FACULTAD DE INGENIERÍA Y CIENCIAS BÁSICAS Versión 1.

1
FUNDAMENTOS DE FLUIDOS Y TERMODINÁMICA Periodo 2023-2

“FUEL SYSTEM”
Informe de Laboratorio 2
Barrera Vasquez Cindy Paola, Hernandez Sebastian,
{cpbarrerav y Jshernandezv}@libertadores.edu.co
Profesor: Velásquez C. David Santiago

Resumen—The primary components of the fuel system were
examined, encompassing fuel tanks, fuel pumps, valves, filters,
injectors, and control systems. Emphasis was placed on main-
taining the integrity and cleanliness of these components to
ensure a reliable and uninterrupted fuel supply throughout
flight operations. Furthermore, various types of aviation fuels
were explored, along with their unique properties and specific
requirements for handling and storage. Emphasis was placed
on the necessity of adhering to stringent safety protocols and
handling procedures to mitigate risks and ensure fuel quality.
Moreover, challenges and specialized considerations associated
with fuel supply under extreme conditions, such as high altitudes
and temperatures, were thoroughly analyzed. The significance
of fuel control and management systems in optimizing engine
performance and ensuring operational safety was extensively
discussed..
keywords— Fuel, Aviation, Tanks, Injectors, Reliable,
Fuel Types, engine performance, operational security.
I. I NTRODUCCI ÓN
III. THEORETICAL FRAMEWORK
Aircraft fuel system.
The aircraft fuel system is designed to provide an uninte-
rrupted flow of fuel from the tanks to the engine. Fuel must be
available to the engine under any condition of engine power,
altitude, attitude, and during all approved flight maneuvers.
Two classifications are commonly applied to fuel systems in
small aircraft: gravity feed and pump fuel systems.
Gravity feed system
The gravity feed system uses the force of gravity to transfer
fuel from the tanks to the engine. For example, in high-wing
aircraft, fuel tanks are installed in the wings. This places the
fuel tanks above the carburetor, and the fuel is fed by gravity
through the system to the carburetor. If the aircraft design is
such that gravity cannot be used to transfer fuel, fuel pumps
are installed. For example, on low-wing airplanes, the wing

T He fuel system in aviation jet engines plays a critical role

in the safe and efficient operation of modern aircraft. This
report focuses on the detailed analysis of key components of
tanks are located below the carburetor.

the fuel system, as well as the exploration of various types of

fuel used in the aviation industry. Fundamental aspects such
as the integrity and cleanliness of components, the necessary
safety protocols for fuel handling, and the particular challenges
faced in fuel supply under extreme conditions are addressed.
By thoroughly understanding these aspects, we can optimize
engine performance and ensure operational safety in all flight
phases. This report seeks to provide a comprehensive overview
of the fuel system in aviation jet engines, highlighting its
critical importance for modern aviation and laying a solid
foundation for future studies and improvements in this field.

II. GOALDS
Identifying the components of the fuel system and their
respective functioning.

Performing the ignition procedure on the fuel system

trainer bench.
Identifying potential causes of failures induced by the
instructor.
Studying the behavior of an aircraft’s fuel system
fuel pump system
Aircraft with fuel pumping systems have two fuel pumps.
The main pump system is driven by the engine with an
auxiliary electric pump provided for use at engine start-up
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FUNDAMENTOS DE FLUIDOS Y TERMODINÁMICA
and in the event of engine pump failure. The auxiliary pump,
also known as boost, provides greater reliability to the fuel
system. The auxiliary electric pump is controlled by a switch
on the flight deck. Primer
Both gravity feed and pump fuel systems can incorporate a
primer in the fuel system. The primer is used to extract fuel
from the tanks to vaporize it directly into the cylinders before
starting the engine. During cold weather, when engines are
difficult to start, primer helps because there is not enough heat
available to vaporize the fuel in the carburetor. It is important
to lock the primer in place when not in use. If the knob is
free to move, it can come out during flight and cause an overly
rich mixture. To avoid over-priming, read the aircraft’s priming
instructions.
Airplane fuel tank.
Aircraft fuel tanks, normally located inside the wings of an
aircraft, have a filling opening on the top of the wing through
which they can be filled. A plug covers this opening. The tanks
are vented to the outside to maintain atmospheric pressure
inside the tank. They can be vented through the lid or through
a tube that extends across the surface of the wing. Fuel tanks
also include a drain that may be free-standing or co-located
with the fuel tank vent. This allows the fuel to expand with
increases in temperature without damage to the tank itself. If
the tanks have been filled on a hot day, it is not unusual to
see fuel coming out of the drain.
Airplane fuel gauges.
Fuel quantity meters indicate the amount of fuel measured
by a sensor in each tank and is displayed in gallons or pounds.
Aircraft certification standards require accuracy in fuel gauges
only when they read “empty.” Any reading other than “empty”
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Periodo 2023-2
must be verified. Don’t rely solely on the accuracy of fuel
quantity gauges. Always visually check the fuel level in each
tank during the preflight inspection, and then compare it to
the corresponding fuel quantity indication.
If a fuel pump is installed in the fuel system, a fuel pressure
gauge is also included. This gauge indicates the pressure in
the fuel lines. Normal operating pressure can be found on the
AFM/POH or color coded gauge.
Aircraft fuel selectors.
The fuel selector valve allows fuel selection from different
tanks. A common type of selector valve has four positions:
LEFT, RIGHT, BOTH, and CLOSED. Selecting the LEFT or
RIGHT position allows fuel to be fed only from that tank,
while selecting the BOTH position allows fuel to be fed from
both tanks. The LEFT or RIGHT position can be used to
balance the amount of fuel remaining in each wing tank.
Fuel signs show limitations on the use of the fuel tank, such
as “level flight only” and/or “both” for landings and takeoffs.
Regardless of the type of fuel selector in use, fuel con-
sumption must be carefully monitored to ensure that a tank
does not run out of fuel completely. Emptying a fuel tank will
not only cause the engine to stall, but running for extended
periods on one tank causes a load imbalance between the
tanks. Completely emptying a tank can allow air to enter the
fuel system and cause vapor lock, making it difficult to start
the engine. In injection engines, the fuel becomes so hot that
it evaporates in the fuel line, not allowing the fuel to reach
the cylinders.
Aircraft fuel filters, sumps and drains.
After leaving the tank and before entering the carburetor, the
fuel passes through a filter that removes moisture and other
sediments in the system.
Since these contaminants are heavier than aviation fuel, they
settle in a sump at the bottom of the filter system. A sump is
a low point in a fuel system and/or tank. The fuel system may
contain sump, fuel filter, and fuel tank drains.
The fuel filter must be drained before each flight. Fuel
samples should be drained and visually checked for water and
contaminants.
Water in the sump is dangerous because when it is cold the
water can freeze and block the fuel lines. In hot weather, it
can flow into the carburetor and stop the engine. If water is
present in the sump, it is likely that there is more water in the
tanks and they should be drained until there is no evidence
of water. Never take off until all water and contaminants have
been removed from the engine’s fuel system.
Due to the variation in fuel systems, familiarize yourself
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with the systems of the aircraft you are flying. Consult the
flight manual/POH for specific operating procedures.
Types of aviation fuels.
Aviation fuel (AVGAS – Aviation Gasoline) is identified by
an octane number or performance (grade), which designates
the anti-knock value or resistance to detonation of the fuel
mixture in the engine cylinder.
The higher the grade, the more pressure the fuel can
withstand without detonation. Lower fuel grades are used
in low compression engines because these fuels ignite at a
lower temperature. Higher grades are used in high compression
engines, because they ignite at higher temperatures, but not
prematurely. If the appropriate grade of fuel is not available,
use the next higher grade as a substitute. Never use a lower
grade than recommended. This can cause the engine tempera-
ture (CHT) and oil temperature to exceed the normal operating
range, which can result in detonation.
Various grades of AVGAS are available. Care must be
taken to ensure that the correct grade is used for the specific
type of engine. The proper fuel grade is indicated on the
AFM/POH, on signs in the cabin, and next to the filler caps.
Automotive fuel should NEVER be used in aircraft engines
unless the aircraft has been modified with a Supplemental Type
Certificate (STC) issued by the appropriate agency.
The current method identifies AVGAS for aircraft with re-
ciprocating engines by octane number and performance, along
with the abbreviation AVGAS. These aircraft use AVGAS 80,
100, and 100LL. Although AVGAS 100LL performs like grade
100, “LL” indicates it is low in lead. Fuel for airplanes with
turbine engines is classified as JET A, JET A-1, and JET
B. This fuel is basically kerosene and has the characteristic
kerosene odor. Since use of the correct fuel is critical, dyes
are added to help identify the type and grade of fuel.
Aviation refueling procedures.
Static electricity is formed by the friction of air passing
over the surfaces of an aircraft in flight and by the flow of
fuel through the hose and nozzle during charging. Nylon,
Dacron, or wool clothing is especially prone to accumulating
and discharging static electricity from the person to the funnel
or mouth.
To protect against the possibility of fuel vapors being ignited
by static electricity, a ground wire must be connected from the
aircraft before removing the fuel cap from the tank.
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Periodo 2023-2
Because both the aircraft and the hose have different static
loads, bonding the two components together is critical. By
joining both components together, the differential static load
is equalized. The refueling hose must be attached to the aircraft
before refueling begins and must remain attached throughout
the refueling process. When a fuel truck is used, it must be
grounded before the fuel hose comes into contact with the
aircraft.
If loading from drums or cans is necessary, bonding and
grounding are important. The drums must be placed close to
the ground and follow the following connection sequence:
Drum to ground
Aircraft to ground
Attach the drum to the aircraft or aircraft mouth before
the fuel cap is removed
When disconnecting, reverse the order. Passing fuel through
a chamois increases the static electricity charge and the danger
of sparks.
The aircraft must be properly grounded and the mouth,
filter cloth, and funnel attached to the aircraft. If a can is
used, it must be connected to the ground or to the funnel.
Under no circumstances should a plastic bucket or similar non-
conductive containers be used in this operation.
Three keys in security
Handling aviation fuels is subject to the danger of ignition,
so safety recommendations must be strictly followed. For fuel
ignition to occur, three factors must come together:
Fuel vapors (liquid fuel does not burn, but rather the
vapor generated on its surface).
Flame or spark with enough energy to start the process.
Oxygen in an adequate proportion.
Fuel contamination
Accidents attributed to engine failure due to contaminated
fuel have been related to:
Inadequate pre-flight check by the pilot.
Servicing aircraft with poorly filtered fuel from small
tanks or drums.
Storage of airplanes with partially full fuel tanks.
Lack of proper maintenance
Fuel should be drained from the fuel filter and each fuel
tank into a clear container, and then checked for dirt and water.
When the fuel filter is being drained, water in the tank may not
appear until all fuel has been drained from the lines leading
to the tank. This indicates that water remains in the tank, and
is not forcing fuel out of the fuel lines leading to the filter.
Therefore, drain enough fuel from the fuel filter to be sure
that fuel is being drained from the tank.
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The amount will depend on the length of the fuel line from
the tank to the drain. If water or other contaminants are found
in the first sample, drain more samples until no traces appear.
Water may also remain in the tanks after the filter drain has
stopped showing traces of water. This residual water can be
removed only by draining the fuel tank.

Water is the main contaminant of fuel. Water droplets

suspended in the fuel can be identified by a cloudy appearance
of the fuel, or by the clear separation of water from the colored
fuel, which occurs after the water has settled to the bottom of
the tank. As a safety measure, fuel must be drained before
each flight during the pre-flight inspection. Fuel tanks should
be filled after each flight or after the last flight of the day to
prevent moisture condensation inside the tank.
To avoid fuel contamination, avoid refueling from cans and
drums. In remote areas or emergency situations, there may be
no alternative to refueling from sources with insufficient anti-
pollution systems. While a chamois skin and funnel may be
the only possible means of filtering fuel, its use is dangerous.
Remember, using a chamois does not always guarantee decon-
taminated fuel. A worn chamois will not filter water; Neither
will a new, clean chamois that is already wet or damp. Most
faux suede leathers do not filter water.
Engine Instruments
To adjust and monitor engine operation, it is necessary for
the pilot to know the different temperatures and pressures. The
different parameters measured are:
Remote sensing and indication
It is often impractical or impossible to use direct reading
gauges for information that must be transmitted to the cockpit.
Placing sensors in the most appropriate place on the fuselage
or engine and transmitting the collected data to the cockpit
screens using electrical cables is a widely used method for
remote detection and indication on aircraft.
Selsyn DC Systems
On aircraft equipped with direct current (DC) electrical
systems, the selsyn DC system is widely used. The selsyn
system consists of a transmitter, an indicator and connecting
cables. The transmitter consists of a circular resistance coil
and a rotating contact arm. The rotating contact arm rotates
on an axis in the center of the resistance coil. The two ends of
the arm are brushes and always touch the winding on opposite
sides.

oil pressure ;

oil temperature;

cylinder head temperature (on some aircraft, not shown

in the drawing);

carburetor temperature;

inlet pressure;
A lock switch circuit can be added to the basic DC timing
system when used to indicate landing gear position and up
quantity of fuel;
and down lock conditions on the same indicator.
fuel pressure;

fuel flow (on some aircraft) ;

engine speed (tachometer) expressed in revolutions per

minute;

carburetor temperature;

and on some aircraft the exhaust gas temperature (EGT).

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FUNDAMENTOS DE FLUIDOS Y TERMODINÁMICA
Selsyn DC System
The transmitter is identical to that of the Selsyn system.
The receiver is almost identical to the Selsyn, except
that the stator is wound in a ”star”shape instead of
”triangular”.
Magnesyn AC Systems
Aircraft equipped with AC power systems use autosyn or
magnasysn remote indication systems. Both systems operate
in the same way as the selsyn DC system, except that they use
an AC power source. Therefore, they use electrical induction,
rather than the resistance current flows defined by the rotor
brushes. Magnasyn systems use permanent magnet rotors like
those found in direct current selsyn systems.
Sistemas AC Autosyn
Receptor indicador Autosyn
Pressure measuring instruments
A series of instruments inform the pilot of the status of the
aircraft and flight situations by measuring pressure. Pressure
gauges are located on the flight and engine units. They can be
direct reading or remote sensing. They are some of the most
critical instruments on the aircraft and must accurately report
to the pilot to maintain safe operations.
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Periodo 2023-2
The Bourdon tube is one of the basic mechanisms for
detecting pressure.
intake pressure
In a GMP piston engine, the intake pressure in the manifold
indicates the pressure of the air-fuel mixture in the intake
pipes. It is an indication of the power developed by the engine.
An analog manifold pressure gauge instrument dial calibra-
ted in inches of mercury.
Tachometers
The tachometer is an instrument that indicates the speed of
the crankshaft of a reciprocating engine. It may be a direct
or remote indicating instrument, with the dial calibrated to
indicate the number of revolutions per minute (rpm). In piston
engines, the tachometer is used to monitor engine power and
ensure that the engine is operating within certified limits.
mechanical tachometers
Mechanical tachometer indicating systems are found on
light single-engine aircraft where there is a short distance
between the engine and the instrument panel. They consist of
an indicator connected to the engine by a flexible transmission
shaft. The drive shaft is coupled to the motor, so when the
motor rotates, the shaft also rotates.
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FUNDAMENTOS DE FLUIDOS Y TERMODINÁMICA
Electrical tachometers
It is not practical to use a mechanical link between the
engine and the tachometer on airplanes whose engines are not
mounted in the fuselage just forward of the instrument panel.
The use of electric tachometers allows for greater accuracy
and reduces maintenance.
A magnetic tachometer driven by an asynchronous motor,
powered and synchronized by the three-phase alternator.
fuel flow meters
A fuel flow meter indicates an engine’s fuel consumption
in real time. This can be useful for the pilot to check engine
performance and to make flight planning calculations. The
types of fuel flow meters used in an aircraft depend primarily
on the engine used and the associated fuel system.
A vane type fuel flow meter. A larger flow volume increases
the deflection of the vane against a calibrated spring. An
autosyn transmitter plays the rotation of the paddle shaft on
the cockpit gauge that is calibrated in gallons or pounds of
fuel flow per hour.
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Periodo 2023-2
Gyro compass
The gyrocompass is a compass whose heading indicator is
adjusted to a given reference using an induction sensor. Its
objective is:
to provide the pilot with an accurate heading indication
to provide the autopilot with a heading reference to
maintain
It is composed of:
a magnetic field detector (flow valve)
an azimuth servo
an amplifier
Directional Gyroscope (DG)
Can work:
as a gyro compass (normal use)
like a conventional directional gyroscope (emergency
use)
Inertial navigation system
An inertial navigation system (INS) is an instrument used
in navigation, capable of integrating the movements of a
moving object (acceleration and angular velocity) to estimate
its orientation (roll, pitch and heading angles), linear speed
and position . The position estimate is relative to the starting
point or the last recalibration point. The inertial unit is an au-
tonomous navigation means that does not use any information
from external sources.
The platform remains horizontal with respect to ground
reference points, regardless of the movement of the aircraft.
For this, gimbals are used that allow the platform to move
freely in the three axes (pitch, roll and yaw).
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The Fuel Control must also maintain the air/fuel ratio

at all times so as to avoid flame outage for all engine
operating regimes.

IV. ANALYSIS AND RESULT

¿What failures can occur in an airplane fuel system?
It is important that the ventilation functions properly so
that there are no strong pressure differences between the
inside and outside of the tanks that could cause serious
structural damage to the airplane, especially during re-
fueling and defueling operations or during climbs and
climbs. steep descents of the plane in flight.
When analyzing the combustion system of the aircraft, we
put into practice the knowledge that we bring from the theory
seen in class, during the laboratory we saw the different
instruments that are used in this system, we also saw some
failures and the causes of these were found.

The ventilation, however, allows the vapor pressure of

the fuel to form vapors on its free surface in the tank
and creates a slight overpressure that favors the supply
of the main submerged fuel pumps (“booster”), which
helps prevent, above all, All in certain maneuvers of the
airplane, a partial “depriming” and failures in the fuel
supply to the engines may occur.

The landing weight allowed for an airplane is less than

the takeoff weight. Therefore, in anticipation of possible
emergency situations in which the weight of the plane
exceeds what it can have for landing, the plane has a
system to quickly release part of the fuel on board in
flight (”jettison system.or ”dump”). Fuel can be released
from all the tanks or from some of them if what is
necessary is to balance the airplane and it could not
be done by another procedure (for example, by cross-
feeding).

The fuel driven by the tank booster pumps reaches the

engine fuel inlet. In the event of a failure in the supply
pressure of the booster pumps, the low fuel pressure
warning (“Inlet Fuel Pressure Low”) would come on
but the fuel would be sucked from the tank by the low
pressure pump driven by the engine. . o The low pressure
pump drives the fuel to the heat exchanger (for heating)
and the fuel filter. In the event of a breakdown of the
low pressure pump, the fuel would go directly to the
high pressure pump driven by the engine through the
“by-pass” valve.

The heat exchanger shown in the diagram is of the air-

fuel type (it heats the fuel with hot air bled from the last
stage of the compressor to prevent ice from clogging the
fuel filter). If the exchanger becomes clogged, the fuel
continues to the high-pressure pump through a “by-pass”
valve.
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the aviation industry. It is designed to provide a realistic

environment for pilots, technicians, or maintenance person-
nel to practice fuel-related procedures, such as fuel system
troubleshooting, fuel transfer operations, or fuel management
techniques.
Main fuel quantity: Refers to the primary amount of fuel
available in an aircraft. It’s the total amount of fuel in the
aircraft’s main tanks.
Wing fuel quantity: refers to the amount of fuel stored
specifically within the wing tanks of an aircraft. A wing tank:
refers to the amount of fuel stored specifically within the wing
tanks of an aircraft.

faults found

Failure in the wing tank, we noticed that fuel was passing

he turbine engine combustion area: Is a critical compo-
nent responsible for efficient fuel combustion, power gene-
ration, and emissions control in aviation turbine engines. Its
design and operation are carefully engineered to ensure opti-
mal performance, reliability, and compliance with regulatory
requirements.
he turbine engine fuel control unit: Is a critical component
that regulates the flow of fuel to the engine basedon various
parameters such as throttle position, engine speed, and altitude.
It ensures the proper mixture of fuel and air for efficient
combustion and optimal engine performance.
Power lever: Is a control lever located in the cockpit of an
aircraft that is used to regulate the engine power.
ransfer pressure switch: Is a device used in aviation sys-
tems to monitor and control the transfer of pressure between
different fluid or pneumatic systems.
he transfer pressure switch: Is a device used in aviation
systems to monitor and control the transfer of pressure bet-
ween different fluid or pneumatic systems.
The firewall shut-off valve: Is a component in an aircraft’s
fuel system that is designed to control the flow of fuel during
emergency situations or in the event of a fire.
A boost pump: Is a device used in aircraft fuel systems to
increase the pressure and flow of fuel from the fuel tank to
the engine.
A fuel flow transmitter: is a device used in aircraft
to measure and transmit information about the rate of fuel
consumption or flow within the fuel system.
An inverter: Refers to a device used to transfer fuel from a
main tank to another secondary or auxiliary tank in the aircraft.
This is done to redistribute the fuel weight during flight, which
can help maintain the aircraft’s balance and stability.
A fuel trainer: Is a device or system used for training
purposes to simulate fuel-related scenarios or operations in
through, it was found to be damage to the indicator and
possibly a loose cable.
A fault was found in the BOOST PUMP since the main
tank was not working due to no fuel passing through.
Indicator failure showed that it is announcing a positive
to negative amount of fuel.
Failure in the valve, there is no fuel flow, the FIREWALL
does not receive enough energy and the lever does not
go down.
Transfer pump failure - WING TANK becomes idle
V. C ONCLUSIONES
The importance of maintaining the integrity and cleanli-
ness of fuel system components is emphasized to ensure a
reliable and continuous supply of fuel to everyone during
flight.
explores the different types of jet fuels, their unique
properties, and their special handling and storage requi-
rements.
Emphasis is placed on following strict safety protocols
and handling procedures to reduce risk and ensure fuel
quality.
Examples of common fuel system failures, such as fai-
lures in pumps, valves, gauges, etc. Necessary corrective
actions are given and analyzed.
The special challenges and considerations associated with
refueling under extreme conditions, such as altitude and
temperature, are recognized.
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R EFERENCIAS
[1] https://www.pasionporvolar.com/sistema-de-combustible-del-avion/.
[2] https://www.pasionporvolar.com/sistema-de-combustible-del-avion/.
[3] https://www.lavionnaire.fr/EspInstrunaveg.php.
[4] https://joshoaozumag.wixsite.com/aviacion/sistema-de-combustible.