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A318/A319/A320/A321 Airbus: Fuel 28
A318/A319/A320/A321 Airbus: Fuel 28
A318/A319/A320/A321 Airbus: Fuel 28
A318/A319/A320/A321
Differences to Rev.-ID: 1MAY2013
ATA 28
Author: PoL
For Training Purposes Only
LTT Release: May. 15, 2013
Fuel
EASA Part-66
B1/B2
A318-21_28_B12
Training Manual
www.Lufthansa-Technical-Training.com
Revision Identification:
The date given in the column ”Revision” on the face of Dates and author’s ID, which may be given at the base The LTT production process ensures that the Training
this cover is binding for the complete Training Manual. of the individual pages, are for information about the Manual contains a complete set of all necessary pages
latest revision of that page(s) only. in the latest finalized revision.
Lufthansa Technical Training
FUEL SYSTEM A318/A319/320/321
GENERAL
28−00
ATA 28 FUEL
FOR TRAINING PURPOSES ONLY!
28-00 GENERAL
DESCRIPTION
FUEL
RECIRCULATION
Fuel-System: (IDG)
COOLING
keeps the fuel in the main fuel tanks and the center tank, which are open to
atmosphere through the vent surge tanks
controls and supplies the fuel in the correct quantities to the fuel tanks
during refuel operations ENGINE
LP FUEL
supplies the fuel to the engines SHUT - OFF
FUEL
LEVEL MLI
SENSING
FOR TRAINING PURPOSES ONLY!
FUEL
STORAGE
REFUEL/
DEFUEL FQIC
SYSTEM
ECAM
A318/319/320
FOR TRAINING PURPOSES ONLY!
precedence to center tank pump delivery. supply the APU fuel supply line. The operation of the pump is fully
automatically. The adjacent pressure switch controls the operation and
Scavenge System monitors the pump inlet pressure. When the aircraft is on the ground, the pump
The scavenge jet pumps are installed in the wing tank and in the center tank. can be operated by a pushbutton switch (8QC) in the APU compartment to
The wing tank pumps moves fuel which has entered the wing surge tank back purge the fuel line.
in the outer cell of the wing.
The center tank jet pumps move the fuel to the related center tank main pump
inlets.
REFUEL RECEPTACLE
IDG RETURN LINE
ÇÇ H
(L/H SIDE OPTIONAL)
F
MM
REFUEL VALVE
FLOAT VALVE
U
U
WING TK VENT LINE L
H LL
ÇÇ
CTR TK VENT LINE F I L L
OVERWING GRAVITY
REFUEL PORT
T
ÇÇ U
T MM MM M S
Ç
OVERPRESSURE
PROTECTOR
Ç Ç
FOR TRAINING PURPOSES ONLY!
Ç
0
When the fuel level in either wing−tank inner−cell drops to the low level
Overpressure Protectors
sensors,the transfer valves in both the LH and the RH wing tanks open
Overpressure protectors (46QM, 47QM 96QM, 102QM, I03QM) are installed in automatically.
the system to relieve pressure in the tanks that might occur through vent
There are two low level sensors in each inner cell. Each sensor will signal two
blockage or a pressure refueling gallery failure. Overpressure protectors are
valves to open, one in each wing, ensuring that transfer is simultaneous in
disposed as follows:
each wing.
Center tank: Mounted in an interconnecting pipe in the LH tank wall,excess
A signal from the sensors energizes Channel 1 and Channel 2 relays to open
pressure in the center tank relieves into the LH inner cell.
the transfer valves. When opened they electrically latch in the open position
Vent tank: mounted on a handhole cover between Ribs 24 and 25 will until the system is reset by the next refueling selection.
relieve to permit venting if the vent protector (48QM,49QM) or NACA intake
be comes blocked.
LEGEND: 0
OVERFLOW SENSOR
REFUEL RECEPTACLE
IDG RETURN LINE
Ç H
(L/H SIDE OPTIONAL)
F
MM
REFUEL VALVE
FLOAT VALVE
U
U
WING TK VENT LINE L
H LL
ÇÇ
CTR TK VENT LINE F I L L
OVERWING GRAVITY
REFUEL PORT U
T T MM MM M S
Ç
OVERPRESSURE
PROTECTOR
Ç
FOR TRAINING PURPOSES ONLY!
Ç
0
Fuel Spill
Fuel spilled through the vent pipes into the vent surge tank is induced back into
the wing tank by clack valves.
Overpressure Protectors
Same as A318/319/320.
LEGEND:
ÇÇ
IDG RETURN LINE
REFUEL RECEPTACLE
(L/H SIDE OPTIONAL)
ÇÇ H
MM
REFUEL VALVE M M
U
WING TK VENT LINE
L
LL
CTR TK VENT LINE U L
OVERWING GRAVITY I L L
REFUEL PORT
FLOAT VALVE
T MM MM M S
OVERPRESSURE H
PROTECTOR F
U
Ç
FOR TRAINING PURPOSES ONLY!
ÇÇ Ç 0
OVERHEAD PANEL
4
FOR TRAINING PURPOSES ONLY!
1 1 3 2 3 1 1
4 X-Feed PB Switch
Same as A318/319/320
OVERHEAD PANEL
1 1 3 2 3 1 1
OVERHEAD PANEL
2
CKPT END 4
7
3
FOR TRAINING PURPOSES ONLY!
5 6
4 12
FOR TRAINING PURPOSES ONLY!
PANEL DOOR
MICRO SWITCH
7 9
11 CKPT END 10
8
In line – Green: pump pressure is normal ( pump contactor on ) In line – Green: Valve is open
Cross line – Amber: pump contactor is off In line – Amber: Valve is open with pushbutton switch off
In line – Green: Valve is open Cross line − Green: Both valves open
700 4800
Cross line − Amber: One open and no low level
In line – Amber: Valve is open with ENG ( APU ) MASTER switch
OFF or FIRE pushbutton out. Green: Transit
700 4800 −
Cross line – Green: APU valve is closed
FUEL KG
F USED 1 F USED 2
3100 FOB 3100
14260
3 APU
4
1
5
700 5030 2800 5030 700
11 C 10 10 C 11
FOR TRAINING PURPOSES ONLY!
FUEL KG
F USED 1 F USED 2
9 3100 FOB 3100
8
14260
APU
11 C 10 10 C 11 7
FOR TRAINING PURPOSES ONLY!
CL 87. 5%
FOB : 14260 10
S FLAP F
FULL
SYSTEM DISPLAY
UNIT
A
A FUEL F.USED
1 1+2 2
3100 6200 3100
KG
C
APU
LO LO
LEFT RIGHT
NONE BOTH VALVES CLOSED F.FLOW
1+2 : 650 KG/MIN
BOTH VALVES FULLY OPEN BUT AT
AMBER FOB : 14360 KG
LEAST ONE SHOULD BE CLOSED
ONE OR MORE VALVES IN TANK IS
GREEN
FULLY OPEN
AMBER ONE VALVE IN OPERATION
XX XX AMBER DATA NOT AVAILABLE
In line – Amber: Transfer valve position disagrees with switch position ( open )
XX – Fuel quantity not valid
Cross line – Green: Transfer valve is closed
Cross line – Amber: Transfer valve position disagrees with switch position ( closed )
4800 – Amber line appears across the last two digits when
FQI is inaccurat ( degraded mode )
FUEL KG
9 F USED 1 F USED 2
3100 FOB 3100
8
12860
3 APU
4
LEFT RIGHT
1
CTR
C 10 10 C
– The indication appears when the related function is selected, or the indicated
condition exist.
FOR TRAINING PURPOSES ONLY!
CL 87. 5%
FOB : 12860 10
S FLAP F
1+F
FUEL X FEED
REFUELING
FOB BELOW 3T 11
FOR TRAINING PURPOSES ONLY!
OFF lt on 1, 3, 4,
CTR TK PUMPS OFF CTR TK 5, 7, 8,
CTR TK pb at OFF with no FAULT PUMP pb
9, 10
1ST ENG TO PWR
TOUCH DOWN
1500 Ft
SINGLE MASTER
800 Ft
FUEL
ELEC PWR
80 Kts
LIFT OFF
80 Kts
CB PANEL 121 VU
FUEL
122VU PUMPS CTR TK CTR TK PUMPS
1 2 PUMPS1 &2 AUTO 1 2
L CTL & R IND CTL &IND CTL R CTL & L IND
12 VU
A WING TK A WING TK
PUMP1 SPLY PUMP2 SPLY
2QA 8QA
124VU
123VU CTR TK CTR TK
PUMP1 PUMP2
SPLY SPLY
29QA 30QA
L WING TK L WING TK
1QA
PUMP2 SPLY
7QA
FUEL
LP VALVE XFR VALVE1 X FEED FQI SMOKE
MOT1 WING VALVE CHAN CONFIG
ENG1 ENG2 L R MOT1 1 PUMP CTL
22 23 24 25 26 27 28 29
EXTERNAL
POWER
EMG
GEN 1 APU GEN 2
GEN
L WING TANK PUMP 1 STDBY
11QA
1XX
2XE R WING TANK PUMP 1 STDBY 3XG
GCL 9XUI 12QA 3XS 9XU EPC
EMER GLC1 GLC-APU GLC-2
1PE TR-ESS R WING TANK PUMP 1 SUPPLY R WING TANK PUMP 2 SUPPLY
202 XP
101 XP
2QA 8QA
1XN1 1XN2
204 XP
103 XP
3PE 1PU1 TR1 1QA 7QA 1PU2 TR-2
3XN1 3XN2
CENTER TANK PUMP 1 SUPPLY CENTER TANK PUMP 2 SUPPLY
29QA 30QA
5PU1
DC BUS 1 1PP BATT BUS 3PP DC BUS 2 2PP DC SERVICE BAR 6PP
1PC2
R WING PUMP 1 CONTROL 1PC1 8PN
R WING PUMP 2 CONTROL
202 PP
L WING PUMP 1 INDICATION L WING PUMP 2 INDICATION
1PN1 4QA 1PN2 10QA
303 PP
11PB
101 PP
601 PP
XFR/DEFUEL VALVE SUPPLY
CTL & INDICATION
1QU
X FEED VALVE SUPPLY &
1QE CONTROL Nº 2 MOTOR 2PR
ENG 1 LP VALVE MOTOR 2
3QG SUPPLY & CONTROL
HIGH LVL SUPPLY
501 PP
6PB2 BATT 2 ENG 2 LP VALVE MOTOR 2 1QJ
L WING PUMP 1 CONTROL 2PB2 6PN SUPPLY & CONTROL
206 PP
4QG
3PN1 3QA R WING PUMP 1 INDICATION REFUEL / DEFUEL SUPPLY
103 PP
502 PP
CTR TANK PUMP 2 INDICATION 6PB1 BATT 1
DC ESS 4PP 1QL VALVE SUPPLY
2PB1 45QJ 5PR REL
REFUELING REFUEL ON BATTERY
CHANNEL 2 SUPPLY NORM / BATT 8QT
2QT
204 PP
1QG NORM
701 PP
5PB1 CTR TANK PUMP 2 CONTROL OPEN
3PN2
ENG 2 LP VALVE MOTOR Nº 1 2QL BATT
401PP
4PR
L WING Nº 1 TRANSFER
1QP VALVE SUPPLY
R WING Nº1 TRANSFER
2QP VALVE SUPPLY
801 PF
TO FQI COMPUTER
CANNEL 1 SUPPLY
1QT
ACCESS PANELS
10 m
33 ft WARNING
General Description WARNING SIGN OPEN FUEL TANKS
Access holes in the wing are closed by:
Access panels SAFETY AREA
Door panels
NOTE:
Cover plates ALL SAFETY AREA
CLEARENCES ARE
Access Panels SUBJECT TO CHANGE
ACCORDING TO LOCAL OR
There are 21 access panels installed in the wing bottom skin and AIRPORT REGULATIONS
two panels in the main wheel well (access to the center tank). 10 m 10 m
33 ft 33 ft
These are of different types.
The access panels are attached to the bottom skin panel with bolts
which go either:
through the access panel and into nuts on the bottom skin panel
or through a ring clamp and into nuts on the access panel.
Safety Precautions
10 m
You must obey the fuel safety procedures when you do work in a fuel tank. 33 ft
fuel tank.
But, the Local Regulations can make other safety precautions
necessary.
SAFETY PERSON TO
MONITOR THE PERSON
MAT AIR PIPE AT WORK
PROTECTIVE RING
ACCESS PANEL RIB 15−22 25, 27, 27A 27A HAS A MANUAL MAGNETIC
INDICATOR
GASKET
RING CLAMP
CENTER TANK ACCESS PANEL (TYPICAL)
SEAL
TYPE 27
TYPE 25A
8
TYPE 24
TYPE 23
TYPE 25A
FOR TRAINING PURPOSES ONLY!
TYPE 27A
FUEL STORAGE
Tank Presentation
Fuel is carried in tree tanks: Clack Valves
the left hand wing tank The clack valves in the Rib 2 let the fuel enter the area between Rib 1 and
Rib 2 but do not let fuel outboard oft he Rib 2.
the right hand wing tank
This makes sure that the main fuel pumps are always in fuel during wing down
the center tank maneuvers.
− on A321 center transfer tank
Clack Valves (A321)
The tanks are integral tanks, the wing tanks are formed by forward and rear
spar, upper and lower skin, and closed ribs. The clack valves in the Rib 22 let the fuel that has enterd the vent surge tanks
return to the related wing tank.The clack valves do not let fuel enter the vent
Each fuel tank, when nomally full, has 2% additionel space for expansion
surge tanks from the wing tanks,
without spillage into the vent surge tank which can contain 190 ltr before
overflowing.
On A318/319/320 Rib15 divides the wing tank in an outer and an inner cell.
Electrically operated transfer valves are provided to transfer the outer cell fuel
into the inner cell when the inner cell detects low level (approx. 75O kgs).
– The wing tank of the 321 does not have a devision off an inner and outer zell,
it is just one tank.
To be sure, that the wing tank pumps always immersed in fuel during flight
manoeuvers, they are located in the collector box formed between rib 1 and 2.
Clack valves installed at the bottom of rib 2 let the fuel enter into the collector
box but prevent reverse flow.
Access to the wing tanks is provided by man−holes on the lower wing skin.
The center tank is located forward of the wheel well between the cabin floor
and the airconditioning compartment.
FOR TRAINING PURPOSES ONLY!
Access to the center tank is provided by panels in the rear spar, (accessable
from the main wheel well).
In all tanks boost pumps, pressure switches, valve actuators, drain valves
magnetic level sticks, etc. may be replaced with−out getting access to the tank.
RIB 2 RIB 2
CLACK VALVE
A321 (ONLY)
NOT ON A321
CLACK VALVE
FOR TRAINING PURPOSES ONLY!
RIP 2
guide keeps the two valves aligned when they operate. The remote inlet has a
short pipe connected to it, which goes to the lowest part of the fuel tank.
The water drain valves in the center tank and the vent surge tanks do not have
a remote inlet. Thus they only drain their adjacent area.
RIB 2 RIB 2
1 1 NOT ON A321
1 1
2 2
CHECK
VALVE
REMOTE INLET CHECK
VALVE
PISTON
FOR TRAINING PURPOSES ONLY!
relief device.
The overboard Overpressure Protectors are visible from the ground.
CHECK VALVE
RIB 2 RIB 2
VENT LINE
VENT LINES
FLOAT VALVE
RIB 15
VENT SURGE TANK
FLOAT VALVE
OVERPRESSURE
RELIEF VALVE
FOR TRAINING PURPOSES ONLY!
JET PUMPS
NACA INTAKE
INTERTANK OVERPRESSURE
DISKS OVERBOARD OVERPRESSURE
DISKS
JET PUMP LINE
RIB 2 RIB 2
VENT LINE
VENT LINES
FLOAT VALVE
FLOAT VALVE
OVERPRESSURE
RELIEF VALVE
FOR TRAINING PURPOSES ONLY!
NACA INTAKE
INTERTANK OVERPRESSURE
DISKS
FLAME ARRESTOR
RIB 15
A319 / 320
ICE PROTECTOR
OVERPRESSURE PROTECTORS
FORWARD
OUTER CELL
VALVE OPEN
15 o
INCORRECT
INSTALLATION
LH
WING TANK
VENTILATING
AIR INLET
CENTER TANK
REAR
SPAR
AIR
DISTRIBUTION
PIPE
Vapor Seal
RH
DRAIN MAST WING TANK
LEAK MONITOR
FOR TRAINING PURPOSES ONLY!
APU OUTLET
fuel level is above full wing tanks, the center tank valve will open allowing The tank booster pumps are used to pressurize the fill line during defueling and
simultaneous filling of all tanks. transfer.
The refuel valve solenoids receives power for opening through the control Gravity refueling of the wing tanks are possible through fill ports on the wing
panel. upper outer surface into outer cell.
OPTIONAL
LEFT CTR RIGHT
OPEN
FAULT VALVE
OPEN OPEN
NORM NORM NORM ON ON
SHUT SHUT SHUT
OPEN LTS
DEFUEL/XFR NORM
DEFUEL TRANSFER
REFUEL VALVE VALVE
OVERWING GRAVITY
REFUEL PORT
AIR INLET VALVE REFUEL LINE
FOR TRAINING PURPOSES ONLY!
REFUEL VALVE
CROSSFEED VALVE
MANIFOLD DRAIN VALVE
HI LVL SENSOR
DIFFUSOR
FUEL QTY
KG X 1000
LEFT CTR RIGHT
OFF
FOR TRAINING PURPOSES ONLY!
Refueling Procedure
Push the PWR pushbutton switch in.
the ON light comes on.
the FAULT light stays off.
the CKPT light on the preselector comes on.
the upper ECAM display shows the message REFUEL (green).
COCKPIT REFUEL PANEL 51 VU
Put the preselector rocker switch to the INC position and hold it there. The
number on the PRESELECTED display should increase.
When the display shows the required fuel load, release the rocker switch. PRESELECTED REFUEL ACTUAL
KGX1000
Push and release the CTL pushbutton switch.
10.5 8.26
The ON light comes on.
The VALVE light stays off. DEC INC CKPT END
The green ready−to−refuel light on the wing outboard of the refuel coupling
FOR TRAINING PURPOSES ONLY!
comes on (as long as the preselected value is higher than the actual
value). PWR CTL
REFUEL
The pumps on the fuel truck may be started.
FAULT VALVE
On the preselector make sure that the number on the ACTUAL display
ON ON
increases.The fuel flow stops for approximately five seconds near the end of
the refuel operation.This lets the computer calculate accurately where to put
the last of the fuel.
Monitor the END light.
Figure 33 Refueling From The Cockpit
When it comes on the ready−to−refuel light on the wing will go off.
Push and release the CTL pushbutton switch.
OFF
Operation
Open the related access panel (522JB/622JB)
Each refuel valve has a plunger by which it can be opened manually in the
FOR TRAINING PURPOSES ONLY!
MANUAL PLUNGER
FOR TRAINING PURPOSES ONLY!
and the FUEL panel in the cockpit while watching the FUEL page on the lower F
ON
F
When defueling/transfer, the engine feed pumps are used to push the fuel
CTR TK
L 1 L TK PUMPS R TK PUMPS L
2 P U MP 1 M O D E S E L P U M P 2 1 2
through the engine feed pipeline and then by transfer valve through the refuel
A
FAULT FAULT U
on FUEL panel, switch ON the pumps of the tanks to be emptied. LEFT CTR RIGHT
on the FUEL panel, set XFEED pushbutton to OFF and the MODE SELECT 30 2600 5500 700
pushbutton to AUTO. C + 10 + 11 C + 10
on the REFUEL/DEFUEL panel set MODE SELECT to OFF and check that
OPEN light goes off.
FUEL QTY
put XFEED pushbutton ON and check that the valve is OPEN REFUEL VALVES
OPEN LTS
DEFUEL/XFR
ON
PRESELECTED REFUEL ACTUAL
KGX1000
14.5 8.20
DEC INC CKPT END
The valve is actuated by a solenoid which is energized when the MODE SEL TRANSFER VALVE
ACTUATOR
switch is set to REFUEL and the associated REFUEL VALVE switch is set to
OPEN or NORM.
A manual plunger will, when depressed, open the valve mechanically. The
valve will close again when the plunger is released.
FOR TRAINING PURPOSES ONLY!
V - CLAMP SEE/FEEL
INDICATOR
FORWARD
FUEL INLET
CANISTER
SOLENOID
FOR TRAINING PURPOSES ONLY!
ACCESS PANEL
FUEL OUTLET 522JB ( 622JB )
READY TO
PRESSURE
MANUAL REFUEL LIGHT
BLANKING CAP
PLUNGER
FLOAT
RH INNER
CENTER TANK CELL
FOR TRAINING PURPOSES ONLY!
The refuel valve solenoids receives power for opening through the control before you can defuel the aircraft completly.
panel. Gravity refueling of the wing tanks are possible through fill ports on the wing
upper outer surface.
OPTIONAL
LEFT CTR RIGHT
OPEN
FAULT VALVE
OPEN OPEN
NORM NORM NORM ON ON
SHUT SHUT SHUT
DEFUEL TRANSFER
REFUEL VALVE VALVE
OVERWING GRAVITY
REFUEL PORT
HI LVL SENSOR REFUEL LINE
DIFFUSOR
FOR TRAINING PURPOSES ONLY!
REFUEL VALVE
CROSSFEED VALVE
AIR INLET VALVE MANIFOLD DRAIN VALVE
FRA US/T-5 ScR Apr 01, 2005 07/Int Cell XFR 1/L3/B1 Page 72
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
STORAGE
28-10
F.USED 1 F U E L KG F.USED 2
0 FOB 0
3850
APU
L L
L L
FOR TRAINING PURPOSES ONLY!
OPEN
LATCH CIRCUIT
FRA US/T-5 ScR Apr 01, 2005 07/Int Cell XFR 1/L3/B1 Page 74
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
STORAGE
28-10
BITE TEST
& POSITION
DATA
OPEN SHUT
2QB FUEL/XFR
VALVE 1 WING/R LOW SHUT
1158VD DIODE 1158VD DIODE
801PP NORMAL MODULE MODULE
28V DC 12QP ACTUATOR TRANSFER VALVE
ESS BUS / R REAR SPAR
SHEDDABLE
NORMAL
6QP RELAY R WING TK
TO CB MONITORING LOW LVL CHANNEL B
SYSTEM LATCHED
13QP RELAY L OR R
REAR XFR VALVE OPEN
NORM
1158VD DIODE
FOR TRAINING PURPOSES ONLY!
7QJ FLSCU 1
The mounting plate is on the drive shaft and attaches to the inner face of the
related fuel tank.
FRA US/T-5 KoA May 7, 2010 08/Int Cell XFR 2/L3/B1 Page 76
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
STORAGE
28−10
o
VALVE DRIVE SLOT
VALVE ACTUATOR
o JET PUMP
c
FOR TRAINING PURPOSES ONLY!
UNIVERSAL JOINT
TRANSFER VALVE
FRA US/T-5 ScR Apr 01, 2005 09/Fuel feed 1/L1/B1/B2 Page 78
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
DISTRIBUTION
28-20
ÇÇ
LOW PRESSURE VALVE ÇÇ
M M
ÇÇ
ÇÇ
Ç
M M M M S
Ç
FOR TRAINING PURPOSES ONLY!
ÇÇ
DEFUEL XFER VALVE
CROSSFEED VALVE
APU PUMP CONTROL PRESS. SW.
APU PUMP
SCAVENGE JET PUMP APU LOW PRESS: VALVE
BYPASS PIPE
BOOST PUMP LOW PRESS. SW.
COMPONENTS
Fuel Feed Pump
All six pumps are identical. The pump has a motor driven impeller which
delivers fuel at 4989 kg/hr at 30 psi. DRAIN PLUG
The pump is operated by 3 phase l l5V AC. Non -resetable thermal fuses fittet
to the pump prevent the temperature of the electric motor from rising above
175
If the temperature of the pump increases to more than 175
The pump is installed in a canister so that the pump can be removed without
having to drain the fuel tank.
As the pumps are cooled by fuel, pump operation should be avoided when fuel
tank is empty.
Ç
STRAINER
Ç
M M
Ç
ÇÇ
M M M M S
ÇÇ
Wing TK Fuel Pump
SEQUENCE
VALVE
PUMP CANISTER
FOR TRAINING PURPOSES ONLY!
OUTLET
INLET
M M
Ç
Ç M M M M S
Ç
SCAVENGE JET PUMP PUMP PRESSURE SWITCH
FOR TRAINING PURPOSES ONLY!
The wing tank pumps of the main fuel pump system are manually controlled. 204 XP
115V AC
Normally the two pumps in the wing tank supply an engine. But, one pump can BUS 2 A
ÄÄÄÄÄÄÄÄ
36LP XFMR- SYS 2
FAULT
OFF
OFF
pumps is controlled by the CTR TK PUMPS P/B switches. 202PP ON
28V DC
In automatic mode (MODE SEL P/B switch pushed in) the center tank pumps BUS 2 FUEL / PUMPS 2
are controlled by the Fuel Level Sensing Control Unit depend on, slats position, R CTL AND L IND
The pumps will now operate untill center tank low level plus five minutes is
ÄÄ ÄÄ
FILAMENT TEST
ÄÄ ÄÄ
obtained. Fault inhibit relays do not let the FAULT annunciators come ON
during the five minute periode.
If left or right wing tanks, due to the IDG oil cooling system, reach full level, the
center tank pumps will be stopped untill underfull level in wing tanks are LO
ÄÄ
ÄÄ ÄÄ
ÄÄ
ÄÄ ÄÄ
sensed. Underfull level is approximately 500 kg below full level. HI
ÄÄÄÄÄÄÄÄÄ
ÄÄ
SYS FAULT
P RELAY
TO SDAC
FRA US/T-5 ScR Apr 01, 2005 11/Fuel feed 2/L3/B1 Page 84
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
DISTRIBUTION
28-20
2XP
AC BUS 2 PUMP CONTROL
175
OFF MAN
AUTO
STOP
28V DC
ON AUTO
ENG START TD
2 MIN
L WING TK < 5000 kg
FOR TRAINING PURPOSES ONLY!
FRA US/T-5 ScR Apr 01, 2005 12/Fuel feed 3/L1/B1/B2 Page 86
Lufthansa Technical Training
FUEL SYSTEM A321
DISTRIBUTION
28-20
Ç
Ç
M M
M M
M M M M S
ÇÇ
FOR TRAINING PURPOSES ONLY!
Ç ÇÇ
DEFUEL XFER VALVE
CROSSFEED VALVE
APU PUMP CONTROL PRESS. SW.
PRESSURE HOLDING VALVE APU PUMP
APU LOW PRESS: VALVE
COMPONENTS
Wing Tank Pumps Control Valve
Same as A318/319/320. The control valve is a ball valve and is attached to the upper face of the center
tank bottom skin.
Fuel Pump Canister
The valve is driven by an actuator. The actuator has an electrial motor that
The canister has two primary fuel outlets. One outlet contains the outlet valve drives a differential gear to turn the ball valve to 90
and is the fuel supply to the engine feed pipe.
Limit switches in the actuator control this 90
The other outlet is the fuel supply to the jet pump.
A small opening in the side of the canister connects the fuel pump to: A V-band clamp attaches the actuator to the flange of the drive assembly. A
the related pressure switch location peg makes sure that the actuator engages correctly.
the recirculation system The see/feel indicator gives an indication of the valve position without removal
of the actuator.
Pump Pressure switch
Same as A318/319/320.
Jet Pump
The jet pump and its related strainer is attached to the bottom skin of the
center tank (between FR36 and FR42 LH and RH side)
The jet pump has two fuel inlets, the pressure inlet and the suction inlet.
The jet pump body has a flange at the suction inlet. The flange attaches the
strainer to the jet pump and the pump to the bottom skin of the tank.
When fuel from the pressure inlet goes through the jet nozzle, it causes a
suction at the suction inlet.
The flow of fuel goes through and out of the jet pump outlet body.
A non returne valve prevents an opposit flow through the jet pump.
FOR TRAINING PURPOSES ONLY!
Strainer
The strainer is attached to the jet pump and removes contamination from the
fuel that enters the related pump.
FRA US/T-5 ScR Apr 01, 2005 13/Fuel feed 3/L3/B1 Page 88
Lufthansa Technical Training
FUEL SYSTEM A321
DISTRIBUTION
28-20
M M
M M
FROM THE
MAIN FUEL PUMP
VALVE
M M M M S
SEE/FEEL INDICATOR
ACTUATOR
TO WING TK
CHECK VALVE
a fault inhibit circuit do not let the FAULT annunciators come on during the Gravity transfers fuel from the center tank if the two CTR TK XFR switches are
five minute periode. set to OFF. Fuel only gravity transfers to the wing tanks when the level of fuel
in the center tank is greater than that in the wing tanks.
When gravity transfer is in operation, approximately 2000 kg of unusable fuel
will remain in the center tank.
FRA US/T-5 ScR Apr 01, 2005 14/Fuel feed XFR LOGIC/L3/B1 Page 90
Lufthansa Technical Training
FUEL SYSTEM A 321
DISTRIBUTION
28-20
Ç
E E
L L TK PUMPS CTR TK CTR TK R TK PUMPS
L
Ç
1 2 L XFR M ODE S E L R XFR 1 2
A
FAULT FAULT U
T OFF OFF F
O
M M
M M
U
L L
M M M M S
F U
FROM FLSCU 2
FOR TRAINING PURPOSES ONLY!
TD 5 min OPEN
NOT REFUEL
OFF LEGEND:
CTR TK > 250 kg FLIP −
R WING TK < 5000 kg FLOP SENSOR WET = LOGIC 1
VALVE SHUT = LOGIC 1
FLSCU 1 0 = OVERFLOW
FQIC
U = UNDER FULL
F = FULL
L = LOW LEVEL
CROSSFEED SYSTEM
System Description Indidcating
The valve of the crossfeed system is usually closed, and in this configuration it The valve position is shown on the FUEL page of the ECAM System Display. If
divides the main fuel pump system into two parts (one for each engine). a failure occures the FUEL page is shown automatically on the SD.
When the valve is open, the two fuel supplyers are connected together. Thus System Failures:
the two engines can be supplied with fuel from one of the wing tanks or from If the valve is not in the set position
the two wing tanks.
− the message FUEL X FEED FAULT is shown on the EWD
The crossfeed system is operated manually by the X FEED P/B switch on the (Engine/Warning Display).
fuel control panel in the cockpit.
− the crossfeed valve indication is shown amber on the ECAM SD FUEL
The Engine/Warning Display and the System Display give crossfeed page
information to the crew. If specified failures occure:
a warning is given on the EWD BITE Test
the FUEL page shows on the SD The crossfeed system has current comparator that compares the current
supplied to the two actuator motors. The current comparator is monitored by
Crossfeed Valve the FQIC (Fuel Quantity Indicating Computer).
The crossfeed valve body is attached to the foreward face of the rear spar of The FQIC reports crossfeed actuator motor failures to the CFDS.
the center tank with four studs. The studs also attach the drive assembly to the
rear spar of the tank.
The drive assembly has a flange to which the actuator is attached with a
clamp.
The valve actuator has two electrical motors which drive the same differential
gear to turn the ball valve through 90
90
One of the two motors can open/close the valve if the other motor do not
operate.
A location peg makes sure the actuator engages correctly during installation.
FOR TRAINING PURPOSES ONLY!
Operation/Control
The crossfeed valve is controlled manually. To operate it is necessary to have:
the 28V DC BUS2 and the 28V DC ESS. SHED BUS energized
the cicuit breakers 1QE and 2QE closed
When the X FEED P/B switch is pushed/released the two electric motors are
energized and the valve turns to the related position.
The valve signals its position to the ECAM FUEL page display.
Ç CTR TANK
BOARD-ANN LT
TEST & INTFC
M M M M M S
SDAC 1
TEST
SDAC 2
REL TEST SYSTEM 1
& ESS OPEN
OPEN
ON SHUT
115V
AC
XFMR - ESS
CROSSFEED VALVE
MONITOR
SHUT NO 1
FOR TRAINING PURPOSES ONLY!
FQIC
M
FUEL X FEED / SHUT
VALVE MOTOR 1 OPEN
801PP
28V DC OPEN
ESS BUS TO CB MONITORING
SHEDD SYSTEM DET SHUT
COMPTR
NO 2
FUEL X FEED / DET
VALVE MOTOR 2 OPEN M
206PP
28V DC
BUS 2 TO CB MONITORING
SYSTEM
P/B SW - FUEL X FEED ACTUATOR FUEL X FEED VALVE
CURRENT COMPARATOR
The two motors get their power supply from different sources. If demage
occurs to the electrical circuit it is necessary to make sure that the valve can
still operate.Thus the electrical supply to each motor goes through a different
routing.
The actuator drive shaft has a see/feel indicator which gives an indication of
the valve position without removal of the LP fuel valve.
Ç
Ç
M M
M
NO 2
FIRE OPEN
LP VALVE / M
MOT2 / ENG 1
206PP
28V DC
BUS 2
SHUT
M
TO CB MONITORING
SYSTEM
NO 1
OPEN
ON
LP VALVE / M
MOT1 / ENG 1 OFF
401PP
28V DC
ESS BUS
SHUT
TO CB MONITORING OPEN
SYSTEM
ENG / APU
FIRE PNL REL AY ENG /
MASTER 1 SHUT
ENG 1 / HP ON
FUEL SOV
401PP
28V DC
ESS BUS OFF
CTL SW ENG /
MASTER 1
SDAC 2
SDAC 1
the valve is done by setting the switch to OFF position. In case of APU fire the
LP valve will close automatically.
A see indicator is located on the actuator body in a window and the valve
position is displayed on ECAM.
Pressure Switch
The pressure switch has a cylindrical chamber with a banjo type head. A bolt
secures it to a check valve on the rear spar.
The fuel pressure in the crossfeed line goes through the check and the banjo
head to operate a microswitch in the chamber.
CENTER TANK
REAR SPAR
ACTUATOR
MM M M M S
SHUT OFF VALVE
PUMP ELEMENT
DRAIN PLUG CENTER TANK REAR SPAR
CENTER TANK REAR SPAR
FOR TRAINING PURPOSES ONLY!
PRESSURE SWITCH
PUMP CANISTER
FRA US/T-5 ScR Apr 01, 2005 18/IDG Cool 1/L2/B1/B2 Page 98
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
STORAGE CFM56 - 5
28-10
TO BURNERS
LEGEND:
0 OVERFLOW SENSOR
EIU LP PUMP
FLSCU 2 U
M M
FLSCU 1 X FEED VALVE POS
BOOST PUMP LP I
FOR TRAINING PURPOSES ONLY!
T M M M M S
FROM SENSORS
0
TO CTR TK
BOOST
PUMPS
TO
PRESSURE HOLDING VALVE FLSCU S
COMPONENTS
Reciculation Pipe
The recirculation pipe is between the FRV and the pressure holding valve at
the outboard face of RIB 17 in the wing tank.
FRA US/T-5 ScR Apr 01, 2005 19/IDG Cool 1/L3/B1 Page 100
Lufthansa Technical Training
FUEL SYSTEM A318/319/320
STORAGE CFM56 - 5
28-10
M M
RIB 17
VALVE BODY
INLET
INLET
INLET
One temperature sensor in each wing tank send the fuel temperature data to
the FLSCUs. The fuel temperature data from the LH wing goes to the
FLSCU 1, while the data from the RH wing goes to FLSCU 2.
Thus the FLSCU 1 (together with the No 1 EEC) controls the recirculation
system in the LH wing. The FLSCU 2 (together with the No 2 EEC) controls the
system in the RH wing.
The FLSCU 1 or FLSCU 2 sends a signal to close the related diverter & return
valve (through the FADEC) if one of these conditions occure:
the temperature sensor in the wing tank sends a high fuel temperature
signal (52.5 approximately).
FRA US/T-5 ScR Apr 01, 2005 20/IDG Cool 2/L2/B1/B2 Page 102
Lufthansa Technical Training
FUEL SYSTEM A321
STORAGE (IAE V2500)
28-10
LEGEND:
0 OVERFLOW SENSOR
TO BURNERS
FMU I IDG SHUT-OFF SENSOR
T TEMPERATURE SENSOR
F FULL SENSOR
U UNDERFULL SENSOR
DIVERTER ACOC
& RETURN
EEC VALVE
IDG OIL COOLER
ENG OIL COOLER
LP PUMP
FROM FLSCU’s
EIU
F
Ç
M M
M M
U
U
FLSCU 1 I
X FEED VALVE POS
FLSCU 2
FOR TRAINING PURPOSES ONLY!
BOOST PUMP LP
T M M M M S
F
U
Ç
Ç
0
FROM SENSORS
PRESSURE TO
HOLDING FLSCU S
TO CTR TK XFER VALVES PICCOLO TUBE VALVE
COMPONENTS
Recirculation Pipe Recirculation Manifold
The recirculation pipe is between the diverter & return valve and the inboard The manifold is attached to the inboard face of RIB 2.
face of RIB 16 in the wing tank. The manifold contains two additional recirculation check valves which are
The piccolo tube is attached to the end of the recirculation pipe. The piccolo closed when their related fuel pump is not in operation.
tube has holes that let the fuel go into the wing tank. This prevents a return flow from the recirculation system to the main fuel pump.
The cooling fuel pipe is attached to the recirculation pipe. The main fuel pumps
move the fuel (at ambient temperature) through the cooling pipe to the
recirculation pipe.
Recirculation Check Valve
The recirculation check valve is attached to the lower surface of the wing
bottom skin in the engine pylon.
It connects the recirculation pipe from the engine to the recirculation pipe in the
wing. When the recirculation system is not in operation, it closes to prevent a
fuel flow from the recirculation system to the main fuel pumps.
FRA US/T-5 ScR Apr 01, 2005 21/IDG Cool 2/L3/B1 Page 104
Lufthansa Technical Training
FUEL SYSTEM A321
STORAGE (IAE V2500)
28-10
RECIRCULATION MANIFOLD
RIB 2
MM
MANIFOLD
CHECK VALVE
Ç
Ç
CHECK VALVE
FROM
FUEL
PUMPS
RIB 15
FOR TRAINING PURPOSES ONLY!
INLET
INLET
INLET
in the center tank (130 kg), when dry, they will signal the center tank boost
pump to stop, with a time delay of 5 minutes.
Low Level Sensors
In the wing tank (750 kg), when dry, they will open LH and RH Transfer in the wing tank ( 750 kg ), when they are dry for 30 sec continuously a
valves simultaneously. If the sensor is exposed to air for more than 30 se LO LEVEL warning is shown on EC
conds, ”FUEL LO LEVEL” warning will be indicated on the ECAM display.
in the wing tank ( 1500 kg ), when they are dry for 30 sec continuously a
IDG Low Level Sensors advisory “FOB BELOW 3T“ is shown on the EWD.
will stop IDG fuel return when the fuel level is below 280kg. in the center tank ( 130 kg ), when dry, they will signal the center tank
transfer valve to close, with a time delay of 5 minutes.
to the set value to find out if: LS7 LS3 LS4 LOGIC 1
on all aircrafts, the high level shut off system operates correctly LS7 LS3 LS4 LOGIC 1
Test BITE 1
The high level sensors and their circuits are tested from the refuel/defuel panel LS10 LS11 LS12 LS13 LOGIC 2
FOR TRAINING PURPOSES ONLY!
800VU, with the TEST switch (2QJ).The same switch also has a filament test
facility (Light Test). BITE 4
The FQIS computer BITE has test facility for all the sensors and their circuits.
LS14 LS15 T1 T2
When BITE is operated, with a failure monitor signal, the CFDS will show and POWER
SENSOR
identify a: FAIL OFF On
ÉÉ ÉÉ
ÉÉ ÉÉ
TEST SET
REFUEL
ÉÉ ÉÉ
No 1 BITE HI LEVELS SYSTEM
FLSCU 1 LS 3
SENSOR LS 7
FAILURE
MONITORING
SDAC
FLSCU 2
No 2 BITE INNER CELL
LO LEVELS
LS 1
LS 5 INTERCELL
TRANSFER
VALVES
VENT
FWD ELECTRONICS RACK 90VU OVERFLOW
LS 10
FUEL PUMP
IDG PRESSURE
SHUT-OFF
LS 4
LOGIC 1
FLSCU (TYPICAL) INNER AND
OUTER CELL
TEMP EIU
T1
T2
No 3 BITE
OUTER CELL
UNDER FULL OUTER CELL
LS 2 PROBES
CTR
LOW LEVEL
LS 6
No 4 BITE
FOR TRAINING PURPOSES ONLY!
CTR
INNER CELL PUMPS
UNDER FULL
LS 13
LS 14
LS 15
LOGIC 2
INNER CELL
FULL
LS 11
LS 12
FLSCU
the fuel quantity preselector (during a refuel) the tank geometry stored in the computer memory.
the multi tank fuel quantity indicator (during a refuel)
FRA US/T-5 KoA May 6, 2010 24/QTY Ind 1/L2/B1 Page 110
Lufthansa Technical Training
FUEL SYSTEM A318/319/320/321
INDICATING
28-40
FOR TRAINING PURPOSES ONLY!
A321
AAaaaaaaaaaaaaaaaaa24/QTY Ind 1/L2/B1
CADENSICONS
A318/319/320
Figure 64 Quantity Indicating A318/319/320
FRA US/T-5 KoA May 6, 2010 24/QTY Ind 1/L2/B1 Page 111
Lufthansa Technical Training
FUEL SYSTEM A318/319/320/321
INDICATING
28-40
COMPONENTS
Fuel Quantity Computer Preselector
The FQIC controls the FQI system. The preselector 5QT is installed adjacent to the to the Refuel/Defuel Control
One or two OBRMs (depend on FQIC standard) are attached to the FQIC and Panel (optional the preselector 10QT can be installed in the cockpit).
contain the software to operate the FQIC. The preselector gets fuel quantity data from the FQIC through an ARINC 429
The FQIC has two processing channels that are the same. The channels are bus. The LED display module then gives these indications:
identified as Channel 1 and Channel 2. Each channel has a data acquisition the PRESELECTED fuel quantitiy
board and a CPU board. The components that remain are common for each of the ACTUAL fuel quantity
the channels. Each channel does these operations:
The preselector is pre-programmed to display in either kgs or lbs.
Computation of the fuel mass held in each wing
The FQIC also sends an identification bit that will identify if the quantity data is
Computation of the ACTUAL total fuel mass sent in kg or lbs.
Computation of the PRESELECTED fuel mass If there is a difference between the identification bit and the indicator
Computation of the automatic refuel control programm, the preselector prevents an LED display.
discrete outputs to the refuel valves and FWCs (system failures) The preselector has a rocker switch that is used to set the PRESELECTED
continuous automatic tests for faults (BITE) fuel quantity for an automatic refuel operation.
FLSS BITE The preselector has an END annunciator, that comes on when the refuel
procedure is satisfactorily completed. If a refuel failure condition has occured
continuously monitors the status of the other channel
the END annunciator will flash.
ARINC 429 digital output to the interfaces
A single white lamp, identified CKPT, used when a preselector unit installed in
Normally, the two channels operate continuously, with each channel monitoring the cockpit has taken priority.
the status of the other channel.The most accurate being the operational one. If
this channel fails, the operation will be changed to the other channel. Multi Tank Indicator
This will not decrease the satisfactory operation of the FQI system, but the The MTI is installed on the refuel/defuel control panel.
CFDS report will indicate the failure. The MTI receives the fuel quantity data from the FQIC through the ARINC 429
data links.
FOR TRAINING PURPOSES ONLY!
FRA US/T-5 KoA May 7, 2010 25/QTY Ind 2/L3/B1/B2 Page 112
Lufthansa Technical Training
FUEL SYSTEM A318/319/320/321
INDICATING
28-40
FQIC
ÉÉ
ÉÉ
COMPONENTS (CONT)
Fuel Quantity Probes The fuel is, the dielectric between the parallel plates of the capacitor assembly.
Each probe is assembled in the same way. To make an allowance for the The FQIC calculates the charge on the plates, from which K, the relative
depth and size of the fuel tanks, the lengths of the probes are different. permittivity of the fuel is calculated.
The probe has two concentric aluminum tubes which are anodized and covered The detector assembly contains a float and a detector. The detector is a
with polyurethane. variable transformer turned by the float. Pressure on the float is in relation to
the density of the fuel. If the density varies the pressure difference on the float
Sets of centralising pins are installed at differnt places along the lenght of the
causes the float to move. When the float moves the detector moves in relation
tubes. These keep the inner tube concentric with the outer tube.
to it and therefor the transformer ratio changes. The FQIC uses the transfomer
The open ends of the tube let the fuel move freely up and down between the ratio to calculate the fuel density.
tubes.
A thermistor changes the transformer ratio to make allowances for variations in
A terminal block is installed on the side of each probe to connect it with the fuel temperature.
related tank harness.
The electrical capacitance-value of the probe changes in relation to the depth Ultracomp (A321)
of fuel in the tank.When the probe is dry, its capacitance value is low, but as The ultracomp housing contains a parallel plate capacitor, a velocimeter and a
fuel moves up the probe, it capacitance value increases. The FQIC continiuosly temperature sensor. A interconnecting board connects the ultracomp to the
measures the capacitance value. related tank harness.
Some probes have diodes that are used to measure the temperature of the Fuel moves freely in and out of the ultracomp through holes in the housing.
adjacent fuel. The FQIC supplies a voltage to the diodes and monitors the The fuel acts as a the dielectric between the parallel plates of the capacitor.
voltage that returns from them. The FQIC calculates the charge on the plates, from which K, the relative
The voltage drop across the diodes is in relation to the temperature of the fuel. permittivity of the fuel is calculated.
The FQIC calculates the temperature of the fuel and displays it on the The velocimeter measures the VOS (Velocity Of Sound) through the fuel. It
SD FUEL page of the ECAM. transmits a sound wave through the fuel to a fixed target .
Some probes have a CIC (Capacitance Index Compensator) at their lower end. The FQIC monitors the the velocimeter and calculates the time taken for the
The CIC has two functions: sound wave to reach the target and return.
when fully covered in fuel, to measure dielectric constant (K) The temperature sensor gives a signal (T) in relation to the fuel temperature.
when not fully covered in fuel, as a probe The FQIC uses the values K, VOS and T to calculate the fuel density.
FOR TRAINING PURPOSES ONLY!
FRA US/T-5 KoA May 7, 2010 25/QTY Ind 2/L3/B1/B2 Page 114
Lufthansa Technical Training
FUEL SYSTEM A318/319/320/321
INDICATING
28-40
NORMAL PROBE
cic
DUALCOMP (A321 ONLY)
turn it through 90°. Hold and carefully lower the MLI fully.
Then carefully lift the MLI until you feel the magnetic link between the MLI and
the float magnet.
Read the unit mark nearest to the bottom−skin of the wing and write down the
number. Retract the MLI and use a scrwdriver to turn it through 90° to lock it.
Use the table for the applicable aircraft attitude and the applicable MLI stick
number to find the volume of the fuel in each tank.
Then you must multiply this by the fuel relative density to get the fuel mass.
FLOAT FLOAT
TUBE
MLI ROD
WING TANK
BOTTOM SKIN
AIRCRAFT SKIN
FOR TRAINING PURPOSES ONLY!
A 2 3 4 5 6 7
B
C
D
SIGHT E
F
COLLAR
Unit Indication G
Example A320
RIGHT WING 1450 ltr 0.798 = 1157 kg Fuel Quantity - MLI Stick No.1 Attitudes B and F
Figure 317/ TASK 12−11−28−991−016
LEFT WING 1300 ltr 0.798 = 1037 kg
Figure 68 Fuel Quantity Table (Example A320) Figure 69 Fuel Quantity Table (A318/319/320)
GRID SQUARE
NUMBER
UNITS ON MLI
LITRES
LITRES LITRES
MCDU UTILZATION
Example :
This eample deals with the MCDU of the A318/319/320. The utilization of
the MCDU A321 is almost the same.
NOTE: The fuel is a ”type 1” system and is not available in CFDS
”BACKUP” mode.
The displayed menue and related data come from the best channel (or
channel 1 when both cannels are equally good )of the FQIC. CFDS MENU
The cannel providing the data is indicated in the top left corner of the MCDU.
< LAST LEG REPORT
The NEXT PAGE gives access to:
< FQIS STATUS < LAST LEG ECAM REPORT
BRT
DIR PROG PERF INIT DATA
F NEXT F G H I J M
A PAGE C
I D
L 1 2 3 K L M N O U
FOR TRAINING PURPOSES ONLY!
F M
M 4 5 6 P Q R S T E
G N
C U
7 8 9 U V W X Y
. /
0 Z − + OVFY CLR
< AFS FUEL > 2 < PREVIUS LEG REPORT < PREVIUS LEG REPORT
< COM ICE & RAIN > 3 < LRU IDENTIFICATION < LRU IDENTIFICATION
< ELEC INST > 4 < CLASS 3 FAULTS < CLASS 3 FAULTS
< FIRE PROT L/G> 5 < SELECT CHANNEL 2 < SELECT CHANNEL 1
CH 1 FUEL CH 1 FUEL
LAST LEG REPORT LRU IDENTIFIKATION
DATE : JAN 20/ DATE : JAN 20/
GMT ATA
FQIC 3QT FQI COMPUTER SIC 5 0/ 5 9 − 1
2 2 0/ 0/ 28−42−34 OBRM SIC 6 1 7 5
L QTY PROBE 22QT1
2 0/ 4 5 28−42−15
CH 1 FUEL CH 1 FUEL
FOR TRAINING PURPOSES ONLY!
CH 1 FUEL CH 1 FUEL
< LAST LEG REPORT 6 < FQIS STATUS
CH 1 FUEL
FQIS STATUS
JAN 20/ 1 6 2 0
/ F−AIWW
CH 1 GRADE 1 CH 2 GRADE 1
GMT ATA
L QTY PROBE 22 QT 1
1610 / 28 − 42 − 15
L QTY PROBE 25 QT 1
1 6 1 0/ 28 − 42 − 15
L CADENSICON 19 QT 1
1 6 1 0/ 28 − 42 − 16
CH 1 FUEL CH 1 FUEL
FOR TRAINING PURPOSES ONLY!
FLSS STATUS
FLSS STATUS
JAN 20 1 6 2 0
/ F−AIWW
JAN 20 1 6 2 0
/ F−AIWW
GMT ATA
BITE 1 PASSED
BITE 2 PASSED R U / FULL SENSOR 24 QJ 2
BITE 3 PASSED 1 6 0/ 0
/ 28 − 46 − 15
BITE 4 FAILED L WING TEMP SENSOR 30 / QJ 1
1 6 0/ 0
/ 28 − 46 − 17
NEXT
< RETURN PRINT PAGE < RETURN PRINT
7
BRT BRT
CH 1 FUEL CH 1 FUEL
FQIS INPUT PARAMETERS FQIS PROBE CAPACITANCES
CH 1 FUEL
FQIS DISCRETE INPUTS
A B C D E F G H J K L M N PQ R
1 0/ 1 1 1 1 0/ 1 1 0/ 1 0/ 1 1 0/ 1 0/
2 0/ 1 1 1 0/ 0/ 1 1 0/ 1 0/ 1 0/ 1 0/ 1
3 0/ 0/ 1 0/ 0/ 1 1 0/ 1 1 0/ 1 1 1 0/ 1
4 1 1 0/ 1 0/ 0/ 1 1 1 0/ 1 1 0/ 0/ 0/ 1
5 1 1 1 1 1 1 0/ 1 1 1 0/ 1 1 0/ 1 1
FOR TRAINING PURPOSES ONLY!
6 0/ 1 0/ 0/ 0/ 1 0/ 1 0/ 0/ 1 0/ 0/ 0/ 1 1
7 0/ 1 1 1 1 0/ 0/ 0/ 1 0/ 1 1 0/ 1 1 1
8 1 1 1 0/ 1 0/ 1 1 0/ 0/ 1 1 1 1 1 1
NEXT
PAGE < RETURN PRINT
BRT
LEGEND
CTR TK VENT LINE
A PUMP DISCHARGE MANUAL
MODE
B
É AIR FILTER
A É
É
M M M S É
É
TEST PORT
É
M ACT AIR SOV
PRESS SW ACT REFUEL ACT VENT LINE
É ÉÉÉ
É
VALVE SHROUD PRESSURE
REDUCING VALVE
É É
APU FUEL LINE
REFUEL / XFR
SHROUD LINE
É É
REDUCER
SENS LINE
LEAK MONITOR
É
FUEL INLET VALVE
É
INWD. PRESS. REL.
É
É
DRAIN ACT VENT VALVE
VALVE VALVE
FOR TRAINING PURPOSES ONLY!
É
M
M
É
ÉÉÉÉÉÉÉÉÉÉÉ
ACT
OVERPRESSURE
LO LVL SESOR L L H PROTECTOR
RESTRICTOR
ACT PB Switch
40VU FUEL CONTROL PANEL
AUTO
Control of the fuel tranfer is automatic. The automatic foreward transfer
occurs if: ENG 1 APU X FEED ENG 2
FRA US/T-5 KoA May 6, 2010 02/ ACT Panel/L1/B1/B2 Page 130
Lufthansa Technical Training
FUEL A319/320/321
GENERAL
28−00
4
FOR TRAINING PURPOSES ONLY!
FRA US/T-5 KoA May 6, 2010 02/ ACT Panel/L1/B1/B2 Page 131
Lufthansa Technical Training
FUEL SYSTEM A319/320/321
GENERAL
28−22
7 HI LVL Light
- comes on blue when ACT HI LVL sensor
is immersed
- comes on blue during HI LFL test
ÉÉÉÉÉÉÉ
M
ACT
LO LVL SESOR L L H
FRA US/T ScR Apr 01, 2005 04/ACT descr./L2/B1/B2 Page 134
Lufthansa Technical Training
FUEL A319/320/321
DISTRIBUTION
28−20
ACT INSTALLATION
REFUEL XFR
LINE
THERMAL RELIEF
VALVE Z 150
ATC REFUEL/DEFUEL
ACT Refuel/Defuel System General Refueling Manual Mode
The ACT refuel / defuel system has these components In manual mode, the MODE SELECT switch on the refueling control panel
an ACT fuel pump (801 VU) is set to REFUEL and the REFUEL VALVES switch (800 VU) is set
to OPEN (this opens the ATC refuel and the fuel inlet valve). The quantities of
an ACT fuel transfer valve
fuel that go into the tank are then monitored at the MTI. When the tank has the
an ACT fuel inlet valve required amount, the REFUEL VALVE switch are set to SHUT.
an ACT refuel restrictor valve an ACT refuel valve Or the refueling will be stopped by the HI LVL contol circuit.
(The ACT refuel valve is installed as part of the ACT system provision. It do
NOTE: To protect the aircraft it is not possible to refuel the ACT if:
not have a function without the ACT installed).
– the ACT transfer valve is not closed
There are two different ways to refuel the ATC:
– the ACT vent valve is not open
pressure refueling in automatic mode
– the ACT air shut−off valve is not closed
pressure refueling in manual mode
Defueling Mode
Operation
To defuel the aircraft you must use the main fuel pumps to remove the fuel
Refueling Automatic Mode from the fuel tanks. If there is fuel in the ACT, you must move the fuel to the
In automatic mode, when the preselected quantity is greater than the maximum center tank, by pushing the ACT-pb-sw to FWD. If there is fuel in the center
capacity of both the center tank and the wing tanks, fuel will automatically be (transfer) tank, you must move the fuel of the center tank to the wing tanks
added to the ACT first, before you can defuel the ACT completely.
When the refuel is selected, the refuel transfer system commands the ACT To move fuel from the ACT to the center tank on the ground the FUELLING
refuel valve and the ACT1 fuel inlet valve to the open position. The ACT and BUS (501PP) must be powered (access panel door 192MB must be open).
the basic aircraft tanks are refuelled at the same time. When the ACT is full the This causes the center tank high level sensor to be powered. When the center
ACT high level sensor closes the ACT1 fuel inlet valve and ACT refuel valve tank high level sensor is wet (or not powered) it is not possible to defuel the
and stops the refuelling. ACT. This prevents fuel overflowing from the center tank onto the ground.
FOR TRAINING PURPOSES ONLY!
FRA US/T-5 ScR Apr 01, 2005 05/ACT refuel/L2/B1/B2 Page 136
Lufthansa Technical Training
FUEL A319/320/321
DISTRIBUTION
28 −20
REFUEL/DEFUEL SYSTEM
800 VU
2.80
801 VU
H
HI. LVL. H
ACT TRANSFER
LEFT VALVE
ACT
DEFUEL/XFR
PRESELECTED
ÉÉÉ ÉÉÉÉÉÉÉÉ
M
DEC INC M
ÉÉÉÉÉÉÉÉÉÉÉ
M
ACT
RESTRICTOR
and the ACT fuel inlet valve. The fuel transfer starts again.
ACT Transfer System Operation When the ACT low level sensors become dry, the control circuit:
When the aircraft is on the ground the ACT automatic transfer system is opens the vent valve
inoperative and (if the crew take no action) the: closes the air shutoff valve
ACT fuel transfer valve is closed, closes the fuel transfer valve
ACT air shut−off valve is closed, closes the ACT fuel inlet valve.
ACT1 vent valve is open, The fuel transfer from the ACT to the center tank stops
ACT1 fuel inlet valve is closed,
ACT refuel valve is closed,
ENG 1 APU
M M M S
ACT REFUEL
VALVE
REFUEL / XFR
LINE
M M
ÉÉÉÉÉÉÉÉÉÉÉ
M
ACT
RESTRICTOR
Figure 84 Automatic FWD Trasfer
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FUEL A319/320/321
GENERAL
28 − 00
ENG 1 APU
FROM REFUEL SYSTEM
F
U ACT H
E L TK PUMPS A CTR TK
FAULT U L XFR M ACT TRANSFER
L 1 2 VALVE
FWD T
FAULT FAULT O FAULT
OFF OFF OFF
M M M S
ACT REFUEL
VALVE
REFUEL / XFR
LINE
ÉÉÉÉÉÉÉÉÉÉÉ
M M
ÉÉÉÉÉÉÉÉÉÉÉ
M
ACT
RESTRICTOR
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FUEL A319/320/321
DISTRIBUTION
28 −20
THERMAL
RELIEF
É AIR FILTER
É
É
É
TEST PORT
É
M M M S
M ACT AIR SOV
ÉÉÉ
É É PRESSURE
É É
REDUCING VALVE
ACT VENT LINE
É É
SHROUD REDUCER
SENS LINE
É
É
É
ACT VENT VALVE
FOR TRAINING PURPOSES ONLY!
É
ÉÉÉÉÉÉÉÉÉÉÉ
É
M M
ACT
OVERPRESSURE
PROTECTOR
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FUEL A319/320/321
DISTRIBUTION
28−28
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FUEL A319/320/321
DISTRIBUTION
28−28
FUEL TRANSFER VALVE AND ACTUATOR FUEL INLET VALVE/ACT VENT VALVE
A
REAR SPAR
DRIVE ASSEMBLY
VALVE ASSEMBLY
MOTOR
B
BALL VALVE A
MOTOR
ACTUATOR
SPINDLE
CONNECTOR
SECTION V-CLAMP
A-A
BALL VALVE ATTACHMENT FLANGE
DRIVE SPINDLE
FOR TRAINING PURPOSES ONLY!
B
HOUSING
DRIVE ASSEMBLY
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FUEL A319/320/321
DISTRIBUTION
28−28
FUEL OUTLET
MOTOR
VAPOUR
DISCHARGE
FOR TRAINING PURPOSES ONLY!
PUMP HOUSING
REAR SPAR
Overpressure Protector
The overpressure protector installed in the vent line depressurizes the ACT
through the vent line if the tank pressure is too high.
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FUEL A319/320/321
DISTRIBUTION
28−28
ACTUATOR
VENT PIPE
BURST DISK
CARTRIDGE
INLET
FOR TRAINING PURPOSES ONLY!
OUTLET
explosion was the ignition of the flammable fuel/air mixture in the center fuel commonly used for commercial jets.
tank. The source of the ignition energy for the explosion could not be The central fuel tank is located on the underside of the fuselage, directly
determined with certainty, but the most likely source was an explosion between the wings.
originating at the center tank fuel pumps. The source of ignition energy for the explosion could not be determined with
NOTE: The pumps were operating dry (no fuel passing through them) at certainty.
the time of the explosion! However, of the sources evaluated by the investigation, the most likely was a
short circuit outside of the CWT that allowed excessive voltage to enter through
electrical wiring associated with the fuel quantity indication system.
IGNITION SOURCES
General Autoignition
Upon realizing that the central fuel tank of TWA Flight 800 exploded and that Another possible source of ignition is from the terminals of the FQIS wires in
the explosion was not likely by a bomb, the NTSB focused on finding the the central fuel tank on which copper sulfide can build up. This phenomenon
source of ignition. However, after scrutinizing all of the recovered wreckage, has been observed in aging electrical systems, and is a result of the natural
which accounts for over 95 % of the plane, they found nothing to support any deterioration of wiring. The buildups can become sources of localized heat.
plausible theory of ignition. The investigation focused on examining the This can cause a threat because of autoignition. If the localized heat source is
electrical wiring near the central fuel tank, which consists largely of wiring for hot enough, the fuel around it may reach a temperature at which it will
the FQIS (Fuel Quantity Indicating System) and for control of the fuel pumps. automatically ignite.
Unfortunately, most of this wiring was burned or damaged from the explosion, Another theory of how autoignition could have occurred within the central fuel
thus hindering an analysis into the role that it could have played in causing the tank of TWA Flight 800 involves the scavenger pump and faulty check valves.
explosion. However, this did not leave the NTSB completely in the dark The scavenger pump is a possible source of ignition because it resides within
concerning ignition sources. Electrical arcing and autoignition are two source the central fuel tank. NTSB officials believe that fuel was being transferred
theories that were tested by the NTSB. between tanks when the explosion occurred, suggesting that the scavenger
pump in the central fuel tank was operating. If the scavenger pump was
Electrical Arcing
operating and its check valve was too tight, it may have allowed only fuel, and
In search of answers to the question of ignition, the NTSB conducted an not vapor to pass through it, resulting in a concentration of vapor around the
investigation into the state of electrical wiring in operational Boeing 747s and check valve of the scavenger pump. The vapors have a lower autoignition
similar models from other manufacturers to see if a spark could occur in the temperature than the liquid and the pump is a significant source of energy that
central fuel tank. The findings from this investigation were discouraging. could become hot enough to cause autoignition of fuel vapor.
Between May of 1997 and July of 1998, the NTSB examined a number of
existingjets, of which many were old, reaching ages up to 27 1 /2 years old.
Findings include „sharp metal shavings both on and between wire bundles“,
and three−quarter inch coatings of lint on wires, what NTSB investigators
describe as syrup: a sticky combination of spilled beverages, leaking water and
lavatory fluids, dust and other materials that build up over years of service.
The presence of sharp metal shavings, which can be attributed to drilling, can
strip insulation away from wires. As a result, the core conducting wires become
FOR TRAINING PURPOSES ONLY!
exposed and enhance the likelihood of a spark. Exposed wires that are coated
with „syrup“ or metallic drill shavings can be dangerous because either
substance can act as a conductor. Consequently, substances such as these
could function as a base point for an electric arc, which could ignite the
contents of a fuel tank. The NTSB initiated simulations with these conditions to
see if it was possible to create an electrical arc. In one rare case, when bare
wires were bundled close to each other, an arc was created.
ELECTRICAL ARCING
FUEL AIR
REGULATION
General
As a result of this accident, multiple ADs (Airworthiness Directives) on multiple This EASA Airworthiness Directive mandates the Fuel Airworthiness
models were issued. Limitations CDCCL(Comprising maintenance/inspection tasks and Critical
Design Configuration Control Limitations) for the type of aircraft, that resulted
BACKGROUND from the design reviews and the JAA recommendation and EASA policy
Subsequent to accidents involving Fuel Tank System explosions in flight statement mentioned above.
(Boeing 747−131 flight TWA800) and on the ground, the FAA (United States
Federal Aviation Administration) published Special Federal Aviation Regulation Enhanced Airworthiness Program
88 (SFAR88) in June 2001. SFAR 88 required a safety review of the aircraft The FAA and EASA have indicated that operators must train their maintenance
Fuel Tank System to determine that the design meets the requirements of FAR and engineering personnel regarding the changes brought about by SFAR 88.
§ 25.901 and § 25.981(a) and (b). See EASA ED Decision No 2009/007/R of the Executive Director of the
A similar regulation has been recommended by the European JAA (Joint Agency.
Aviation Authorities) to the European National Aviation Authorities in JAA letter
04/00/02/07/03−L024 of 3 February 2003. The review was requested to be
mandated by European National Airworthiness Authorities using JAR §
25.901(c), § 25.1309.
In August 2005 the EASA (European Aviation Safety Agency) published a
policy statement on the process for developing instructions for maintenance
and inspection of Fuel Tank System ignition source prevention that also
included the EASA expectations with regard to compliance times of the
corrective actions on the unsafe and the not unsafe part of the harmonised
design review results. On a global scale the TC (Type Certificate) holders
committed themselves to the EASA published compliance dates (see EASA
policy statement). The EASA policy statement was revised in March 2006
resetting the date of 31 December 2005 for the unsafe related
actions to 1 July 2006.
Fuel Airworthiness Limitations are items arising from a systems safety analysis
FOR TRAINING PURPOSES ONLY!
that have been shown to have failure mode(s) associated with an “unsafe
condition“ as defined in FAA‘s memo 2003−112−15 “SFAR 88 - Mandatory
Action Decision Criteria“. These are identified in Failure Conditions for which an
unacceptable probability of ignition risk could exist if specific tasks and/or
practices are not performed in accordance with the manufacturers
requirements.
A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
AMM
TASK 28−21−52−400−001
Installation of the Fuel Pump Canister 1QM(4QM)
WARNING: THIS PROCEDURE USES A FUEL SYSTEM ITEM THAT IS IN A CATEGORY
KNOWN AS A CRITICAL DESIGN CONFIGURATION CONTROL LIMITATION ( CDCCL ).
CDCCL IDENTIFIES AN ITEM THAT CAN BE THE SOURCE OF A POSSIBLE FUEL
TANK IGNITION. YOU MUST KEEP ALL CDCCL ITEMS IN THE APPROVED
CONFIGURATION. DAMAGE, WEAR OR CHANGES TO A CDCCL ITEM CAN CAUSE A All CDCCL items are identified by a WARNING in the pro-
POSSIBLE FUEL TANK EXPLOSION. cedures where they occur in the AMM and are identified
WARNING: MAKE SURE THAT THE FLIGHT CONTROL SAFETY−LOCKS AND THE by this warning after each applicable CDCCL design
WARNING NOTICES ARE IN POSITION. feature:
WARNING: MAKE SURE THAT THE GROUND SAFETY−LOCKS ARE IN POSITION ON CDCCL−Refer to the task: Fuel General
THE LANDING GEAR. (AMM 28−00−00/001)
1. Reason for the Job C. Critical Design Configuration Control Limitations
Self Explanatory
(CDCCLs)
2. Job Set−up Information
WARNING: OBEY THE MANUFACTURER‘S
PROCEDURES WHEN YOU DO ANY
MAINTENANCE THAT MAY AFFECT
C. Installation of the Fuel Pump Canister 1QM(4QM)
A CDCCL. IF YOU DO NOT FOLLOW
(1) Install the new sealing ring (8) and the new O−rings (18) and (22). THE PROCEDURES, IT CAN
(2) Engage the connectors (1) and (2), while you put the canister (7) in position. INCREASE THE RISK OF A FUEL
(3) Install the canister (7) with the screws (6). TANK IGNITION SOURCE.
NOTE: You must bond one of the screws (6) (1) Make sure you follow the procedures for items
FOR TRAINING PURPOSES ONLY!
(Ref. AMM TASK 28−21−52−991−001) (Ref. AMM TASK 20−28−00−912−002) identified as CDCCLs.
WARNING: THIS INSTRUCTION IS APPLICABLE TO A CRITICAL DESIGN You must keep CDCCL items in a serviceable condition.
CONFIGURATION CONTROL LIMITATION ( CDCCL ) ITEM. CAREFULLY OBEY ALL It is possible that damage, wear or changes to a CDCCL
GIVEN INSTRUCTIONS WHEN YOU DO THIS STEP. IF YOU DO NOT OBEY THESE item can cause a fuel tank explosion.
INSTRUCTIONS, A DANGEROUS CONDITION CAN OCCUR THAT CAN CAUSE A When a procedure identifies a CDCCL item, it is a
POSSIBLE FUEL TANK EXPLOSION. mandatory condition that you do the instruction correctly
and accurately as the procedure tells you.
28−21−052−400−001
EFFECTIVITY
ALL Page 1 of 10
Print Date: February 19, 2008
Figure 95 Example of A320 Family Critical Design Configuration Control Limitations (CDCCLs)
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FUEL A318/319/320/321
FUEL TANK SAFETY
28−00
RESPIRATOR
FULL FACEMASK
FOR TRAINING PURPOSES ONLY!
JOBTITLE
WORKING DEVICE, EQUIPMENT AND MATERIALS:
NOTE: Before initiation of any devices (equipment) you must check every tool
regarding any defects (e.g. isolation defects) or anny imminent dangers!
Standard tools have to be checked particulary with regard to potential
defects of it‘s protective coating (chrome surface).
Explosion-protected electrical machines or tools are specially labelled and can be OK
recognized by:
The round label with the inscription “EX“
The blue label (Tank Tools) with the inscription “T“
NO
NOTE: When working on the Fuel System and/or Fuel System Components of an aircraft. Always obey the definitions for the Critical Design
CDCCL (Configuration Control Limitations)listed in the chapter Fuel Tank Safety.
Never enter an aircraft fuel tank if the kerosene gas concentration is > 600 ppm! If the kerosene gas concentration
is > 600 ppm the tank is a fire hazard and not safe from explosion(s)!
Never enter an aircraft fuel tank unless you have written approval (Maintenance Job Order) to do so
Never enter an aircraft fuel tank if there is no safety−person (observer) outside the tank
Never enter an aircraft fuel tank without approved protective clothing! This applies to all parts of your body that enter
the tank. It is forbidden to wear watches, necklaces, rings etc.
Never enter an aircraft fuel tank if the kerosene gas concentration is not monitored by gas measurement and warning
equipment (gas detectors).
FOR TRAINING PURPOSES ONLY!
If the kerosene gas concentration is >= 70 ppm you must wear a personal respirator!
Small quantities of fuel−drops or fuel−puddles at your workarea must be removed immediately with adequate materials
(e.g. rags) and must be disposed professionally
Open fuel tanks and every other sealed section in the aircraft, in which work is to be done,must be ventilated without any
interruption.
Figure 99 General Safety Advices
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FUEL TANK SAFETY
28−00
Before using of any devices (equipment) you must check every tool regarding any defects (e.g. isolation defects) or
any imminent dangers
It is necessary, that personnel who is experienced in the use of fire extinguishers is available during operations at the
aircraft fuel system or inside an aircraft fuel tank
Never enter an aircraft fuel tank if you have no permission for tank inspections from Betriebsleiter/Wartungsleiter vom
Dienst and Medical Service
If you doesn‘t feel comfortable or if your body is not fit for tank inspections you can stop a running tank inspection or
refuse a starting tank inspection at any time
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 test equipment
that is approved (otherwise, unapproved equipment could cause fire or an
explosion).
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
metallic clothing (e.g. footwear or a belt with a metal buckle) which can cause
sparks.
In the work area you must not:
smoke,
use flames which do not have protection,
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.
FOR TRAINING PURPOSES ONLY!
JOBTITLE
FUEL TANK SAFETY:
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)
For training purpose only! Refer to SFAR 88.
NOTE: The CDCCL are listed in these mandatory documents (only use latest revision)
For Airbus Aircraft:
Fuel Airworthiness Limitations − ALS Part 5
For Boeing Aircraft:
AWL (Airworthiness Limitations)/CMR (Certification Maintenance Requirements)
These Documents can be found in the Intranet (MRBR/Appendix A).
Latest revision is listed in the Aircraft Maintenance Schedule (MS) Introduction
Chapter 2.8 Reference Documents.
The CDCCL provide instructions to keep the critical ignition source prevention feature
when working on the Fuel System and/or Fuel System Components of an aircraft.
If you work on the Fuel System and/or Fuel System Components of an aircraft you have to
obey the CDCCL.
Examples for workings on a Fuel System and/or Fuel System Components of an aircraft:
Working on the Fuel Quantity Indication System (FQIS).
Resetting of tripped circuit breakers.
FOR TRAINING PURPOSES ONLY!
Workings inside the fuel tanks, e.g. installation/repair of tank units, bonding leads or
tank structure.
Working in fuel vapor areas, e.g. opening floor panels above center tank, external wires
over center tank, work at the wing trailing edge or tank access door.
Working on wire installations which could interfere with the wiring of the fuel system.
TABLE OF CONTENTS
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MAIN PUMP CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
MAIN FUEL PUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 86
28-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MAIN TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 90
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 6 CROSSFEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 10 ENGINE LP FUEL SHUT OFF . . . . . . . . . . . . . . . . . . . . . . 94
COCKPIT SYSTEM CTL AND INDK. A318/319/320 . . . 12 APU FUEL FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
COCKPIT SYSTEM CTL AND INDIKATION A321 . . . . . 14 FUEL RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . 98
(OPTIONAL) REFUELING PANEL IN THE COCKPIT . . 16 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
REFUELING CONTROL PANEL 800 VU . . . . . . . . . . . . . 18 ENGINE HEAT MANAGEMENT SYSTEM . . . . . . . . . . . . 102
ECAM PAGE PRESENTATION . . . . . . . . . . . . . . . . . . . . . 22 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
ECAM PAGE PRESENTATION A318 / ENHANCED SYSTEM ... FUEL LEVEL SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
28 FUEL LEVEL SENSING CONTROL UNIT . . . . . . . . . . . . 108
ECAM PAGE PRESENTATION . . . . . . . . . . . . . . . . . . . . . 30 FUEL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . 110
ECAM WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . 34 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
CB PANEL LOCATION: EXAMPLE A319/320 . . . . . . . . . 36 COMPONENTS (CONT) . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
ELECTRICAL POWER SUPPLY: EXAMPLE A319/320 . 38 FUEL LEVEL MAGNETIC INDICATION . . . . . . . . . . . . . . 116
ACCESS PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 MCDU UTILZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
FUEL STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 ADDITIONAL CENTER TANK . . . . . . . . . . . . . . . . . . . . . . 128
FUEL TANK VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . 48 ATC REFUEL/DEFUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
TANK VENT SYSTEM COMPONENTS . . . . . . . . . . . . . . 52 FUEL TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 138
CENTER TANK AREA VENTILATION . . . . . . . . . . . . . . . 54 FUEL TRANSFER SYSTEM (CONT) . . . . . . . . . . . . . . . . 140
REFUEL/DEFUEL SYSTEM DESCRIPTION . . . . . . . . . 56 ATC VENT/PRESSURIZATION SYSTEM . . . . . . . . . . . . 142
REFUEL/DEFUEL SYSTEM OPERATION . . . . . . . . . . . 58 ACT COMPONENTS (ALL SUB SYSTEMS) . . . . . . . . . . 144
REFUEL/DEFUEL SYSTEM OPERATION (CONT) . . . . 60 ACT COMPONENTS (CONTINUES) . . . . . . . . . . . . . . . . 146
REFUEL/DEFUEL SYSTM OPERATION (CONT) . . . . . 62 ACT COMPONENTS (CONTINUES) . . . . . . . . . . . . . . . . 148
REFUEL/DEFUEL SYSTEM OPERATION (CONT) . . . . 64 ACT COMPONENTS (CONTINUES) . . . . . . . . . . . . . . . . 150
REFUEL/DEFUEL SYSTEM COMPONETS . . . . . . . . . . 66
FUEL TANK SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
COMPONENT DESCRIPTION (CONT) . . . . . . . . . . . . . . 68
BACKGROUND INFORMATION . . . . . . . . . . . . . . . . . . . . 152
REFUEL/DEFUEL SYSTEM DESCRIPTION A321 . . . . 70
IGNITION SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
INTERCELL TRANSFER SYSTEM . . . . . . . . . . . . . . . . . 72
REGULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
INTERCELL TRANSFER SYSTEM (CONT) . . . . . . . . . . 76
AIRWORTHINESS LIMITATION PRECAUTIONS . . . . . 158
MAIN FUEL PUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 78
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 160
COMPONENT DESCRIPTION (CONT) . . . . . . . . . . . . . . 82
INFORMATION AND SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Page i
A318−21 28 B12
TABLE OF CONTENTS
SPECIAL TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . 162
WORKING DEVICE, EQUIPMENT AND MATERIALS: . 164
GENERAL SAFETY ADVICES . . . . . . . . . . . . . . . . . . . . . . 166
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 168
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS
(CDCCL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
Page ii
A318−21 28 B12
TABLE OF FIGURES
Figure 1 Fuel System - Sub Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Figure 36 Gravity Refuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Figure 2 Tank Location A318−320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 37 Defueling/Fuel Transfer Operation . . . . . . . . . . . . . . . . . . . . . . 65
Figure 3 Tank Location A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 38 Refuel/Defuel Sys. Components (1) . . . . . . . . . . . . . . . . . . . . . 66
Figure 4 Basic Schematic A318/319/320 . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 39 Refuel/Defuel Sys. Components (2) . . . . . . . . . . . . . . . . . . . . . 67
Figure 5 Basic Schematic A318/319/320 . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 40 Refuel/Defuel System Components . . . . . . . . . . . . . . . . . . . . . 69
Figure 6 Basic Schematic A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 41 Refuel/Defuel Schematic A321 . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 7 Fuel Control Panel A318/319/320 . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 42 Intercell Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 8 Fuel Control Panel A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 43 Fuel Transfer Valve Elec. Schematic . . . . . . . . . . . . . . . . . . . . 75
Figure 9 Cockpit Refuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 44 Intercell Transfer System Components . . . . . . . . . . . . . . . . . . 77
Figure 10 Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Fuel Feed System A318/319/320 . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 11 ECAM Fuel Page A319/320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Fuel Pump Removal Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Figure 12 ECAM Fuel Page A319/320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Fuel Feed System Components . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 13 E/W Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Fuel Feed System Components . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 14 E/W Display A318/Enhanced System . . . . . . . . . . . . . . . . . . . 29 Figure 49 Wing Tank Pump Control (Typical) . . . . . . . . . . . . . . . . . . . . . . 84
Figure 15 ECAM Fuel Page A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 CTR TK PUMP Control Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 16 E/W Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Fuel Feed System A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 17 ECAM Warnings/Inhibition Phases (1) . . . . . . . . . . . . . . . . . . . 34 Figure 52 Fuel Feed System Components . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 18 ECAM Warnings/Inhibition Phases (2) . . . . . . . . . . . . . . . . . . . 35 Figure 53 CTR Tank Transfer Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 19 CB Panel Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 54 Crossfeed Valve Control Cicuit . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 20 Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 55 LP Shut Off Valve Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 21 Precaution Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Figure 56 APU Fuel Feed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 22 Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 57 Fuel Recirculation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 23 Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Figure 58 Recirculation System Components . . . . . . . . . . . . . . . . . . . . . . 101
Figure 24 Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 59 Fuel Recirculation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 25 Fuel Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 60 Recirculation System Components . . . . . . . . . . . . . . . . . . . . . . 105
Figure 26 Water Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 61 Level/Temp. Sensors A318/319/320 . . . . . . . . . . . . . . . . . . . . . 107
Figure 27 Tank Ventilation System A318/319/320 . . . . . . . . . . . . . . . . . . 49 Figure 62 FLSCU - Test Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Figure 28 Tank Ventilation System A321 . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 63 Fuel Level Sensing Control Unit . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 29 Tank Vent System Components . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 64 Quantity Indicating A318/319/320 . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 30 External Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 65 System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 31 Refuel/Defuel Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 66 System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 32 Automatic Refueling Operation . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 67 Fuel Level Magnetic Indicatig System . . . . . . . . . . . . . . . . . . . 117
Figure 33 Refueling From The Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Figure 68 Fuel Quantity Table (Example A320) . . . . . . . . . . . . . . . . . . . . 118
Figure 34 Refuel/Defuel Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 69 Fuel Quantity Table (A318/319/320) . . . . . . . . . . . . . . . . . . . . . 118
Figure 35 Refueling Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 70 Fuel Quantity Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
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Figure 71
Multipurpose Control Display Unit . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 72
MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 73
MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 74
MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 75
Fuel Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 76
Additional Center Tank Installation . . . . . . . . . . . . . . . . . . . . . . 128
Figure 77
ACT Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 78
Fuel Control Panel And Cockpit Refuel Panel . . . . . . . . . . . . . 130
Figure 79
Fuel Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 80
Refuel Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Figure 81
ACT Indication/Level Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 82
ACT Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 83
Refuel/Defuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 84
Automatic FWD Trasfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 85
Manual FWD Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Figure 86
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 87
ACT Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 88
Transfer System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 89
Transfer System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 90
Pressurization Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 91
Introduction background for SFAR 88 . . . . . . . . . . . . . . . . . . . 153
Figure 92
Accident Findings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 93
Fuel System Safety Compliance Data . . . . . . . . . . . . . . . . . . . 157
Figure 94
Example Of Fuel Airworthiness Limitations . . . . . . . . . . . . . . . 159
Figure 95
Example of A320 Family Critical Design Configuration Control
Limitations (CDCCLs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 96 Special Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Figure 97 Tank Entering Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Figure 98 Working Device, Equipment and Materials . . . . . . . . . . . . . . . 165
Figure 99 General Safety Advices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Figure 100 General Safety Advices (cont.) . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 101 Fuel Tank Safety Refer to SFAR 88 . . . . . . . . . . . . . . . . . . . . 169
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