Starting with the fact that all of our fuel pumps are AC power and you can actually

see that in the actual

panel itself the pumps in the low-pressure lights almost in the shape of NA and that's a great way to
remember whether these pumps are AC or DC power remember they are AC power another probable
question is your crossfeed what's the power source and that's a DC power crossfeed again kinda built-in
into the crossfeed nest is a good way to remember the power source now one of the questions that is
very common is how do we go about the crossfeed operation so I tend to teach something that's called
low glow and it's just a little memory jogger that came up with to allow us to remember how to do our
costly procedure now the term glow is basically a synonym for illuminate and so these main tank low-
pressure lights will illuminate any time we turn off fuel pumps so right now the switches are off in the low-
pressure lights are illuminated this is exactly what you would see in the aircraft so what you're looking for
is in that low glow memory jogger you're looking for the low tank and you need to make that side of the
glowing side so for example if our number one tank was a low tank in the number two tank had more fuel
the low side number one I will need to make these lights glowing now remember to open your crossfeed
first and then make these lights glow by selecting the pumps off so pumps off on the low side when you're
ready to put it all back together you go ahead and put your fuel pumps on first and then close the
crossfeed now is take a brief look at our flight crew training manual and this is a 73 in chief of CTM and
the fuel balancing which is found under the nonnormal operations of the Flicker training manual and it
states that the primary purpose of fuel balance limitation on Boeing airplanes is for the structural life of the
airflow airframe and landing gear and not for controllability in other words if you have a 2000 pound
imbalance which I limitation is 1000 let's say hypothetically had a 2000 pound imbalance it's not
necessarily that you're in 1/2 controllability issues with the aircraft having a role tenancy but rather it's for
structural life of the airframe and I'm emphasizing that because as you can see here in the flight crew
training manual it states that there is a common misconception among flight crew set the fuel cost
adoption be opened immediately after an in-flight engine shutdown to prevent fuel imbalance and then it
goes on to say that this practice is contrary to Boeing recommended procedures and cannot agree to fuel
imbalance this practice is especially significant if an engine failure occurs in a fuel leak is present so what
I see very often is that will take off one of E1, and right away the crew is anxious to open the crossfeed
and what Boeing is saying is you don't necessarily need to do that because you have a controllability
issue it's more of just structural integrity and airframe life now is a very interesting line here that Boeing
included this is arbitrarily opening the crossfeed valve and starting fuel balance procedures without
following the checklist can result in pumping usable fuel overboard essentially what they're saying is let's
say hypothetically you rotated and had an engine severe damage of E1 and of course the number two
engine which is alive engine is burning fuel from maintain to so when we go to do our costly procedure
what we should see is that the number two main tank is lower than the number one tank and that would
make sense but what we're finding is that the crew was spotting a fuel imbalance they're not assessing
and analyzing the imbalance closely enough and instead of carrying out a proper crossfeed procedure
what they're doing is pumping usable fuel overboard so in that exact example the severe damage results
in a fuel leak and you would see that your number one tank is actually the lower quantity tank and you're
now going to crossfeed intake fuel from your number two tank and pump it overboard so that is what you
need to be very careful of the way that I am very highly recommend you do that is by first thinking to
yourself when you see an imbalance condition which on the NG the fuel gauges are actually going to
illuminate Amber and they will say and now I am BAL on the classic you just have to spot the difference in
quantity remembers a thousand but when once you're ready to to to do your crossfeed procedure just
ensure that the live engine is the low tank live engine low tank if those conditions are present if that
statement is true then you can go forward with your crossfeed procedure which as we recall is low glow
you will open the crossfeed takeoff the fuel pumps on the lower side and those lights should glow when
you're ready to go and put it back together and and resume normal operation than you would just put the
fuel pumps on enclosed crossfeed now the light logic is different for the main tanks versus the center tank
so the main tanks if you put a fuel pump off the low-pressure light will illuminate however the center tank
when you select the pump off the low-pressure light should not illuminate on this particular illustration it is
illuminated meshes for demonstrated purposes of showing all the amber lights illuminated on the panel
but this is not the actual operation of the low-pressure light and reason for that is were going to burn fuel
from the center tank first and on the NG the reason for that is because the fuel pumps operate at higher
pressure if you're doing an NG oral the response for why does our center tank burn fuel first is because
the pumps operate at a higher pressure getting back to the light logic as mentioned were in a bun from
the center tank first so once all of our center tank fuel has been consumed working to get the low-
pressure lights to illuminate the master caution will come on in the morning to go and turn the pumps off
to continue burning from her main tanks because it is normal for us to fly with our center tank pumps we
don't want a nuisance low-pressure light to continuously illuminate our master caution so therefore the
light logic is designed so that even if the switches off the lights are actually to be inhibited and you should
not see it therefore the only time that you would get an actual low-pressure light to illuminate in the center
tank is if a true actual low-pressure condition existed with the pumps on now the main tank pumps are
opposite and they will illuminate when the switch is selected to the opposition now if you recall from our
flight controls discussion we talked about the speed trim in the mock trim and how it would only cause
illumination master caution with a dual channel failure there's other things in this aircraft that work in
similar fashion that another was enough to cause your master caution to come on right away so for
example if a single low-pressure light comes on in any tank just a single light that light will not illuminate
your master caution however if you have two low-pressure lights in the same tank that will cause your
master caution to illuminate with the Annunciation so imagine if you had just one low-pressure light in
every single tank you're still knocking to get a master caution because that is not to in the same tank and
that is the way that the logic of the light is designed so stick look at some other lights that are here on the
fuel panel including the engine valve in the spa valve closed these fuel valves are open and close by two
items that is to start levering the engine start lever and the fire switch the point of the fire switch now are
very very likely oral question highly probable is what happens when you pull the fire switch now there are
primarily seven items that are going to occur when pull the fire switch and formal actually given away to
us right in this panel and it starts with basically let's take a look at the color differentiation here on this
panel and you notice that we have a panel that is dark gray and light gray and that is not because they
ran out of paint for the overhead panel that is because these are core systems fuel electric hydraulic
pneumatic they need to be easily detected our detectable in low light condition including nighttime or
smoke in the cockpit and they are also the items that are affected by the point of the fire switch so you're
going to have again the fuel shut off valve close we pulled fire switch the generator will trip off we will
have the hydraulic shut off valve close for the engine driven pump in the bleeder valve will close in
addition to that we are inhibiting the hydraulic low-pressure light now that light is going to be dependent
upon which fire switch is pulled number one and number two it would be this engine driven low-pressure
light that will be inhibited when we pull the fire switch in addition were arming the fire bottles for discharge
and we are disabling our thrust reverser on that particular engine another must know item is our fuel
limitations specifically not on the imbalance but the temperatures and solar maximum fuel temperatures
can be found in your F, volume 1 limitations and specifies a temperature of 49°C as well as a minimum in-
flight tank temperature of 3°C above the freezing point of the fuel being used or -43°C whichever is higher
now you notice they have 3°C above freezing point of fuel being used and that's because there's various
grades of jet fuel and dependent upon what grade you are using you may have a slightly different freezing
point for each one and finally the filter bypass light warns us that we have an impending fuel filter bypass
likely due to contamination and that is the exact wording and the preferred response for normal what is a
filter bypass lightning and means that we have an impending fuel filter bypass likely due to contamination
as far as being any type caution with the slight we are not in a crossfeed we do not want to crossfeed fuel
because of the possible contamination also note that these lights these blue lights that are all related to
valves they have three light intensities including extinguished blight and dim so if the light is extinguished
here on the engine valve inspire valve it tells us that these valves are open if the light is bright it tells us
the valve is in transit or that there is a disagreement between the commanded position in the actual
position of the valve and finally if the light is dim and means it is in the closed position similarly here
crossfeed valve open light tells us that if it's extinguished the valve is closed if it is bright it could be again
and in transit or disagreement between commanded an actual valve position and if it is dim the valve is
open one final note before we wrap up the review of the fuel system is that the engines and a Buchanan
suction feed from the main tanks of the engines construction fee from the respective main tank in the AP
you can suction feed from the left tank now if we reference our QR agent this is actually an electric
checklist chapter 6 loss of both engine driven generators one of the notes that we get here is at high
altitude press deterioration or engine flameout may occur as you recall the fuel pumps remember our AC
power and if you lose both of your generators you no longer have AC power and you're not going to have
any fuel pumps available to you the engines should continue to operate via the suction feed however you
have the possibility of that trust deterioration and/or the engine flameout now when you read this
sentence has a high altitude immediately we think okay we need to dissent so the take away there is that
we are going to need to send to get into denser air where are suction feed work better for us but we
wanted to send cautiously as to not adjust our thrust levers too much because we do not want to disturb
the engines and cause that possible trust deterioration and engine flameout