUEL X FEED VALVE FC REAR
004-11/21 SPAR
AA 10QM
SCH 01 CROSSFEED
VALVE
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1WV1 SDAC-1
85VU127
31-54
A FILAMENT TEST
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4QE 11
9 83QM
44 V-BAND
TEST CLAMP
A
FUSE 3 A SCH 11
5VAC
F
115VAC 6LP BOARD-ANN LT TEST & INTFC
A 70VU126
33-14
SCH 03
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TO TK LVL SENSING
31LP XFMR-ESS 28-46 SCH 04
120VU212 IDG COOLING
33-14 A VALVE SHUT
UNSD 9 OPENG 7
8 D
6 ON W 4 B
5 SHUT
801PP E SHUT
28VDC 1 2 A2 OPEN OPEN
ESS BUS A3 A1
SHEDDABLE F
TO C/B GND FROM RLY TEST
24-68-14 45LP 33-14 SCH 17 SHUT
3 4 MON SYS C2 C M
_
31-54 SCH 06 C3 C1 ANN LT TEST AND A
DIMMING A OPEN
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3 No 1
B
2QE C/B- D2 UNSD E
FUEL/X FEED/ D3 D1
VALVE/MOT 1 No 2
49VU210 SHUT
B2 C M
_
B3 B1 A
B OPEN
4QE P/BSW-
FUEL/X FEED 5QE ACTUATOR-FUEL CROSSFEED VALVE
206PP 40VU210 190
28VDC 1 2
BUS 2
24-68-05 TO C/B
3 4 MON SYS
31-54 SCH 06 NOTE: 1 ACCESS TO THE X FEED VALVE
WIRING DIAGRAM 5QE IS THROUGH THE L MLG DOOR.
3
1QE C/B- 28-23-01
FUEL/X FEED/
VALVE/MOT 2
121VU212

28-23-6
A318/A319/A320/A321 28-24 Engine LP Fuel Shut Off
28-24 Engine LP Fuel Shut Off
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28-24-1
General Each actuator has two motors, which get their power supply from different sourc-
es:
The engine LP fuel shut-off system controls the LP fuel-valves. Each LP fuel-valve
isolates its engine from the fuel supply at the front spar. • the 28VDC ESS BUS supplies the motor 1
• the 28VDC BUS 2 supplies the motor 2.
The related ENG MASTER switch (Ref. 76-12-00) controls the operation of the LP
fuel-valve. But if the related engine FIRE PUSH switch (Ref. 26-12-00) is operat- If damage occurs to the electrical circuit, it is necessary to make sure that the
ed, the LP fuel-valve closes. valve can still operate. Thus the electrical supply to each motor goes through a
different routing. The routing for motor 1 is along the front spar. The routing for mo-
If the LP fuel-valve of one engine is closed, all the fuel in the aircraft is still tor 2 is along the rear spar and then forward through the flap track fairing at RIB6.
available to the opposite engine.
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The actuators send position data to the System Data-Aquisition Concentrators
The Engine/Warning Display (EWD) (Ref. 31-66-00) and the System Display (SD) (SDAC1 and SDAC2) (Ref. 31-54-00). The SDACs process the data and send it
(which together make the ECAM) give engine LP fuel shut-off information to the to the ECAM which shows the information on the FUEL page.
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crew.
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• a warning is given on the EWD
When necessary, the crew can make a selection on the ECAM control panel (Ref.
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31-56-00) to look at the FUEL page.
The LP fuel shut-off system has two independent electrical control circuits for each
LP fuel-valve. They connect through a control relay to these related switches:
• the ENG MASTER switch (Ref. 76-12-00)
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• the FIRE PUSH switch (Ref. 26-12-00).
The LP fuel-valve 12QM(13QM) is in the fuel supply line to its related engine. The
LP fuel-valve is usually open and in this configuration lets fuel through to its related
engine. When one of the LP fuel-valves is closed, the fuel is isolated from that LP
fuel valve's related engine.
The LP fuel-valve is installed between the engine pylon and the front face of the
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wing front spar (between RIB8 and RIB9).
Each LP fuel-valve has an actuator 9QG(10QG). The interface between the actu-
ator and the LP fuel-valve is a valve spindle. When the actuator is energized, it
moves the LP fuel-valve to the open or closed position. A V-band clamp
80QM(81QM) attaches the actuator to the LP fuel-valve.

28-24-2
Figure 1: Engine LP Valve Operation

When the No. 1 ENG MASTER switch (Ref. 76-12-00) is set to ON, it disconnects
a 28VDC supply from the relay 11QG (HP FUEL SOV SOL P/BSW). The relay
11QG de-energizes and connects a 28VDC supply (through the ENG 1 FIRE
PUSH switch (Ref. 26-12-00)) to the 'open' side of the LP fuel-valve actuator. The
actuator then opens the LP fuel-valve.
When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC supply
to the relay 11QG. The relay energizes and connects a 28VDC supply (through
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the ENG 1 FIRE PUSH switch) to the 'close' side LP fuel-valve actuator. The ac-
tuator then closes the LP fuel-valve.
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If the ENG 1 FIRE PUSH switch is operated:
• it disconnects the 28VDC supply to the 'open' side of the LP fuel-valve actuator
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• it connects a 28VDC supply to the 'close' side of the LP fuel valve actuator -
the LP fuel-valve moves to the closed position.
The LP fuel-valve opens(closes) when the ENG MASTER switch is set to
ON(OFF). But the operation of the engine FIRE PUSH switch always over-
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rides an ON selection and closes the valve. A guard on the FIRE PUSH
switch prevents an accidental operation.
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28-24-3
Figure 2: Power Supply Cockpit Indications

SD (FUEL Page) Indications
When necessary, the crew can make a selection on the ECAM control-panel to
look at the FUEL page.
EWD Indication
If electrical failures occur in the engine LP fuel shut-off system they cause:
• the Flight Warning System (FWS) (Ref. 31-51-00) to give an aural and visual
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warning
• the ECAM to show a failure message on the EWD, and the FUEL page to show
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on the SD.
The warning message given is:
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ENG 1 LP VALVE FAULT
This shows that the No 1 LP fuel-valve is not in the set position.
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28-24-4
Figure 3: Cockpit
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28-24-5
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28-24-6
A318/A319/A320/A321 28-25 Refuel/Defuel System
28-25 Refuel/Defuel System
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28-25-1
General Where the preselected quantity is greater than the maximum capacity of both the
wing tanks fuel will automatically be added to the center tank.
The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. A re- The END annunciator, on the preselector 5QT, will come on when the refuel pro-
fuel/defuel operation is controlled from the refuel/defuel control panel in the RH cedure is complete. That is when the ACTUAL value is the same as the PRESE-
lower belly fairing. A refuel can also be controlled from the preselector in the cock- LECTED value +/- 100kg (220lb). If the refuel procedure stops before the ACTUAL
pit. There is a refuel/defuel coupling (installed in the leading edge of the right hand value and the PRESELECTED value are the same, the END annunciator will flash
wing) that is the interface between the fuel tanks and the external fuel source. to show a fault.
Refuel To control pressure refuel manually, the MODE SELECT switch on panel (800VU)
is set to REFUEL and the REFUEL VALVES switch(es) are set to OPEN. The
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There are two different procedures available to refuel the aircraft, these are: quantities of fuel that go into the tanks are then monitored at the indicator (6QT).
• a pressure refuel (automatic or manual) When the tank(s) have the required amounts, the REFUEL VALVE switch(es) are
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• a gravity overwing refuel. set to SHUT.
To fill the fuel tanks to their maximum capacity, the aircraft must be level at zero The refuel gallery is a fuel pipe that connects from the LH wing tank refuel valve
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degrees. It is possible to refuel an aircraft that is not more than two degrees from through to the RH wing tank refuel valve. From this pipe, other branch pipes sup-
level, but it is possible that the tanks will not completely fill. ply fuel, through diffusers, to the fuel tanks.
The sealed RIB15 (Ref. 28-11-00) divides the wing tank into an inner and an outer
Pressure Refueling
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cell. During a refuel operation the outer cell is filled first. The refuel spill pipe con-
When you use manual pressure refuel, the total quantity of fuel put into the aircraft nects the wing tank outer cell to the wing tank inner cell. Thus, when the wing tank
(and the supply to each tank) is controlled at the refuel/defuel control panel outer cell is full the spill pipe lets the fuel move into the wing tank inner cell. A dif-
(800VU). fuser, on the spill pipe, makes sure that the fuel goes into the inner cell smoothly.
When you use automatic pressure refuel, the total quantity of fuel put into the air- The spill pipe has a check valve 54QM(55QM). During flight the check valve
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craft is controlled at the preselector (5QT) or the cockpit preselector (10QT). The makes sure that fuel that goes into the spill pipe goes back to the outer cell.
fuel supply to each tank is monitored at the indicator (6QT) or the ECAM SD FUEL
page. Gravity Refueling
The maximum refuel pressure at the refuel/defuel coupling is 3.45 bar (50 psi). Each wing tank has an overwing refuel adapter 42QM(43QM). This can be used
to refuel the aircraft when a pressure refuel source is not available. During an
This refuel pressure will give an all tank refuel rate of approximately 1400 l/min
(370 US gal/min). At this refuel rate you can refuel the aircraft (from its usual re- overwing refuel, the fuel only goes into the wing tank. It is then necessary to do a
ground fuel transfer to get the fuel into the correct fuel-load configuration. The
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serves to full) in approximately 20 minutes.
adaptor has an overwing refuel cap 44QM(45QM) which gives access to and seals
The necessary total quantity of fuel is set when you move the rocker switch, on the the adaptor. The refuel adaptor and cap are installed in the upper wing surface
preselector, to INC (increase) or DEC (decrease). The quantity of fuel that is set (between RIB19 and RIB20) and has an electrical ground point adjacent to it.
is shown in the PRESELECTED display. The total contents actually in the tanks is
shown in the ACTUAL display.
When the conditions that follow are met the tanks will start to fill:
• the PRESELECTED display is greater than the ACTUAL display
• the REFUEL VALVES switches set to NORM
• the MODE SELECT switch set to REFUEL.

28-25-2
Defuel Figure 1: System Overview

The main fuel pumps (Ref. 28-21-00) remove the fuel from the fuel tanks and sup-
ply it to the refuel/defuel coupling where it can be removed from the aircraft. The
defuel/transfer valve, when open, connects the main fuel pump system (Ref. 28-
21-00) to the refuel/defuel system.
To defuel the aircraft you must use the main fuel pumps (Ref. 28-21-00) to remove
the fuel from the fuel tanks.
To defuel the aircraft you must set:
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• the X FEED P/BSW (Ref. 28-23-00), on the panel 40VU, to OPEN
• the L TK (R TK) PUMPS 1 and 2 P/BSWs (Ref. 28-21-00), on the panel 40VU,
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to ON
• the CTR TK PUMPS 1 and 2 P/BSWs, on the panel 40VU, to ON
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• the REFUEL VALVES switches, on the panel 800VU, to SHUT
• the MODE SEL switch, on the panel 800VU, to DEFUEL XFR.
Fuel Transfer
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To move fuel from one tank to another tank, you must set:
• the main fuel pump (Ref. 28-21-00) to ON, for the the tank from which you want
to move the fuel
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• the X FEED P/BSW (Ref. 28-23-00), on the panel 40VU, to OPEN
• the REFUEL VALVE switch, on the panel 800VU, to OPEN, for the tank to
which you want to move the fuel to
• the MODE SEL switch, on the panel 800VU, to DEFUEL XFR.
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28-25-3
Component Description Figure 2: Refuel/Defuel Control Panel
Refuel/Defuel Control Panel

The refuel/defuel control panel is installed in the RH side of the belly fairing aft of
FR36.
Access to the refuel/defuel control panel is through a quick-release door 192MB.
This panel controls the operation of:
• an automatic or manual pressure refuel
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• a pressure defuel (together with the main pumps (Ref. 28-21-00)).
The primary components on the refuel/defuel control panel are:
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• the control panel 800VU
• the fuel quantity preselector 5QT (Ref. 28-42-00)
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• the fuel quantity indicator 6QT (Ref. 28-42-00).
The control panel 800VU has:
• a BATT POWER (refuel-on-battery) switch 10PR (Ref. 24-67-00)
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• a MODE SELECT switch 3QU
• a MODE SELECT OPEN light 21QU
• a TEST P/BSW 2QJ (Ref. 28-46-00)
• three fuel tank hi-level indicator-lights 3QJ, 4QJ, 5QJ (Ref. 28-46-00)
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• three REFUEL VALVES switches 4QU, 5QU, 6QU.
Fuel Quantity Preselector 5QT

The preselector gets fuel quantity data from the FQIC through an ARINC 429 bus.
The LED display module then gives these fuel quantity indications:
• the preselected quantity (PRESELECTED)
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• the total quantity (ACTUAL).
The preselector is pre-programmed to display in either kgs or lbs. The preselector
receives the numbers to be displayed from the FQIC. The FQIC also sends an
identification bit that will identify if the numbers sent are in kgs or lbs.

28-25-4
Cockpit Preselector 10QT Figure 4: Cockpit Preselector (2)

The preselector gets fuel quantity data from the FQIC through an ARINC 429 bus.
The LED display module then gives these fuel quantity indications:
• the preselected quantity (PRESELECTED)
• the total quantity (ACTUAL).
Figure 3: Cockpit Preselector (1)
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28-25-5
Refuel/Defuel Coupling 100QM(40QM)

The refuel/defuel couplings 100QM(40QM) are the interfaces between the aircraft
fuel tanks and the external fuel supply. A single coupling is attached to the forward
face of each wing front spar, between RIB14 and RIB15. The refuel/defuel cou-
pling caps 101QM(41QM) are installed on the refuel/defuel couplings.
The ready for refuelling light 30QU1(30QU2) is adjacent to the refuel/defuel cou-
pling on the panel 522JB(622JB). The light comes on when the the fuel quantity
required is set on the cockpit preselector 10QT. When the light comes on you can
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start to refuel the aircraft.
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28-25-6
Figure 5: Refuel Coupling
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28-25-7
Refuel Valve 7QU(8QU), 10QU Figure 6: Refuel Valve

The refuel valves 7QU(8QU) and 10QU are the interfaces between the refuel gal-
lery and the related fuel tank. Each valve is solenoid controlled, but pressure op-
erated. Thus when the solenoid is energized, and a refuel pressure is supplied,
the valve opens. The refuel valve has a manual override-button. If the solenoid
does not operate correctly, the manual override-button can be used to open the
valve. The valve 7QU(8QU) is on the leading edge of the wing in the refuel valve
canister 19QM(20QM). The valve is behind the access panel 522GB(622GB). The
valve 10QU is installed on the rear spar (FR42) of the center tank in the refuel
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valve canister (88QM).
Operation
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When the solenoid valve is de-energized a hydraulic-lock (fuel) is made behind the
refuel valve piston. This hydraulic-lock and the compression springs hold the pis-
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ton in the closed position.
When the solenoid valve is energized, the hydraulic-lock is released. The fuel
pressure then pushes the piston (against the spring pressure) to the open position.
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The fuel that made the hydraulic-lock is pushed through the solenoid valve and
into the refuel gallery. When the solenoid is de-energized, the hydraulic-lock is
made again. Fuel pressure behind the piston increases and (together with the
spring pressure) moves the piston to the closed position.
The manual command button (on the front of the valve body) connects directly to
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the manual command valve. If the solenoid valve does not operate, the manual
command button can be pushed in (and held) to release the hydraulic-lock. The
refuel valve then operates as usual.
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28-25-8
Figure 7: Refuel Valve
VALVE OPEN
VALVE CLOSED
INLET SLEEVE VALVE
TANK WALL
SOLENOID
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ENERGISED
ELECTRICAL
SOLENOID
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CONNECTOR FLAP
DE-ENERGISED
OUTLET VALVES
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REFUEL
VALVE
7QU
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8QU CANISTER
PISTON
10QU 19QM
20QM
88QM
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PLUNGER
SOLENOID
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DE-ENERGISED
MANUAL COMMAND
BUTTON OPERATED

28-25-9
Defuel/Transfer Valve 11QM Figure 8: Defuel/Transfer Valve

The defuel/transfer valve (11QM) is in the center tank, on the rear spar. The defu-
el/transfer valve connects the main fuel pump system (Ref. 28-21-00) to the refuel
gallery. When open, the valve lets the fuel in the main fuel pump system to be
moved into the refuel gallery. This allows the fuel to be:
• moved from one tank to another
• delivered to the refuel/defuel coupling for removal from the aircraft.
A single motor actuator (11QU) operates the defuel/transfer valve. A V-band
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clamp (82QM) attaches the actuator to the defuel/transfer valve.
A MODE SELECT switch (3QU), on the refuel/defuel control panel (800VU), con-
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trols the operation of the defuel/transfer valve (11QM). The actuator (11QU) will
open the defuel/transfer valve (11QM) when the switch (3QU) is moved to the DE-
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FUEL XFR position. When the defuel/transfer valve is open, an OPEN light
(21QU), adjacent to the switch (3QU) will come on. The actuator will close the de-
fuel/transfer valve when the switch (3QU) is in the OFF or the REFUEL positions.
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28-25-10
Air Inlet Valve 161QM(162QM)/Fuel Drain Valve 31QM(32QM) A fuel drain valve is installed at the lowest point of the refuel gallery in each wing
(the outboard face of RIB1). Fuel pressure in the refuel gallery closes the fuel drain
The air inlet valve 161QM(162QM) is on the inboard face of RIB16. A pipe con-
valves. When the pressure source is removed the valve opens to allow fuel to
nects the air inlet valve to the refuel gallery. The air inlet valve lets air into the re- drain into the wing tank from the refuel gallery.
fuel gallery after a refuel procedure. Thus fuel can drain from the refuel gallery
through the fuel drain valve 31QM(32QM).
Figure 9: Air Inlet and Fuel Drain Valve
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28-25-11
Pressure Relief Valve 97QM

The pressure relief valve 97QM is installed in the RH RIB1. If a center tank over-
flow occurs the pressure relief valve releases the fuel into the RH wing tank.
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28-25-12
Figure 10: ASM 28-25-00 SH 1
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28-25-13
Figure 11: ASM 28-25-00 SH 2
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28-25-14
A318/A319/A320/A321 28-28 Additional Center Tank Transfer System
28-28 Additional Center Tank Transfer System
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28-28-1
Description and Operation

General
The A319/A320/A321 have provisions which lets the operator install and operate
the aircraft with one or two Additional Center Tanks. The additional center-tank
transfer-system controls the fuel transfer from the two Additional Center Tanks
(ACT1 and ACT2) to the center tank. The ACT are installed in the AFT cargo com-
partment and each ACT can hold approximately 2349 KG (5168 lb) of usable fuel.
A fuel line connects the ACT1 and ACT2 with the refuel gallery or with the center
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tank. In flight, an electrical control circuit automatically controls the fuel transfer
from the ACT1 and ACT2 to the center tank via the level sensors in the ACT and
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center tank. Air pressure from the cabin pressure control system, pressurizes the
ACT1 and ACT2 for the forward fuel transfer.
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A manually selected pump, which is installed in the center tank, provides a stand-
by transfer and a transfer capability on the ground.
The refuel transfer system refuels each ACT (Ref. 28-25-00).
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The Electronic Centralised Aircraft Monitoring (ECAM) and the Auxiliary Fuel
Management Computer (AFMC) give information about the ACT transfer system
to the crew. If specific failures occur:
• a fault caption on the AUTO/MAN p/bsw illuminates
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• a warning is given on the upper ECAM display unit
• the fuel page shows on the lower ECAM display unit.
When necessary the crew can make a selection on the ECAM control panel (Ref.
31-56-00) to look at the fuel page.
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28-28-2
Figure 1: ACT Basic Schematic
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28-28-3
System Description
The ACT transfer system is divided into the following sub-systems:
• two additional center tanks (ACT1 and ACT2) (Ref. 28-11-00),
• a fuel transfer system,
• a vent system (Ref. 28-12-00),
• a pressurization system.
ACT1 and ACT2
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The ACT1 and ACT2 are installed between FR47.2 and FR53 in the AFT cargo
compartment. Each ACT is a structural container in which a flexible bladder tank
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is attached to all internal surfaces. The structural containers are the same size as
a full width cargo container.
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A drain line connects the space between each ACT bladder tank and each ACT
structual container to the aircraft drain mast. A second drain line connects the
shrouded refuel/defuel line and vent line to the aircraft drain mast. If a fuel leak
occurs in the ACT bladder tank or in a shrouded line, the fuel will go through the
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drain to the atmosphere. The drain lines have leak monitors 185QM and 184QM
(Ref. 28-11-00). Maintenance personnel must use the leak monitors to do a check
and make sure that there is no fuel leakage in the ACT bladder or shrouded lines.
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28-28-4
Figure 2:
1 ACT PB Switch 40VU FUEL CONTROL PANEL
AUTO : Control of the fuel tranfer is automatic. ENG 1 APU ENG 2

X FEED
- the automatic foreward transfer occurs if :
the aircraft is in flight and OPEN
the slats are retracted and F ON F
at least one ACT low level sensor is wet and U U
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ACT
the center tank high level sensor has been E L TK PUMPS A CTR TK CTR TK R TK PUMPS E
FAULT U M O D E S E L R XFR
dry for at least 10 minutes L 1 2 L XFR 1 2 L
FWD T
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A
- the automatic foreward transfer stops as FAULT FAULT O FAULT FAULT U FAULT FAULT FAULT
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soon as one of the above conditions is not OFF OFF OFF MAN OFF OFF OFF
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O
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FWD :Manual transfer to the center tank is initiated by energizing
the ACT transfer pump in the center tank and opening :
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- the ACT transfer valve
- the ACT inlet valve
FAULT light: Amber light and ECAM caution comes on when:

- the center tank has less than 3000 kg of fuel COCPIT REFUEL PANEL 51VU
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and the ACT has more than 250 kg of fuel and
- the ACT PB switch is in AUTO PRESELECTED REFUEL ACTUAL
KGX1000
HI LVL System Test PB Switch

10.5 8.26
2
DEC INC CKPT END
- The ACT HI LVL light will come on or go out ( if on )
when you push the TEST pushbutton switch.
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TEST REFUEL
ACT HI LVL PWR CTL
ACT 1 FAULT VALVE
3 ACT 1 HI LVL Light ON ON
- The ACT HI LVL Light will come on when:

A high level of fuel is in the ACT 1, or when you push
the the TEST PB Switch.
- The ACT HI LVL Light will go out when: 3
2
A low level of fuel is in the ACT 1, or when you push
the the TEST PB Switch.

28-28-5
Fuel Transfer System A shrouded fuel transfer line connects the ACT1 and ACT2 with the center tank.
The fuel transfer system has these components: It transfers the fuel from each ACT to the center tank when automatic or manual
• an ACT fuel pump pressure switch (2QH) forward fuel transfer is selected.
• an ACT fuel pump (1QH) and its related mounting plate (163QM)
• an ACT fuel transfer valve (165QM) and its related electrical actuator (6QH)
Indicating
• an ACT1 fuel inlet valve (166QM1) and its related electrical actuator (5QH1) The ACT parameters are displayed on the FUEL system page of the ECAM dis-
play. The ACT fuel tank is shown with its fuel quantity inside.
• an ACT2 fuel inlet valve (166QM2) and its related electrical actuator (5QH2)
• an ACT transfer thermal relief valve (169QM) The ACT to center tank transfer symbol appears when there is a fuel transfer.
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More indications come into view if there is failure of the automatic transfer or of the
• an ACT1 refuel restrictor valve (180QM1)
ACT transfer pump.
• an ACT2 refuel restrictor valve (180QM2)
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• a check valve (176QM)
• a shrouded fuel transfer line
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• a surge relief valve.
The ACT transfer pump 1QH and the ACT transfer pump of the pressure switch
2QH are installed at the rear spar FR42. The pump operates when the manual for-
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ward fuel transfer p/bsw is selected.
The pressure switch monitors the fuel pressure downstream of the ACT fuel trans-
fer pump 1QH. When the pressure switch detects a low pressure for more than
180 seconds and the ACT1 is empty (if the aircraft is in flight) a warning appears
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on the EWD. The ACT pushbutton switch must be switched off.
The ACT fuel transfer valve (165QM) is installed at the rear spar FR42 in the fuel
line to the center tank. The actuator (6QH) opens the valve when an automatic or
manual forward fuel transfer is selected.
The ACT1 fuel inlet valve (166QM1) and the ACT2 fuel inlet valve (166QM2) are
installed inside the related ACT in the fuel line. The actuator (5QH1 or 5QH2)
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opens the related valve when an automatic, manual forward fuel transfer or refuel
is selected.
The ACT refuel valve (41QU) is installed at the rear spar FR42 in the fuel line to
the refuel gallery. The integral solenoid opens the valve during refuel (Ref. 28-25-
00).
A refuel restrictor valve 180QM1 (180QM2) is installed in the fuel line inside the
ACT1 (ACT2). This valve makes sure that the refuel rate of the ACT1 or ACT2 is
within a safe limit, but it will not limit the defuel rate of the ACT1 and the ACT2.
Restrictors downstream of the fuel pump (1QH) and the ACT transfer check valve
limit the transfer defuel rate of the ACT1 and ACT2.

28-28-6
Figure 3: Indication
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28-28-7
Vent System
The vent system of the ACT has:
• an ACT1 vent valve (167QM1) and its related electrical actuator (4QH1),
• an ACT2 vent valve (167QM2) and its related electrical actuator (4QH2),
• an inward pressure relief valve (172QM1) and (172QM2) (Ref. 28-12-00),
• an overpressure protector (170QM1) and (170QM2) (Ref. 28-12-00),
• a fuel drain valve (173QM1) and (173QM2) (Ref. 28-12-00),
• a shrouded ACT vent line.
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The actuator 4QH1 (4QH2) closes the ACT1 (ACT2) vent valve 167QM1
(167QM2) to pressurize the ACT1 (ACT2) for automatic fuel transfer.
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The inward pressure relief valve 172QM1 and (172QM2) (Ref. 28-12-00) prevents
excessive inward pressure on the bladder bag 190QM1 and (190QM2) during de-
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scent and emergency descent.
The overpressure protector 170QM1 and (170QM2) (Ref. 28-12-00) installed in
the vent line in each ACT depressurizes the related ACT through the vent line if
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the tank pressure is too high.
The shrouded ACT vent line connects the ACT to the air-space at the top of the
center tank. The center tank air-space is ventilated to atmosphere by the tank
venting system (Ref. 28-12-00).
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Pressurization System
In the pressurization system the following components are installed:
• a cabin intake air-filter (183QM)
• four check valves (177QM1, 177QM2, 178QM, 179QM),
• an ACT air shut-off valve (168QM) and its related electrical actuator (3QH)
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• a pressure reducing valve (171QM).
The ACT air shutoff valve 168QM is installed in the pressurization line of the ACT.
The actuator 3QH opens the valve when the automatic forward fuel transfer is se-
lected. This activates the pressurization system and the air pressure in the cabin
(pressurized from the pressure control system) enters the ACT through the pres-
surization line and transfers the fuel from the ACT to the center tank. In the pres-
surization line is a pressure reducing valve 171QM which regulates the ACT
pressurization supply to about 0.195 bar (2.83 psi) over ambient air pressure. It
also has check valves which prevent the vapor from the ACT1 and ACT2 entering
the cabin. The pressurization line has a filter to make sure that clean air goes into
the tank.

28-28-8
ACT to 2 ACT’S Differences and ACT 2 are identical. Each ACT can hold approximately 2270 kg of fuel. The
refuel/defuel system, the vent system and the pressurization system are identical
General to those fitted on A/C equipped with only one ACT.
The A319 A320 A321 can be equipped with a second Additional Center Tank
(ACT) called ACT 2 installed in the aft cargo compartment behind ACT 1. ACT 1
Figure 4: General
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28-28-9
Figure 5: Control and Indicating - Control
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28-28-10
Fuel Forward Transfer Figure 6: Control and Indicating - Indicating

Automatic and manual fuel forward transfer with two ACTs is carried out in exactly
the same way as with one ACT except that ACT 2 will be emptied first until the
ACT 2 low level sensors are dry.
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28-28-11
Additional Center Tanks A319 CJ

ACT System Presentation
General
The installation of 6 Additional Center Tanks (ACTs) in the cargo compartment in-
creases the A319 CJ fuel capacity. The fuel capacity is approximately:
• 2497 kg (5504lb) for ACT 1, 2 or 6,
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• 1749 kg (3856 lb) for ACT 3 or 4,
• 2437 kg (5373 lb) for ACT 5.
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The fuel management system has also:
• two Fuel Level Sensing Control Units (FLSCUs),
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• one Auxiliary Level Sensor Control Unit (ALSCU).
Feed Concept
Fuel is automatically transferred from the ACT to the center tank when the fuel lev-
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el of the center tank decreases.
Management
The different functions of the system are:
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• fuel level sensing,
• fuel transfer from ACT to center tank,
• refuel/defuel control and monitoring,
• indications,
• warnings,
• test.
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The Auxiliary Fuel Management Computer (AFMC) manages refuel operations of
the ACT and the Fuel Quantity Indication Computer (FQIC) manages wing and
center tanks refuel operations. FLSCU's 1 and 2 for LH, and RH are used for wing
and center tank fuel level sensing. ALSCU is used for ACT fuel level sensing.

28-28-12
Figure 7: General Overview
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28-28-13
ACT System Controls and Indicating

General
The Additional Center Tank (ACT) controls are on the overhead panel in the cock-
pit and on the outside refuel/defuel panel. The indications show on the ECAM dis-
play.
ACT P/BSW
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The ACT P/BSW is on the cockpit overhead fuel control panel and controls the
ACT transfer system. For automatic FWD transfer, the ACTP/BSW is in the AUTO
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position. If the necessary conditions are present, the control circuit:- closes the
vent valve,- opens the air shut-off valve,- opens the fuel transfer valve,- opens the
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fuel inlet valve.For manual FWD transfer, the ACT P/BSW must be pushed in until
the MAN legend comes on. When the necessary conditions are present, the con-
trol circuit:- opens the ACT fuel transfer valve,- opens the ACT fuel inlet valve,-
energizes the ACT transfer pump.The FAULT legend on the ACT P/BSW comes
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on with an ECAM warning if a transfer fault occurs.
ACT Refuel Valve Switch

The ACT refuel valve switches are on the outside refuel/defuel panel and control
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the status of the ACT refuel valve. When in NORM position, automatic refueling
logic controls the refuel valves. Its status changes with the position of the mode
selector switch and fuel pressure.
When in OPEN position, the valve will open with fuel pressure.
When in SHUT position, the refuel valve status does not change with the position
of the mode selector switch.
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Fuel Quantity Rotary Selector Switch
The fuel quantity rotary selector switch is on the outside refuel/defuel panel and
lets the fuel quantity indicator show the different fuel quantities.If you select the
ACT with the rotary selector switch, the indicator will show the fuel quantity of the
selected ACT.

28-28-14
Figure 8: General
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28-28-15
ACT System Warnings

ACT XFR fault
If there is an ACT XFR FAULT, the MASTER CAUTion comes on, the aural warn-
ing operates and fault LT on MODE SEL P/BSW comes on AMBER if the center
tank, or any ACT empties before the previous ACT is empty.
Figure 9: ACT XFR fault
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28-28-16
A318/A319/A320/A321 28-40 Indicating
28-40 Indicating
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28-40-1
A318/A319/A320/A321 28-40 Indicating
Quantity Indication The FQIC has two processing channels that are the same. The channels are iden-
tified as Channel 1 and Channel 2.
The Fuel Quantity Indicating (FQI) system measures the quantity of fuel in the air- Each channel does these operations:
craft fuel tanks. The FQI system gives fuel quantity indications for each of these
• computation of the fuel mass held in each wing
fuel tanks:
• computation of the ACTUAL total fuel mass
• the LH and RH wing tanks
• computation of the PRESELECTED fuel mass
• computation of the automatic refuel control
The FQI system has fuel probes, the electrical capacitance of which is in relation
• discrete outputs to the refuel valves, and Flight Warning Computers (FWCs)
to the fuel level. The Fuel Quantity Indicating Computer (FQIC) continuously
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(Ref. 31-53-00)
measures this capacitance and:
• system failures
• uses the fuel quantity data to control an automatic refuel operation
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• continuous automatic tests for faults (BITE)
• transmits the fuel quantity data to the Engine/Warning Display (EWD) (Ref. 31-
66-00) and the System Display (SD) (which together make the ECAM). • Fuel Level Sense System (FLSS) BITE (Ref. 28-46-00)
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• continuously monitors the status of the other channel
During a refuel/defuel operation the FQIC transmits the fuel quantity data to:
• ARINC 429 digital output to the interfaces.
• the preselector 5QT
• the preselector 10QT Normally, the two channels operate continuously, with each channel monitoring
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the status of the other channel.
• the indicator 6QT.
The FQI, and the temperature measurement indications are shown on the SD (FU-
The FQI system has these components:
EL page). When specified FQI and FLSS conditions occur, the EWD (Ref. 31-66-
• the Fuel Quantity Indicating Computer (FQIC) 3QT 00) gives a warning message and the Flight Warning Computer (FWC) (Ref. 31-
• the On-Board Replaceable Module (OBRM) 53-00) gives an audible warning.
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• the fuel probes 21QT1(21QT2) thru 34QT1(34QT2), 35QT thru 39QT The built-in test equipment (BITE) is installed in the FQI computer. It monitors in-
• the cadensicons 19QT1(19QT2), 20QT puts, outputs and operations to give results from the regular system tests. Fault
• the preselector 5QT information for each flight, and up to sixty-four flight legs are kept in the BITE
• the cockpit preselector 10QT memories.
• the multi-tank indicator 6QT.
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During a refuel/defuel operation the fuel mass is also shown on the preselector
5QT, the multi-tank indicator 6QT and the cockpit preselector 10QT.
The multi-tank indicator 6QT is installed with the Refuel/Defuel Control Panel
800VU. During a refuel or defuel operation the indicator shows the quantity of fuel
in each fuel tank.
FQI Computer (FQIC) 3QT

The FQIC controls the FQI system. The OBRM is attached to the FQIC and con-
tains the software to operate the FQIC.

28-40-2
A318/A319/A320/A321 28-40 Indicating
Figure 1: Block Diagram
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28-40-3
A318/A319/A320/A321 28-40 Indicating
FQI Probe Figure 2: Probe 32QT

• Wing Tanks - 21QT1(21QT2) thru 34QT1(34QT2).
• Center Tank - 35QT thru 39QT.
A set of fuel probes is installed in each fuel tank. Each fuel probe has an electrical
capacitance value which changes in relation to the change in depth of the fuel in
its tank. The FQIC regularly measures the electrical capacitance values of all the
fuel probes. It then uses each set of probe capacitance values to find the volume
of fuel in a tank.
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The fuel probes 22QT1(22QT2) (inner cell) and 33QT1(33QT2) (outer cell) have
diodes that are used to calculate the temperature of the fuel adjacent to them. The
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FQIC regularly monitors these diodes and uses the voltage drop across them to
calculate the fuel temperature. The fuel temperature for each wing tank cell is
shown on the System Display (SD) FUEL page of the ECAM.
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Each probe is assembled in the same way. To make an allowance for the depth
and size of the fuel tanks, the lengths of the probes are different.
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28-40-4
A318/A319/A320/A321 28-40 Indicating
Figure 3: FQI Probes

LEGEND
FUEL QUANTITY INDICATING PROBE 21QT1

FUEL QUANTITY INDICATING PROBE (21QT2)
(WITH TEMPERATURE SENSOR) 25QT1
FUEL QUANTITY INDICATING PROBE (25QT2) 35QT
(WITH CAPACITANCE INDEX COMPENSATOR (CIC))
23QT1
CADENSICON
(23QT2)
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27QT1 24QT1
(27QT2) (24QT2) 36QT
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28QT1 26QT1
(28QT2) (26QT2)
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29QT1 37QT
(29QT2)
20QT
33QT1 30QT1 19QT1
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(33QT2) (30QT2) (19QT2)
32QT1
(32QT2)
34QT1
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(34QT2) 39QT
38QT
RIB1
FQI PROBE
(EXAMPLE)
RIB1
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22QT1
(22QT2)
RIB12
RIB16
RIB18 RIB8
RIB20 RIB6
RIB22 RIB4
31QT1
(31QT2) RIB2

28-40-5
A318/A319/A320/A321 28-40 Indicating
Cadensicon 19QT1(19QT2), 20QT Operation/Control

The cadensicons 19QT1(19QT2) and 20QT are installed near to the lowest part
The FQIC has full control of the FQI system. Each fuel probe has an electrical ca-
of the fuel tanks. The FQIC regularly monitors these components and their outputs
pacitance value that is in relation to the depth of fuel in the related tank. The FQIC
used to calculate the fuel density. When the FQIC knows the fuel volume (from the
uses the probe capacitance values and the fuel permittivity to find the volume of
probes) and the fuel density, it can calculate the fuel mass in each tank. The fuel
usable fuel in that tank.
mass is shown on the EWD (Ref. 31-66-00) and the SD FUEL page.
The cadensicons 19QT1(19QT2) and 20QT send signals to the FQIC from which
Fuel moves freely into and out of the cadensicon through holes in the cover. The
the density of the fuel is calculated.
fuel is the dielectric between the five parallel plates of the capacitor assembly.
The FQIC uses the fuel volume calculation, together with the density data, to find
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For full operation of the quantity indicating system it is necessary to:
the fuel mass (fuel quantity). This is then transmitted to the EWD (Ref. 31-66-00)
• energize the 28VDC ESS BUS (801PP) (channel 1 supply) and the 28VDC and the SD (FUEL page) (which together make up the ECAM).
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BUS 2 (206PP) (channel 2 supply) and 28VDC FUELLING BUS 2 (502PP)
• close the related circuit breakers 1QT (801PP), 2QT (206PP) and 8QT Refuel/Defuel Operations (Ref. 28-25-00)
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(502PP).
During a refuel or defuel operation the FQIC also supplies fuel quantity data to the:
Figure 4: Cadensicon • preselector 5QT
• multi-tank indicator 6QT
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• cockpit preselector 10QT.
If the FQIC has no data, the indicator and the preselectors do not operate their
LED displays.
Cockpit Indications
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Degraded-Mode (For One Tank)
If the fuel quantity indication data is between 3 and 5 times less accurate than that
specified for normal operation, then degraded-mode indications are given. The in-
dication for the applicable tank is still shown on the SD FUEL page, but the last
two numbers have two (amber) horizontal lines through them( = ).
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FQI Failure (In One Tank)
If the fuel quantity indication data is more than 5 times less accurate than that
specified for normal operation, then the indication for that tank shows two amber
XX in a boxed frame.
Refuel/Defuel Control Panel

During a refuel or defuel operation the preselector 5QT shows:
• The ACTUAL quantity of fuel in the aircraft.
• The display shows the fuel quantity in units of 1000 kg (1000 lb) and to a res-
olution of 100 kg (100 lb).

28-40-6
A318/A319/A320/A321 28-40 Indicating
The PRESELECTED quantity of fuel for an automatic refuel. able, then the FQIC uses the capacitance values from known fuel probes to cal-
The display shows the fuel quantity in units of 1000 kg (1000 lb) and to a resolution culate the effective attitude.
of 100 kg (100lb).
Test
The preselection switch is used to change the PRESELECTED quantity. The
switch has three positions: The FQIC contains the Built-In Test Equipment (BITE) that lets it test and monitor:
• INC (increase) • the Fuel Quantity Indicating System (FQIS)
• neutral • the Fuel Level Sensing System (FLSS) (Ref. 28-46-00).
• DEC (decrease). The FQIC does the BITE test of the FQIS at aircraft power-up and then continu-
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ously whilst the FQIC is energized. The FQIC does the BITE test of the FLSS at
The switch is biased to the neutral position. When the switch is initially set to the
INC (or DEC) position, the rate of change in the figures of the PRESELECTED aircraft power-up for the sensors that are fully in fuel or fully out of fuel. For the
sensors that cannot be tested, the FQIC does the BITE test of these sensors when
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window display is slow. But after 4 seconds the rate of change increases. This dif-
the fuel is next at the correct level. The FLSS BITE test is only done when the air-
ference gives a fine adjustment (slow rate change) and a coarse adjustment (fast
craft is on the ground.
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rate change) of the PRESELECTED fuel quantity.
All the FQIS failures are sent to the Centralized Fault Display System (CFDS)
The END Annunciator LED (Ref. 31-30-00). Faults can be found on the Multi-function Control and Display
When a refuel operation is completed, the END annunciator LED comes on. If an Units (MCDUs) (Ref. 22-82-00).
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unusual condition occurs during refuel, the END annunciator LED flashes. It does The FQIC has two channels, channel 1 and channel 2. One channel is the master
this if: channel and the other channel is the slave channel (the master channel is always
• all the high level sensors (Ref. 28-46-00) are wet before the ACTUAL fuel the better channel).
quantity equals the PRESELECTED fuel quantity (+ or - 100kg (200 lb)) Channel 1 and channel 2 do the FQIS BITE, however the FLSS BITE is only done
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• an ARINC transmission failure from the preselector 5QT occurs during the re- by the master channel. The BITE test results can be found on the FQIC STATUS
fuel procedure and FLSS STATUS pages of the MCDU.
• one of the two wing high level sensors (Ref. 28-46-00) is dry and the center It is possible to get the slave channel of the FQIC through the MCDU. To do this
tank contains more than 250kg (550lb) (when the automatic refuel is complet- you select CHANNEL 1 (CHANNEL 2) on the FUEL menu page of the MCDU.
ed)
The master channel will give all the faults of the slave channel.
• out of balance of the LEFT and RIGHT quantities is more than 200kg (450lb)
and the two wing high level sensor (Ref. 28-46-00) are wet (when the refuel is
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complete)
• the ACTUAL fuel quantity is greater than the PRESELECTED fuel quantity
• FQIS errors cause the FQIC to fail.
Accuracy
The FQI system is accurate to plus or minus 0.5% of each tanks total capacity plus
0.5% of actual FOB. This is when the aircraft is on the ground between an attitude
of +/- 3 degrees in both pitch and roll.
The FQIC takes acceleration data from the Air Data/Inertial Reference System
(ADIRS) (Ref. 34-10-00) to calculate the effective attitude. If this data is not avail-

28-40-7
A318/A319/A320/A321 28-40 Indicating

C UPPER ENGINE/WARNING
DISPLAY UNIT (TYPICAL)
540AB
A
(640AB)
C
A
148AZ D
147AZ
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B
ACCESS
DOOR 811 FQIC 3QT
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TYPICAL CADENSICON 19QT1(2) AND 20QT 92VU 4WT1
DU-ECAM, UPPER
31-63
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ACCESS:- 19QT1(2) - 540AB(640AB)
20QT - 147AZ B TOTAL FUEL
ON BOARD (FOB)
FUNCTION:- THE CADENSICON CONTINUOUSLY
MONITORS THE DENSITY AND THE ELECTRICAL
DIELECTRIC CONSTANT OF THE FUEL IN THE
FWD ELECTRONICS RACK 90VU
D SYSTEM DISPLAY
(TYPICAL)
TANK. IT OUTPUTS ANALOGUE SIGNALS FROM
WHICH THE FQIC CALCULATES THE FUEL MASS.
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ARINC
429
5QT
PRESELECTOR
ARINC E
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429
FUEL QUANTITY
INDICATIONS
(INDIVIDUAL TANKS)
TYPICAL FUEL QUANTITY PROBE (21QT THRU 39QT)

TYPICAL FUEL QUANTITY INDICATING COMPUTER
(FQIC) 3QT
ACCESS:- 4WT2
21QT1(2) THRU 26QT1(2) - 540AB(640AB) DU-ECAM, LOWER
27QT1(2) TO 28QT1(2) - 540BB(640BB)
29QT1(2) - 540DB(640DB)
ACCESS:- 811 (FWD ELECTRONICS RACK 90 VU)
FUNCTION:- THE PROBES AND THE CADENSICON
F 31-63
30QT1(2) - 540FB(640FB)
31QT1(2) - 540GB(640GB) SEND ANALOGUE FUEL QUANTITY, DENSITY AND
FUEL TEMPERATURE
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32QT1(2) - 540HB(640HB) TEMPERATURE SIGNALS TO THE FQIC. THE FQIC
CONTINUOUSLY MONITORS THESE SIGNALS AND (INNER CELL)
33QT1(2) - 540LB(640LB)
34QT1(2) - 540QB(640QB) GENERATES RELATED DIGITAL DATA. THE CENTRAL
35QT THRU 39QT - 147AZ(148AZ) PROCESSOR UNIT (CPU) OF THE FQIC PROCESSES
THIS DATA AND CALCULATES THE FUEL MASS.
FUNCTION:- THE PROBE IS A CAPACITIVE ARINC 429 CODES FROM THE AIRDATA/INERTIAL FUEL TEMPERATURE
DEVICE INSTALLED IN THE FUEL TANK. THE REFERENCE SYSTEM ARE USED TO ADJUST THE (OUTER CELL)
FUEL MAKES THE DIELECTRIC OF THE FUEL MASS DATA IN RELATION TO ROLL AND
CAPACITOR. AS THE QUANTITY OF FUEL IN THE PITCH MOVEMENT. THE RESULT IS ACTUAL FUEL TYPICAL FUEL QUANTITY INDICATOR (FQI) 6QT
TANK CHANGES, THE CAPACITANCE OF THE PROBE MASS DATA WHICH IS CHANGED TO ARINC 429
CHANGES. THE FQIC MONITORS THE CAPACITANCE FORMAT FOR:
TO GIVE A VISUAL FUEL QUANTITY INDICATION. - THE ECAM AND FWC ACCESS:- 192MB
- THE INDICATORS AND PRESELECTOR(S). FUNCTION:- THE FUEL QUANTITY INDICATOR
A RECTIFYING DIODE IN 22QT1(2) AND 33QT1(2) THE FQIC BUILT IN TEST EQUIPMENT (BITE) (FQI) GETS ARINC 429 DATA FROM THE FQIC.
GIVES FUEL TEMPERATURE INFORMATION TO THE CONTINUOUSLY MONITORS THE COMPONENTS OF THE FQI DECODES THE ARINC DATA AND GIVES
FQIC. THE DIODE CAUSES A VOLTAGE DROP IN A THE FUEL QUANTITY INDICATION AND TANK A VISUAL INDICATION (NUMERIC) OF THE
SIGNAL FROM THE FQIC,WHICH IS DIRECTLY LEVEL SENSING SYSTEMS. QUANTITY OF FUEL IN EACH OF THE TANKS.
PROPORTIONAL TO THE TEMPERATURE OF THE FUEL. FAULTS AND/OR ERRORS ARE REPORTED ON THE
THE FQIC MONITORS THE DROP IN VOLTAGE TO RELATED DISPLAY UNIT(S).
GIVE A VISUAL INDICATION OF FUEL TEMPERATURE.
FOR MORE INFORMATION REFER TO
EF
SCHEMES 02 TO 16
192MB

28-40-8
A318/A319/A320/A321 28-40 Indicating
Figure 6: ECAM
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28-40-9
A318/A319/A320/A321 28-40 Indicating
Tank Level Sensing High Level Sensing

The high level sensors, 17QJ1(17QJ2) and 20QJ, control the high fuel level in
The Fuel-Level Sensing-System (FLSS) gives:
each tank during refuel or a fuel transfer. When the high level sensor becomes
• high level sensing wet, the FLSCU closes the related refuel valve. During a refuel, the FLSCU also
• low level sensing causes the applicable HI LVL light (3QJ, 4QJ and 5QJ) to come on at the refuel/
• full level sensing defuel control panel 800VU.
• underfull level sensing
• overflow level sensing Lo Level Sensing
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• temperature sensing When the center-tank low-level-sensor 21QJ, 22QJ is dry for more than five min-
• shut-off of fuel recirculation for Integrated Drive Generator (IDG) cooling utes, the related center-tank pump will stop. If, during the five minutes, the sensor
becomes wet, for a minimium of 11 seconds, the center-tank pump will continue
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• wing tank intercell fuel transfer control
to operate. Each center-tank pump will operate until the sensor continues to be dry
• center tank fuel pump control. for five more minutes.
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The system has level sensors that the Fuel Level Sensing Control Units (FLSCUs) When the LH or RH wing low-level sensors 15QJ1(2) and 39QJ1(2) or 16QJ1(2)
monitor continuously. The sensors are installed at different positions in the fuel are dry for 30 seconds continuously, a 750KG (1650 lb) LO LEVEL warning mes-
tanks to give fuel level data in the range low level to overflow. The FLSCUs supply sage is shown on the ECAM display unit.
a voltage to the sensors electrical resistive-element. When the voltage returns to
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the FLSCUs it is compared with a specified reference to find if the related sensor Full and Underfull Level Sensing
is 'wet' or 'dry'. The FLSS uses the fuel level data to:
• control the operation of the refuel valves during refuel and fuel transfer when The full level sensors, 23QJ, 27QJ and the underfull level sensors 24QJ, 25QJ
the aircraft is on the ground and 26QJ, are used to control the automatic operation of the center tank fuel
pumps. When any one of the full level and the related underfull level sensors be-
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• make sure that the fuel in the wing tanks does not decrease to less than 500
come dry, the FLSCU signals the related center tank fuel pump to operate. When
kgs from 'full', when the center tank contains fuel
the full-level sensor becomes wet again the FLSCU signals the related center tank
• make sure that the fuel in the wing tank inner cells does not decrease to less fuel pump to stop.
than low level, when the wing tank outer cells contain fuel
The difference between the full and the underfull level-sensors is equal to a fuel
• give fuel low-level warnings to the Engine/Warning Display (EWD) (Ref. 31-66-
quantity of 500kg (1100 lb).
00).
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The system has temperature sensors that the FLSCUs continuously monitor. The Overflow Level Sensing
FLSCUs supplies a voltage to the sensors electrical resistive-element. When the
voltage returns to the FLSCUs it is compared to a specified reference to find if the If fuel from the wing tank overflows into the vent surge tank, the FLSCUs signal
fuel adjacent to the sensor is 'hot'. The FLSCUs use the hot-signal to control the the Engine Interface Unit (EIU) (Ref. 73-20-00) to close the fuel return-valve.
operation of the fuel recirculation for the cooling system (Ref. 28-16-00). The FLS- If an overflow sensor becomes wet, the FLSCUs will send a signal to:
CUs also transmit the temperature data to the Full Authority Digital Engine Control • the annunciator light test and dimming system (Ref. 33-14-00). This system will
(FADEC) (Ref. 73-20-00) to control the operation of the Fuel Non-Return Valve signal the related CTR TK XFR pump pushbutton switch (5QL, 6QL) (Ref. 28-
(FRV) (Ref. 73-10-00). 26-00) FAULT annunciator to come on
The tank level sensing system operates automatically. When a sensor is in the fuel • the ECAM Engine/Warning Display (EWD) to show the warning FUEL - L(R)
it is wet and when it is not in the fuel it is dry. When a sensor becomes wet or dry WING TK OVERFLOW
it changes its signal to the FLSCU.

28-40-10
A318/A319/A320/A321 28-40 Indicating
• the FADEC to close the FRV and thus stop the recirculation system (Ref. 28- Figure 8: Level Sensors
16-00).
IDG Shut-off Sensors

one in each wing tank 38QJ1(38QJ2).
The IDG shut-off sensors stop the IDG cooling when the fuel quantity is less than
280kg (616lb). The FLSCUs signal the FADEC to close the FRV, which stops the
fuel flow from the IDG cooling system to the recirculation system.
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Figure 7: Level Sensors
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28-40-11
A318/A319/A320/A321 28-40 Indicating
Fuel Level Sensing Control Units (FLSCUs) On the ground, closure of the FRV, due to high fuel temperature in the
wing tank, is prevented.
The FLSCUs continuously monitor all the sensors. The FLSCUs use the data from
the fuel sensors to: Each temperature sensor is near the lowest part of the related fuel cell. This
• control other parts of the fuel system makes sure that the temperature sensor is in the fuel for most of the time.
• send fuel low level warnings to the EWD.
Center-Tank High-Level Dummy-Load Resistor (6QJ)
The FLSCUs (7QJ and 9QJ) are installed in the FWD electronics rack 92VU, in
the aircraft avionics bay. The FLSCU 1 and the FLSCU 2 are the same. But only the FLSCU 1 supplies
center-tank high-level sensing (through the high level sensor 20QJ). The equiva-
Each FLSCU sends an electrical current to its related sensors, the voltage of lent FLSCU 2 center-tank high-level sensing channel has the dummy-load resistor
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which is set. When the electrical current goes back to a FLSCU from a sensor the (6QJ).
voltage is measured. The FLSCUs compare the measured voltage to a set value
The dummy-load resistor makes sure that the center-tank high-level sensing
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to find if:
channel in each FLSCU is used.
• the sensor is wet or dry (for the level sensors)
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• the adjacent fuel is hot (for the temperature sensors). Level Sensor
The voltages that go back to the FLSCUs from groups of low level, full and under- When an electrical current goes through the thermistor, its temperature increases.
full sensors go through groups of logic gates. These logic gates help to make sure The electrical resistance of the thermistor changes with its temperature. When the
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that: sensor is in the fuel, the temperature increase is less than when the sensor is in
• incorrect warnings are not shown on the EWD during flight the air. The FLSCU compares the current value from the sensor to a specified val-
• the center tank fuel pumps (Ref. 28-21-00) operate correctly at all aircraft atti- ue to find if the related sensor is wet or dry.
tudes.
Temperature Sensors
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The FLSCU has these functions:
• a current supply, kept to a limit of safe values, for each sensor The electrical resistance of the temperature sensor is in relation to the tempera-
• a detection circuit to find when a sensing thermistor is in fuel ture of the adjacent fuel. When the temperature of the fuel, as calculated by the
FLSCU, is at a specfied level the FLSCU stops the recirculation system (Ref. 28-
• a switch comparator which has relay-contact output-signals and logic output-
16-00).
signals
• a fault monitoring circuit that continously monitors for an open circuit or short Test
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circuit sensor (or sensor line) (and moves the output relay to the fail safe state)
• Built In Test Equipment (BITE), controlled and monitored by the FQI computer, The high-level sensors and their circuits are tested from the refuel/defuel panel
to do a test of the fuel system sensors. 800VU, with the TEST switch (2QJ). The same switch also has a filament test fa-
cility. The Fuel Quantity Indicating System (FQIS) (Ref. 28-42-00) computer con-
trolled Built-In Test Equipment (BITE) has test facilities for all the sensors and their
Temperature Sensors circuits. When BITE is operated, with a failure-monitoring-signal, the Centeralized
The tank level sensing system has two temperature sensors, 29QJ1 (29QJ2) and Fault Display System (CFDS) (Ref. 31-30-00) will show and identify a:
30QJ1 (30QJ2), installed in each wing tank. The temperature sensor 29QJ1 • defective sensor and/or
(29QJ2) is in the wing tank inner cell and is sensitive to temperatures of more than
• defective control-unit.
52.5 deg C. The temperature sensor 30QJ1 (30QJ2) is in the wing tank outer cell
and is sensitive to temperatures of more than 55 deg C.

28-40-12
A318/A319/A320/A321 28-40 Indicating
Figure 9: Warnings and Cautions
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28-40-13
A318/A319/A320/A321 28-40 Indicating
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28-40-14
A318/A319/A320/A321 28-42 Quantity Indicating
28-42 Quantity Indicating
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28-42-1
A318/A319/A320/A321 28-42 Quantity Indicating
Accuracy The AFMC gives degraded fuel quantities if the fuel quantity data is between three
and five times less accurate than that specified for normal operation. The indica-
The FQI system is accurate to plus or minus 0.5% of each tanks total capacity plus
tion for the applicable tank is still shown on the SD FUEL page, but the last two
0.5% of actual FOB. This is when the aircraft is on the ground between an attitude numbers have two (amber) horizontal lines through them.
of +/- 3 degrees in both pitch and roll.
Effective Attitude Figure 1: System Display
The FQIC takes acceleration data from the Air Data/Inertial Reference System
(ADIRS) (Ref. 34-10-00) to calculate the effective attitude. If this data is not avail-
able, then the FQIC uses the capacitance values from known fuel probes to cal-
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culate the effective attitude.
Unusual Indications
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B B
If the fuel quantity data is less accurate than for normal indication this causes: APU
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• each channel of the FQIC to set a grade of operation
• degraded fuel quantities to be shown at the displays.
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You can read the grade of operation at the FQIS STATUS page on the ECAM.
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2
The worst case probable errors (Err) and the Specified Allowable Errors (SAE) set
the grades of operation that follow.
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Table 1: Grades 4
5
Grade Definition Operational Effect

1 Err <3 X SAE NORMAL DISPLAY
1. TOTAL QUANTITY OF FUEL IN THE WING
2 NOT USED -07 - TANK INNER CELL.
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2. TOTAL QUANTITY OF FUEL IN THE WING
3 X SAE <Err <5 X SAE DEGRADED DISPLAY TANK OUTER CELL.
3
3. TEMPERATURE OF THE FUEL IN THE WING
4 Err >5 X SAE BLANKED DISPLAY TANK OUTER CELL.
4. TEMPERATURE OF THE FUEL IN THE WING
CHANNEL/CPU FAIL SEE TEXT THAT FOLLOWS TANK INNER CELL.
5
5. TOTAL QUANTITY OF FUEL IN THE FUEL TANKS
6. TOTAL QUANTITY OF FUEL IN THE ACTs
If the channel/CPU fails the internal watchdog circuit is not reset and the processor
7. TOTAL QUANTITY OF FUEL IN THE CENTER TANKS
will attempt to restart itself. If the Grade is still 5 after restart the watchdog is again
not reset and another restart occurs. After 8 attempts to restart (counted by a hard-
ware counter) the processor outputs are isolated.

28-42-2
A318/A319/A320/A321 28-43 Manual (Magnetic) Indicators
28-43 Manual (Magnetic) Indicators
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28-43-1
General
The Manual Magnetic Indicators (MMIs) are a secondary direct-reading system
used to calculate the fuel quantity in the LH wing, the RH wing and the center tank
(when the A/C is on the ground). It is not necessary to have electrical power to use
the MMIs. The MMI indications, the aircraft attitude figure and the fuel relative den-
sity, are used with tables (Ref. 12-11-28) to give the amount of fuel in each tank.
The wing tank MMIs are in the bottom surface of the wing tanks. The center tank
MMI is in the belly fairing directly below the center tank.
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The attitude monitor 39QM is in the aircraft fuselage.
The MMIs are as follows:
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• five in each wing tank
• one in the center tank.
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Each MMI has a Magnetic Level Indicator (MLI) 104QM thru 113QM. The MLI is
contained in its related Magnetic Level-Indicator Housing (MLIH) 56QM thru
65QM.
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When a MLI is extended from its MLIH, the fuel level in that area of the fuel tank
can be measured.
The attitude monitor 39QM is in the belly fairing, behind the access panel 192MB.
When the MMIs are used, a reading is taken from the monitor. This reading gives
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the out-of-level attitude of the aircraft in the pitch and the roll axes.
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28-43-2
Figure 1: MLI
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28-43-3
MLI 92QM,104QM and 113QM Figure 2: Attitude Indicator

The MLI is made of glass-reinforced plastic and has marks along its length to show
fuel levels. At one end of the MLI is a magnet. At the other end is a slot and a bay-
onet-type lock. The MLI is installed in the MLIH (Magnetic Level Indicator Hous-
ing).
The top tube is attached to the upper body assembly. The upper body assembly
is on the bottom skin of the fuel tank. An end cap is at the upper end of the top
tube. The end cap prevents a fuel leakage when the MLI is in use or removed. The
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float assembly (which contains a magnet) is free to move up and down the outside
of the top tube.
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A center body is immediately below the upper body assembly. The lower body as-
sembly is immediately below the center body and is attached to the belly fairing.
The center body and the lower body assembly hold the bottom tube. The top and
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bottom tubes are aligned so that the MLI can move through one tube and into the
other. The MLIH has a bayonet-type recess in the lower assembly into which the
MLI bayonet-lock engages.
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Attitude Monitor 39QM
The attitude monitor is a circular level with graduations on the surface. Each
square of the grid is equal to 0.5 deg. change of attitude. The position of the atti-
tude monitor bubble, in relation to the grid, gives the aircraft attitude
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Due to bad reliability the attitude monitor will be removed.
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28-43-4
Operation/Control and Indicating The ROLL data shows - RECORD THE DATA.
• Read and write down the ROLL data.
To measure the quantity of fuel in the wing tanks it is necessary to: • On the MCDU keypad enter the code for PTCH into the scratchpad.
• extend and read the MLIs
PITCH appears at the bottom of the display (scratchpad).
• use the attitude monitor 39QM to measure the attitude of the aircraft (in pitch
• Push the 2L line key.
and roll)
• measure the relative density of the fuel. The PITCH data shows - RECORD THE DATA.
• Read and write down the PITCH data.
Each MLI is unlocked when it is pressed in and turned through 90 deg. It is then
• 10. Push the line key adjacent to the CLEAR ALL indication.
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lowered slowly and carefully until it is extended to its maximum length. The MLI is
then slowly pushed into its MLIH until a magnetic link is felt between the MLI and The AIDS menu page comes into view.
the float magnet. The point where the MLI meets the aircraft skin shows the fuel • In Table 1, use the PITCH data to find the equivalent number.
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level in that part of the tank. The indication is read and the MLI is pushed fully into
• In Table 1, use the ROLL data to find the equivalent letter.
its MLIH and locked into position.
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Put together the number and the letter to identify the square to use in the MLI
A set of mathematical tables (Ref. 12-11-28) are used to find the fuel volume from
the MLI value and attitude monitor indication. When the volume of fuel is known,
you must multiply this by the fuel relative density figure to get the fuel mass.
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Pitch Ref Roll Ref
Procedure to enter the Parameter Alpha Call-up through the
MCDU. minus 1.5 1 minus 1.5 A
On the panel 20VU minus 1.0 2 minus 1.0 B
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• set the 3 ADIRS switches to the NAV position.
On the MCDU minus 0.5 3 minus 0.5 C
• turn the BRT knob to the ON position. 0.0 4 0.0 D
The MCDU is on.
• Push the MCDU MENU mode key. plus 0.5 5 plus 0.5 E
The MCDU MENU page comes into view. plus 1.0 6 plus 1.0 F
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On the MCDU display:
plus 1.5 7 plus 1.5 G
• Push the line key adjacent to the AIDS indication.
The AIDS menu page comes into view.
• Push the line key adjacent to the PARM ALPHA CALL-UP indication.
The AIDS ALPHA CALL-UP page comes into view.
• On the MCDU keypad enter the code for ROLL into the scratchpad.
• ROLL appears at the bottom of the display (scratchpad).
• Push the 1L line key.

28-43-5
Figure 3: Attitude Determination
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28-43-6
Figure 4: How to use MLI

TO DETERMINE AIRCRAFT ATTITUDE Indicators are disposed as follows:
¥3ET!$)23TO.AVPOSITION sFIVEINEACHWINGTANKFOURINTHEINNERTANKANDONEINTHEOUTERTANK
¥/NTHE,(OR2(-#$5PRESS-#$5-%.5PUSHBUTTON sONEINTHECENTERTANK
¥3ELECT#&$3LINEKEY,3+,
¥3ELECT3934%-2%0/244%34LINEKEY,3+,
¥3ELECTTHELINEKEYADJACENTTO&5%,INDICATION
¥/NTHE-#$5CONTROLPANELPUSHTHE.%840!'%KEYTODISPLAYTHE&5%,-AIN
-ENUSECONDPAGE
¥3ELECTTHELINEKEYADJACENTTOTHE).0540!2!-%4%236!,5%3INDICATION
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¥5SETHE4ABLEGIVENONTHENEXTPAGETODETERMINETHEEQUIVALENTNUMBERANDLETTER
FROM0)4#(AND2/,,DATA
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¥3ELECT2%452.LINEKEY,3+, UNTIL#&$3MAINMENUAPPEARS
¥0RESS-#$5-%.5PUSHBUTTON
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Note: 1. 4HISPROCEDURECANONLYBEUSEDIF
¥4HE0)4#(AND2/,,DATAISTAKENFROMTHE!$)23IDENTIFIEDBYANh!vAFTERTHE
0)4#(AND2/,,TITLE
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¥4HE0)4#(DATADISPLAYEDFORTHE,%&4#42AND2)'(4ISNOMOREORLESSTHAN
OFEACHOTHER
¥4HE2/,,DATADISPLAYEDFORTHE,%&4#42AND2)'(4ISNOMOREORLESSTHANOF
EACHOTHER
4HE&1)3INPUTPARAMETERARENOTAUTOMATICALLYUPDATED5SETHE.%840!'%CONTROLON
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THE-#$5TOCYCLETHEPAGESTOUPDATETHESCREEN
TO DETERMINE FUEL QUANTITY IN THE OUTER TANK (E.G. MMI NUMBER 5)

SR
!##%330,!42&/2- ).0/3)4)/.
--)NUMBER 5.,/#+AND7)4($2!7
4HECREWMEMBERMUSTWITHDRAWTHE--)SLOWLYUNTILHEFEELSTHEMAGNETICATTRACTION
BETWEENTHERODANDFLOATMAGNETS
$ONOTUSEFORCEWHENWITHDRAWINGTHE--)ASTHISWILLDISENGAGETHEFLOATMAGNETFROM
THERODMAGNETANDBRINGTHERODDOWNTOTHEMECHANICALSTOP
2/$'2!$5!4)/.WHICHALIGNSWITHBOTTOMWINGSURFACE 2%!$
--) ).0,!#%AND,/#+%$
5SETHETABLEFORAPPLICABLEAIRCRAFTWINGSIDEAIRCRAFTATTITUDEGRIDSQUARELETTERAND
NUMBER ANDTHE--)STICKTOFINDTHEVOLUMEOFFUELINTHEOUTERTANK
REFERTO!--
-ULTIPLYTHERESULTBYTHESPECIFICGRAVITYTOFINDTHEFUELWEIGHT

28-43-7
Figure 5: Table for MLI Nr. 1

UNITS ON MLI
GRID SQUARE LETTER
GRID SQUARE LETTER GRID SQUARE NUMBER
GRID
S Q UA R E
UNITS NUMBER
ON MLI
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NOTE: FUEL READINGS ARE IN LITERS. CENTRE TANK

28-43-8
A318/A319/A320/A321 28-99 CFDS
28-99 CFDS
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28-99-1
A318/A319/A320/A321 28-99 CFDS
Test
The FQIC contains the Built-In Test Equipment (BITE) that lets it test and monitor:
• the Fuel Quantity Indicating System (FQIS)
• the Fuel Level Sensing System (FLSS) (Ref. 28-46-00).
The FQIC does the BITE test of the FQIS at aircraft power-up and then continu-
ously whilst the FQIC is energized. The FQIC does the BITE test of the FLSS at
aircraft power-up for the sensors that are fully in fuel or fully out of fuel. For the
sensors that cannot be tested, the FQIC does the BITE test of these sensors when
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the fuel is next at the correct level. The FLSS BITE test is only done when the air-
craft is on the ground.
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All the FQIS failures are sent to the Centralized Fault Display System (CFDS)
(Ref. 31-30-00). Faults can be found on the Multi-function Control and Display
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Units (MCDUs) (Ref. 22-82-00).
The FQIC has two channels, channel 1 and channel 2. One channel is the master
channel and the other channel is the slave channel (the master channel is always
the better channel).
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Channel 1 and channel 2 do the FQIS BITE, however the FLSS BITE is only done
by the master channel. The BITE test results can be found on the FQIC STATUS
and FLSS STATUS pages of the MCDU.
It is possible to get the slave channel of the FQIC through the MCDU. To do this
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you select CHANNEL 1 (CHANNEL 2) on the FUEL menu page of the MCDU.
The master channel will give all the faults of the slave channel.
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28-99-2
A318/A319/A320/A321 28-99 CFDS
Figure 1: CFDS
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28-99-3
A318/A319/A320/A321 28-99 CFDS
MCDU Utilization • L, CTR, R cadensicon: line 4, line 6 and line 10 column 4.

The FQIS STATUS allows access to channel 1 (or 2) BITE memory. EXAMPLE:
A list is produced of every FQIS LRU detected as being currently failed or deemed L wing probe No 10 is 48 pF.
failed at the last power-on FLSS BITE test.
CTR TK probe No 4 is 102.3 pF.
The operating grade for each channel is displayed and decodd as follows:
NEXT PAGE: FQIS DISCRETE INPUTS
• GRADE 1: normal operation,
• GRADE 2: normal operation, This page gives the states of all the discrete inputs to the FQIC.
• GRADE 3: normal operation with reduced accuracy, A “1” represents the active state.
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• GRADE 4: outside normal operation (display blanked),
EXAMPLE:
• GRADE 5: FQIC outputs disabled.
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Bit position R3 is a “1”: means that the refuel door is open.
The FLSS BITE is run automatically 30 sec after power-up and consists of four
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separate procedures:
• BITE 1: High level sensors, surge tank sensors.
• BITE 2: Rear intercell transfer valves, some low level sensors.
• BITE 3: Outer cell underfull sensors, remaining low level sensors, fwd intercell
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transfer valves.
• BITE 4: Inner cell full/underfull sensors, logic control circuits, temperature sen-
sors.
Selection of NEXT PAGE result in a list of failed FLSS LRUs.
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EXAMPLE:
BITE 4 is failed: - R underfull sensor and L wing temperature sensor are failed.
The following informations are provided:
• Permitivity calculated from cadensicon,
• Density calculated from cadensicon,
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• Permitivity calculated from CIC (Capacity Index Compensator),
• Fuel temperature in inner and outer cells,
• Effective pitch and roll attitudes.
NEXT PAGE: FQIS PROBE CAPACITANCES
This page gives the values for all the capacitance devices in the tanks.
• L wing probes (No 1 to 14): line 1 to 4 column 2,
• R wing probes (No 1 to 14): line 7 to 10 column 2,
• CTR TK probes (No 1 to 5): line 5 to 6 column 1,
• L, CTR, R CIC: line 4, line 6 and line 10 column 3.

28-99-4
A318/A319/A320/A321 28-99 CFDS
Figure 2: CFDS
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28-99-5
A318/A319/A320/A321 28-99 CFDS
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28-99-6
Training Manual Study Questions
A318/A319/A320/A321 Fuel A318/A319/A320
28-Study Questions
28-00 General 28-12 Tank Venting System
1. How are the fuel tanks named on the A320 and what are their capacities? 4. How is an excessive pressure in the vent surge tank relieved?
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2. How many boost pumps and in which tanks or compartments are they installed
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on the A320?
5. What is the purpose of the vent float valves?
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3. How is the fuel from the outer cells delivered to the engines?
Te 28-16 Fuel Recirculation / Cooling

6. To which tank does the recirculated fuel return?
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Aug09/Technical Training For training purposes only

Study Questions 28-1
A318/A319/A320/A321 Fuel A318/A319/A320
7. What happens if the fuel level in the inner cell drops to the low level sensor? 11.Which signals will close the APU fuel low pressure valve automatically?
8. Which signals are used to close the fuel return valve and from which unit are 12.What happens if you extend the slats in flight, with fuel in the center tank,
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they brought to the FADEC (ECU)? AUTO mode selected?
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13.What does the MODE selector pushbutton control?
28-20 Distribution
9. Aircraft in flight with fuel in center tank and mode selector pushbutton in AUTO.
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How are the center tank pumps controlled?
14.When is the bypass suction valve in operation?

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10.What happens with the center tank pumps in AUTO mode, if the level sensor
in the center tank becomes dry?

A318/A319/A320/A321 Fuel A318/A319/A320
15.How is the fuel LP valve closed? 19.What is the purpose of the fuel line drain valves?
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28-25 Refuel / Defuel System 28-40 Indicating
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16.How are the refuel valves controlled and operated? 20.How many cadensicons are installed on the A320 and in which tanks are they
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located?
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17.What happens if you put the TEST switch on the refuel / defuel panel to LTS?
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21.Where can you read the individual tank quantities?
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18.Which valve has to be opened if you want to pressure defuel a tank and which
switch is used to do it? 22.Where can you read the total fuel quantities?

A318/A319/A320/A321 Fuel A318/A319/A320
23.What happens if one channel of the FQIC fails? 27.For which tanks on the A320 do we have a temperature indication?
24.What happens if a quantity probe in the inner cell fails. 28.What happens if a high level is detected?
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25.What happens when a low level is detected in the inner cell? 29.I In which tanks are overflow sensors installed?
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26.What is the purpose of the IDG shutoff sensor?
Te 30. Which computers in the fuel system are linked to the CFDS?
SR


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Training Manual Table of Contents

A318/A319/A320/A321 EASA Part 66 Level III

28 Fuel Safety Indication (28-40-00). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aug09/Technical Training for training purposes only

28-20 Fuel Feed 28-23 Crossfeed System

Aug09/Technical Training for training purposes only

28-40 Indicating 28-Study Questions

28-42 Quantity Indicating

28-43 Manual (Magnetic) Indicators

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 1: SFAR 88 Implementation

FAR 25.981 (a, b & c)

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 2: Safety Precautions

Aug09/Technical Training for training purposes only

Safety Areas And Accessibility

Aug09/Technical Training for training purposes only

Figure 3: Safety Area

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Entry Check-list Figure 5: Pre-Entry Checklist

Aircraft: Tank: Shift: Date:

Shift Supervisor is:

the box when you have made sure that:-

5. Access to the area is limited and warning signs are in position.

8. Only approved protective clothing is used.

15. The fire department has been told.

16. Fuel-Gas concentration (LEL)

Signature of Supervisor Date/Time

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 1: System Overview

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Fuel Recirculation for Cooling (Recirculation System)

Aug09/Technical Training for training purposes only

Figure 1: System Overview

Aug09/Technical Training for training purposes only

Distribution (28-20-00) Engine LP Fuel Shut Off (28-24-00)

Aug09/Technical Training for training purposes only

APU LP Fuel Shut Off (28-29-00)

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Figure 3: Fire Panel and Masterswitches Indication on ECAM Displays

Aug09/Technical Training for training purposes only

Aug09/Technical Training for training purposes only

Hi-Level BITE (28-46-00) Figure 6: Refuel Panel

Aug09/Technical Training for training purposes only

Figure 7: Electrical Power Supply