FUEL SYSTEMS

CH 28

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ATA 28 FUEL SYSTEMS TABLE OF CONTENTS

MAIN TANK FUEL BOOST PUMP BYPASS VALVE .......................... 50

AUTOMATIC SUMPING JET PUMPS................................................. 52

Fuel 28-00
FUEL SYSTEM INTRODUCTION .......................................................... 4
FUEL SYSTEM GENERAL DESCRIPTION ........................................... 6
LEFT REAR SPAR ................................................................................ 8
RIGHT REAR SPAR............................................................................ 10
FUEL 28-10
FUEL STORAGE GENERAL DESCRIPTION ..................................... 12
TANK ACCESS DOORS ..................................................................... 14
MAIN AND SURGE TANK SUMP DRAIN VALVES ............................ 16
CENTER TANK SUMP DRAIN VALVES............................................. 18
FUEL VENT SYSTEM ......................................................................... 20
FUEL 28-20
PRESSURE FUELING GENERAL INFO ............................................ 22
FUELING STATION............................................................................. 24
FUELING STATION (CONT) ............................................................... 26
OVERRWING FUELING........................................................................28
FUELING ADAPTERS......................................................................... 30
OVERFILL ........................................................................................... 32
FUELING SHUTOFF VALVE............................................................... 34
FUELING MANIFOLD DRAIN VALVES .............................................. 36
FUELING TROUBLESHOOTING ........................................................ 38
ENGINE FUEL FEED GENERAL DESCRIPTION ............................. 40
MAIN TANK / OVERRIDE BOOST PUMPS ........................................ 42
BOOST AND OVERRIDE PUMP REMOVAL...................................... 44
MAIN TANK FUEL BOOST PUMP POWER ....................................... 46
CENTER TANK OVERRIDE PUMP POWER...................................... 48

FUEL SCAVENGE EJECTOR PUMP.................................................. 54

ENGINE FUEL SHUTOFF (SPAR) VALVE CIRCUIT.......................... 56
ENGINE FUEL CROSSFEED VALVE CIRCUIT ................................. 58
ENGINE FUEL FEED CONTROL AND INDICATION ......................... 60
APU FUEL FEED................................................................................. 62
DEFUELING ........................................................................................ 64
FUEL 28-30
FUEL JETTISON ................................................................................. 66
FUEL 28-40
FUEL INDICATING GENERAL INFO .................................................. 68
FUEL INDICATING GENERAL INFO (CONT)..................................... 70
FUEL INDICATING TANK / MEC COMPONENTS............................... 72
FUEL INDICATING TANK / MEC COMPONENTS (CONT) ................ 74
FUEL INDICATING TANK / MEC COMPONENTS (CONT) ................ 76
FUEL QUANTITY INDICATOR............................................................ 78
FUEL QUANTITY INDICATOR (CONT) .............................................. 80
FQIS INDICATION............................................................................... 82
FQIS INDICATION (CONT) ................................................................ 84
FQIS BITE............................................................................................. 86
FQIS BITE (CONT) ............................................................................... 88
FUEL TEMPERATURE INDICATING................................................... 90
FUEL QUANTITY MEASURING STICK ASSEMBLY............................92
HOT SHORT PROTECTOR ................................................................ 94

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FUEL SYSTEM -- INTRODUCTION

Defueling

General

The defueling system moves fuel from the airplane tanks to ground tanks or
from one airplane tank into a different airplane tank. You operate the defueling
system at the fuel control panel and the P5 overhead panel.

The fuel system has these subsystems:

Fuel storage
Pressure fueling
Engine fuel feed
APU fuel feed
Defueling
Fuel indicating

Fuel Storage
The fuel storage system has these fuel tanks:
Left main tank
Right main tank
Center tank
Pressure Fueling
The pressure fueling system moves fuel from the fueling adapters to the main
and center tanks. You operate the pressure fueling system with the fueling
control panel.
Engine Fuel Feed
The engine fuel feed system supplies fuel to the engines from the main and
center tanks. You operate the engine feed system from the fuel management
panel on the P5 overhead panel.
APU Fuel Feed
The APU fuel feed system supplies fuel to the APU.

Fuel Indicating
The fuel indicating system measures fuel quantity in the tanks. The fuel
quantity indicators in tight compartment and on the fueling control panel show
fuel quantity. The fuel indicating system also measures fuel pressure and
temperature.

FUEL SYSTEM -- INTRODUCTION

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FUEL SYSTEM -- GENERAL DESCRIPTION

have an overfill. An overwing fill port is on the upper wing surface for the two
main tanks.

Purpose
Feed System
The fuel system has these functions:

Storage
Venting
Fueling
Engine and APU fuel feed
Fuel Jettison
Defueling
Fuel transfer
Fuel quantity indication

The two engines and APU get fuel from the fuel feed system. There are two ac
boost pumps for each main tank. There are two ac override pumps for the
center tank. A bypass valve in each main tank supplies suction flow from the
main tanks. A dc pump pressure supplies the APU when the ac pumps do not
operate. Two crossfeed valves connect the isolated left and right feed
manifolds together to let one or the other tank supply one or the other engine.
Jet pumps operate by the ac pump fuel outflow to prevent water and
contaminates at tank low points.
Defueling

Fuel Tanks
These tanks hold fuel:
Left main tank
Right main tank
Center tank
The left main, right main, and center tank are wet wing construction. A baffle rib
in the main tanks controls outboard flow. A surge tank is outboard of the two
main tanks to contain overflow and prevent fuel spills. The surge tanks are
normally empty and drain into the main tanks through a check valve.
Vent System
The vent system keeps near ambient atmospheric pressure in the tanks. The
system is a vent scoop with flame arrestors in the two surge tanks and vent
channels and tubes in the tanks. Backup pressure relief valves attach on the
inboard surge tank access door.

The defuel valves connect the feed system and the fueling system together to
give defueling and fuel transfer operations on the ground only.
Fuel Jettison
A fuel jettison system quickly decreases the gross weight of the airplane. Two
jettison pumps operate with the center override pumps to move center auxiliary
tank fuel overboard. Controls for the system are on the P5 overhead panel.
Fuel Quantity Indicating System (FQIS)
The FQIS is a microprocessor-controlled capacitance type fuel quantity
measuring system. The FQIS uses 28v dc for operation. There is a digital
display of fuel weight in the flight compartment and at the fueling station. Tank
units give a volume measurement. Densitometers, one in each tank, give fuel
density signals. The FQIS also controls the fueling valves to stop fueling at set
quantity levels.
Measuring Sticks

Refueling System
The refueling system is a manifold with six refueling valves in the tanks and a
fueling station on the left wing leading edge. The fuel quantity indicating system
(FQIS) controls the refueling valves to give versatility in fueling operations. A
backup overfill sensor in each surge tank stops fueling operations if the tanks

Magnetic dripless-type measuring sticks are in the lower wing surface of each
tank. These measuring sticks are a different device to measure fuel quantity.

FUEL SYSTEM -- GENERAL DESCRIPTION

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FUEL SYSTEM -- GENERAL DESCRIPTION

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FUEL SYSTEM -- GENERAL DESCRIPTION - LEFT REAR SPAR

These fuel system components are on the left rear spar:

Fueling valves (2 main and 1 center)

Left defueling valve
Left engine fuel shutoff valve (spar valve)
FQIS wiring harness connections (left main and
left center)
Left main tank densitometer connector
APU dc pump
APU fuel shutoff valve
Fuel crossfeed valves (2)
Left aft boost pump pressure switch
Left center override pump pressure switch
Boost pump pressure switches
Left jettison transfer valve
Left jettison nozzle valve
Fuel temperature bulb

FUEL SYSTEM-- GENERAL DESCRIPTION - LEFT REAR SPAR

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FUEL SYSTEM -- GENERAL DESCRIPTION-RIGHT REAR

SPAR
General
These fuel system components are on the right rear spar:

Fueling valves (2 main, 1 center)

Right defuel valve
Right engine fuel shutoff valve (spar valve)
FQIS wiring harness connections (right main and right center)
Right main tank and center tank densitometer connectors
Right Jettison transfer valve
Right jettison nozzle valve

FUEL SYSTEM -- GENERAL DESCRIPTION-RIGHT REAR SPAR

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FUEL SYSTEM -- FUEL STORAGE - GENERAL DESCRIPTION

General
The fuel tanks have these functions:

Contain the airplane fuel

Give component housing
Prevent fuel spills
Give fuel sampling access

Fuel Tanks
The three tanks are set by the front and rear spars, the top and bottom wing
skins, and selected wing ribs.
The left and right main tanks are in the two wings. Dry bays are in the two wing
leading edges at the engine hot sections. The dry bays make sure fuel leakage
does not get to the engine. Baffle ribs in the main tanks keep the fuel level
above the pump inlet ports. Each main tank holds 6000 US gallons.
The center tank is between the right and left main tanks. Fuel is in the inboard
wing sections and the wing center section. The tank holds 12,000 US gallons.
The surge tanks are outboard of each main tank. These tanks are usually
empty. The tanks contain the overflow to prevent fuel spillage. Tank venting is
through the surge tanks.
Sump drain valves are in these locations:
Low point of the two main tanks
Two surge tanks
Each side of the center tank
The dry bay for the engine hot section has a drain hole with a flame arrester.
Maintenance Practices
Access to the center, main tanks and surge tanks is through cutouts in the lower
wing surface. In some sections, openings in the ribs give access to adjacent rib
sections. The cutouts are different sizes. The smaller cutouts are outboard.

Measuring sticks are on set access doors, so you must make sure of correct
placement and indexing. Dry bay access panels are in the tanks.

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FUEL SYSTEM -- FUEL STORAGE - TANK ACCESS DOORS

Tank Access Doors
The tank access door fit inside the tank to seal the oval cutouts in the lower wing
surface. A molded rubber seal fits between the inner skin and the door. No
mounting holes are drilled in the wing surface to prevent cracks or leaks.
Locations
There are 25 doors in each main tank, five in the center tank and three in each
surge tank. Many of the doors are the same size, but they are not
interchangeable. The engine dry bays have a single access next to the pylon.
Construction and Installation
The oval aluminum access doors fit inside the tanks. The molded rubber seal
is outboard of the bolt pattern to prevent leaks around the installation bolts. A
clamp ring mates into recesses on the door and skin to secure the door. The
assembly is flush to the lower wing skin when installed. A knitted aluminum
gasket under the clamp ring gives proper interface and electrostatic bonding.
Measuring sticks are in selected doors. A pressure relief valve is in the inboard
door of both surge tanks.
Follow defueling procedures prior to removal of tank access doors.
Impact Resistant Tank Access Doors
Special impact resistant fuel tank access doors are fitted in the main tanks and
center auxiliary tank in areas that are subject to possible impact damage.
Location
Five of these doors are on the left and right bottom wing surface of each strut.
Construction and Installation
The doors are made of bonded aluminum honeycomb. A nylon backing plate is
bonded to the inner surface, and an aluminum sheet is bonded to the outer
surface. The remainder of the door and door assembly is the same as the
standard tank access doors. The gasket, clamp ring, and mounted bolt are

identical and interchangeable. It is possible to incorrectly install a standard door

in these locations.
.
To prevent this, a caution label is next to each impact resistant door access.
This is the label.

CAUTION: INSTALL ONLY IMPACT RESISTANT DOOR AT THIS

LOCATION. THE LABEL IMPACT RESISTANT DOOR
ISMOUNTED ON EACH IMPACT RESISTANT DOOR.

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FUEL SYSTEM -- FUEL STORAGE - MAIN AND SURGE TANK

SUMP DRAIN VALVES
Purpose
The main and surge tank sump drain valves lets you do fuel sampling and
defueling.
Location
The valves are at the low point of each main and surge tank.
Physical Description
The valves use a spring-loaded closed poppet for normal operations and a
flapper to permit removal of the poppet with fuel in the tank. The valves install
through a hole in the lower wing skin and are smooth to the lower wing surface.
You rotate the poppet to unlock it. You push up on the poppet to drain the
sump. You must rotate the poppet to lock it when you are finished draining the
sump.
Maintenance Practices
You turn the poppet to remove it for servicing. You use the internal hex fitting
and hex key. The flapper seals the opening as the poppet comes out. Fuel can
be in the tank.
Fuel Sump Draining
You must regularly drain the fuel tank sumps to remove collected water from the
fuel tanks. Each fuel tank sump has a drain valve to drain water from the tank.
You drain the sumps before and after refuel but not during refuel. There must
be as much time as possible between refuel and sump draining to let the water
go to the bottom.
Each fuel sample must have a check for water, ice, or contamination. Water in
the fuel usually shows as a layer below the fuel or as small bubbles in the fuel.
Ice crystals usually show as cloudiness in the fuel. Fuel with no water, ice, or
contamination is clear and bright. One or two drops of water soluble food

coloring in the container before you take the sample helps you see the water in
the fuel. The water becomes colored.

FUEL SYSTEM -- FUEL STORAGE - MAIN AND SURGE TANK SUMP DRAIN VALVES
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FUEL SYSTEM -- FUEL STORAGE - CENTER TANK SUMP

DRAIN VALVES
Purpose
The center tank sump drain valves are for defueling and removal of a fuel
sample.
Location
The valves are in the low points of the center tank.
Physical Description
The center tank sump drain valves are almost the same in construction and
operation as the main and surge tank valves except for a flex hose connected to
let the drainage go out of the wing-to-body fairing. To open the drain valve, you
hold the hose near the drain valve body and push up.
Access
You release two snap open fasteners to open a hinged access door in the wing
to body fairing above the environmental control system components door.

FUEL SYSTEM -- FUEL STORAGE - CENTER TANK SUMP DRAIN VALVES

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FUEL SYSTEM -- FUEL STORAGE - FUEL VENT

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SYSTEM

General
Air and fuel vapors flow in and out of the fuel tanks through the fuel vent system.
This prevents excess pressure and vacuum within the fuel tanks.
The fuel vent system keeps the fuel tank pressure near the ambient
atmospheric pressure during all operating conditions . Overpressure in the
tanks could cause structural damage. Under pressure could cause component
malfunction and engine fuel starvation.
Construction and Components
The tanks vent to ambient pressure through vent channels. Three parallel vent
channels extend into the main and center fuel tanks from the surge tanks. The
surge tanks are normally dry. The surge tanks maintain near ambient pressures
through a vent scoop. Backup vent to the surge tank is through a pressure relief
valve.
Hat section stringers on the inside upper wing skin form the three vent channels
in each wing. Open-en-ended vent tubes are on the bottom of the channels to
give flow to the surge tank in nose-high attitudes. The center tank has crossvents. The left side goes to the right surge tank, and the right side goes to the
left surge tank. This cross-vent prevents fuel flow into the surge tanks during
ground maneuvering and wing low attitudes.

into the vent system. The valves operate by fuel level. The valves close when
they are below the fuel level and open when they are not below the fuel level.
Float Valves
There are four vent channel float valves on the vent ports and two float valves
on rib 18 with a flange mounting. The free swinging valves are held normally
open by gravity and close by the float when fuel immerses that tank section.
There are no external indications of operation.
Vent Scoop
The vent scoop is on the lower wing surface aft of the rear spar and surge tank.
It is recessed into the wing surface. It keeps the tank at or near ambient
pressure during all operational conditions. A tube connects and ports the scoop
to the surge tank. The tube port is near the top of the surge tank so that the
surge tank must be almost full before fuel flows into the tube and overboard
through the vent scoop.
Surge Tank Flame Arrester
The surge tank flame arrester is between the vent scoop and the tube aft of the
rear spar. It is a passive device with a stainless steel honeycomb core. It is a
heat sink to cool a flame to less than the ignition point. This prevents an
external flame from going into the surge tank.
Pressure Relief Valve

Float valves are on some ports in the tanks to prevent fuel flow through the ports
and into the surge tanks when the ports are immersed. Float drains let fuel
trapped in the vent tubes drain into the tanks.
If fuel enters either surge tank, a drain line from the rear of each tank allows
fuel to drain into the center tank via a drain check valve.
Vent Tube Drain Valve
There are eight vent tube drain valves on a flange mount on the aft ends of each
of the six vent tubes and on the two surge tank standpipes. The drain valves let
fuel in the vent system low points drain into the tanks. This increases the
usable quantity of fuel. The drain valves also do not let fuel from the tanks go

The surge tank pressure relief valve opens a backup vent if the vent flame
arrestor has a blockage. The relief valve attaches to the inboard access door in
the surge tank. The valve is smooth with the outer wing skin when the door is
closed. You can see the poppet is closed during walk-around inspection and if
not their is a reset handle to reset the poppet.

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FUEL -- PRESSURE FUELING - GENERAL INFO

General
You do normal fueling from the fueling station. The station is in the lower
leading edge of the left & right wing outboard of the engine strut. The fuel
quantity indicating system (FQIS) operates with the fueling system to stop
fueling at set quantities or when the tanks are full by volume.
Pressure Fueling Valves
The tanks fill through six fueling valves. There are two valves for each main
tank and two valves for the center tank. The fueling valve switches and the
FQIS processor control the valves. An overfill system closes all valves if fuel
goes in the surge tanks. A knob on each valve gives manual operation.
Fueling Manifold Draining
The two manifold drain valves let fuel go into the manifold to drain into the
center tank after refuel. A vent valve connects the fueling manifold to a vent
channel, so air can go in the manifold as fuel drains.
Defuel Valve
The Defuel Valve is identical to the Engine Fuel Shutoff Valve and Crossfeed
Valve. A manual override lever is available to open and close the valve, and
also provides a valve position indication.

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FUEL -- PRESSURE FUELING - FUELING STATION

Access
Two quick-release latches let you open and latch closed the forward-hinged
station door.
Power
You latch the door open to supply power to the fueling station. If the ground
handling bus has power, the station gets power when the magnetic reed switch
near the hold open catch aligns with its target. If there is no power on the
ground handling bus, you can lift the guard on the BAT switch and move the
power switch to ON to supply power from the hot battery bus. When the
station has power, the panel lights come on, and the load select indicators show
the fuel weight for each tank.
Physical Description
The fueling station includes these components:
P28 fueling control panel
Fueling adapters (2)
Ground jacks (2)
Interphone jack
Panel light
Fueling adapter caps (2)
The fueling control panel has these controls:
Fueling valve control switches (3)
Blue press-to-test valve OPEN lights (6)
Battery power select switch
Load select indicators (3)
Load select control
Push-button switches (5) - three for set and one each for test and reset of
the systems
Fuel Load Requirements and Limitations
The main tanks normally have the same quantity of fuel. For flight, if you fill the
main tanks to capacity, you can put fuel in the center tank. If the airplane stays

on the ground, the center tank can have fuel if the main tanks do not have a full
capacity load. You can refuel all the tanks at the same time or individually in diff
erent sequences.
Refuel
When you open and latch the fueling station door, and the ground handling bus
has power, the bus supplies 28v dc to the fueling station, the overfill sensing
system, and the fuel quantity processor unit. The panel lights show that the
system has power. The fuel quantity also shows in the load select fuel quantity
indicators. If there is no indication of system power, you put the fueling power
select switch to the BAT position to supply power to the system from the hot
battery bus.
Automatic Mode
The automatic mode stops refuel at set loads. To use the automatic mode, you
select the necessary fuel quantity on the load select control. Then you push the
SET switch below the applicable indicator. The set load shows on the lower
indicator. You can do this for the tanks individually or for all tanks.
Manual Mode
To refuel in the manual mode, the lower part of the load select indicator must be
blank. If the lower display is not blank, you must push the set switch to
make the display blank. To do a reset of all load select indicators to the manual
mode, you close the fueling station door but not fully, and then you latch
the door back open again. You use the fueling valve toggle switches to stop
refuel when you use the manual mode.

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FUEL -- PRESSURE FUELING - FUELING STATION (CONT)

Mechanical Mode (Refuel Without Electrical Power)
You must get access to the applicable fueling shutoff valve actuators. For the
center tank, make sure you install the landing gear downlocks. You must make
sure there is no pressure in the fueling manifold. The fueling manifold
depressurizes through manifold drain check valves when you remove the
fueling source pressure, and the center tank volume is less than 22,000 lb
(9980 kg). As much as twenty minutes can be necessary for the pressure in the
manifold to release. You turn the manual override knob 10 to 13 complete turns
in the counterclockwise direction to open the applicable fuel shut valve.
CAUTION: REMOVE THE PRESSURE FROM THE FUELING MANIFOLD
BEFORE YOU MANUALLY OPEN THE FUELING SHUTOFF
VALVE. IF YOU DO NOT REMOVE THE PRESSURE, DAMAGE
TO THE FUELING SHUTOFF VALVE OR FUELING MANIFOLD
CAN OCCUR.
After refuel operations are complete, you do not close the fueling shutoff valve
until there is no pressure in the fueling manifold. After you close the valve, you
must install a lockwire to the manual override knob.
CAUTION: THERE IS NO AUTOMATIC SHUTDOWN OR OVERFILL
PROTECTION WITHOUT ELECTRICAL POWER.
Test Valve Shutoff
The SYSTEM TEST push-button makes sure the FQIS can stop refuel. To do
the test, the blue fueling valve lights must be on while fuel goes into all related
tanks. During the test, the FQIS closes all fueling valves. This shows when the
blue lights go off. The valves close in sequence to prevent a pressure shock to
the system. After 10 seconds, the blue lights come on again and refuel
continues. Automatic mode and manual mode shutdown must be in full
operation for a successful test without relation to the mode used for the test.
Note:

Do not do a system test at high (near cutoff) fuel levels.

Overfill Test
You push the OVERFILL TEST switch on the fueling control panel to do a test of
the overfill system. You must make sure the fueling valve lights go off . You
push the OVERFILL RESET switch to open the valves again.
Note:

The overfill test closes all fueling valves at the same time. To
prevent damage to the system, decrease the refuel pressure or do
a test of only one valve at a time.

CAUTION: DO NOT USE MORE THAN 35 PSI FUEL PRESSURE AT THE

FUELING NOZZLE FOR THE OVERFILL SYSTEM TEST. IF YOU
USE MORE THAN 35 PSI FUEL PRESSURE, YOU CAN CAUSE
DAMAGE TO THE REFUELING SYSTEM COMPONENTS.
After Refuel Stops
The fueling valves close to stop refuel for these conditions:
Automatic mode - when the fuel weight gets to the selected weight (upper
display the same as the lower display) on a load select indicator (FQIS
processor)
Manual mode - when the related tank is full by volume (FQIS processor)
Manual control - you put the toggle switches to OFF when necessary
Overfill trip - the overfill system senses fuel in the surge tank
When refuel is complete, you do these steps:

Put all switches back to CLOSE, NORM, or OFF as necessary

Disconnect the nozzles and grounding plugs
Push to do a test of the blue lights to make sure the valves are closed
Close the fueling station door

There is no flight compartment indication of an open door.

FUEL -- PRESSURE FUELING - FUELING STATION (CONT)

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FUEL -- PRESSURE FUELING - OVERWING FUELING

Purpose
The Overwing Fueling Ports provide a method of fueling main tanks without
utilizing the Pressure Fueling Station. The ports may also be used to inspect a
portion of the tank visually.
Location
Two ports, one on each wing, at Wing Station 785.2 (between Rib 23 and Rib
24) are available. Access is from the Wing Leading Edge. A grounding point for
the nozzle is located close to the port.
Filler Cap
The Filler Cap seals the fueling port. Venting is not provided. A lanyard
prevents the cap from being lost when removed. Lift and rotate the handle to
remove the cap.
Fueling Port
The Fueling Port is installed using O-ring seals, a seal ring and a retaining nut.
The tanks will contain 5925 gallons when fueled to the port level. The tanks will
hold 6070 gallons when fueled with the pressure fueling system. The caps
should not be removed when the main tanks are full to prevent spillage.

FUEL -- PRESSURE FUELING - OVERWING FUELING

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FUEL -- PRESSURE FUELING - FUELING ADAPTERS

General
Two identical fueling adapters are in the fueling station, one on each side of the
control panel. The adapters prevent backflow through an unused adapter by
the use of a sliding piston and poppet valve. Four combinations, or modes are
possible.
Closed
Both the sliding piston and the poppet are closed when the nozzles are not
connected.
Fueling Mode
The poppet opens mechanically when the nozzle is connected. The sliding
piston opens by fuel pressure from the truck. This lets fuel flow into the
manifold.
Reverse Flow Check Mode
The poppet is opened by the nozzle. The sliding piston is closed because of a
lack of fueling pressure. This prevents a backflow of fuel into the fueling nozzle.
Defuel Mode
Turn the slot to DEFUEL to set the two pins outward to interface with the sliding
piston. This connects the poppet and sliding piston together. When the nozzle is
connected, both valves are open. This permits a backflow for defueling
purposes.

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FUEL-- PRESSURE FUELING - OVERFILL

System Reset and Bypass

Description

Push the momentary OVERFILL Reset Switch to supply a ground to the Overfill
Control Relay. This resets the system if the sensors are not immersed. The
system is also reset every time power is initially applied. Hold this switch closed
to bypass a failed control card or sensor.

The Overfill System is designed to provide redundancy and backup to the FQIS
for terminating fueling. It is independent of the FQIS in operation.
The system consists of sensors located in each Surge Tank and a Fuel Level
Sensor Control Card located in the P50 card file in the MEC. The system
removes power from all Fueling Valves simultaneously should fuel enter either
Surge Tank.

CAUTION: BY HOLDING THE RESET SWITCH THERE IS NO VOLUME

METRIC TOP-OFF PROTECTION.

Overfill Sensors

Push the OVERFILL System Test Switch to test the system. If both sensors and
the card logic are okay, the card removes the ground to the overfill control relay
just as though fuel were sensed.

The sensors are concentric tube capacitors. They are in a bathtub type
enclosure at the top of the Surge Tank under the vent channel ports.

System Test

Sensor and Card Operation

Fuel Level Sensor Control Card
The control card is a solid-state device utilizing 28 volt DC airplane power. It
sends and receives 250khz signals to the sensors, and receives TEST signals
and RESET signals from push button switches on the Fueling Control Panel.
Operations
The Overfill Sensor System is powered whenever the Fueling Station is
powered. The Control Card reads both sensors. If the capacitance
measurement indicates that the sensors are not immersed in fuel, the Control
Card allows the Fueling Valves to remain open.
If either sensor becomes immersed, the Control Card removes power from all
Six Fueling Valves. An inoperative Fuel Level Sensor Control Card or a loss of
a signal from either sensor trips and deenergizes the Fueling Valves.
The system operation is tested by activating the Overfill Test Button at the
Fueling Station when fuel is flowing. A successful test is indicated by closure of
the Fuel Valves. The Overfill Reset Button is pressed to reset the system.
Note:

When performing this test only one tank at a time should be tested.

The system operates on a capacitance principle. The card excites the sensors
with a 250 kHz Lo Z signal and measures the return signal. If the capacitance of
either sensor is out of limits, or if the return signal cannot be measured due to
wiring faults, the card removes the ground to the overfill control relay.

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FUEL -- PRESSURE FUELING - FUELING SHUTOFF VALVE

General]
The fueling valve is fuel-pressure actuated and solenoid controlled. The fueling
valve switches on the fueling control panel and the FQIS processor unit
provide 28v dc power and ground for the solenoid.
An independent overfill system can remove solenoid power to the valves
automatically to prevent fuel spills when fuel enters the surge tank.
Location
The six fueling valves are on the rear spar.
Construction and Installation
The fueling valve has two major components, the fueling valve inside the tank,
and the fueling valve actuator outside the tank.
The fueling valve is stud-mounted to the rear spar with three hex nuts. The
actuator mounts to the valve studs with three actuator mount bolts. Two control
ports with removal check valves let fuel into the actuator. A manual override
knob is on the actuator to open the valve when the solenoid can not be
energized. The actuator is an LRU and may be replaced without defueling.
Normal Operation
Fuel flows through the removal check valves to the two sides of the diaphragm
in the actuator. When the solenoid de-energizes, the control port closes. This
makes sure fuel does not flow from the spar side of the diaphragm through the
control port into the tank. The fuel pressure is the same on the two sides of the
diaphragm, and the spring holds the poppet closed. When the solenoid
energizes, the control port opens and fuel flows from the spar side of the
diaphragm into the tank. This fuel differential pressure across the
diaphragm opens the poppet against the spring. This lets fuel flow through the
outlet and into the tank.
At least 4 psi of fuel pressure is necessary at the fueling valve inlet to open the
valve.

Valve Position Switch

The switch connects a ground to put on a blue light on the fueling control panel
to show that the valve is not closed. The microswitch position is set by the
movement of the diaphragm.
Manual Override
You turn a manual override knob on the actuator counterclockwise to push
against a backplate and move the diaphragm plunger to open the poppet. This
lets you open the valve when there is no solenoid operation. A safety wire
keeps the knob in the valve closed position for normal use. To prevent damage
to the fueling shutoff valve diaphragm, you must turn the manual override knob
to the open position before you supply fuel pressure.

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FUEL -- PRESSURE FUELING - FUELING MANIFOLD DRAIN

CHECK VALVES
Purpose
There are drain valves on the fueling manifold to increase the quantity of usable
fuel in the fuel system. The fueling manifold drain check valves drain the
trapped fuel into the fuel tank as fuel volume decreases in the tank.
Three drain valves let the fuel drain into the center fuel tank. The three valves
are almost the same in construction. The valves have spring values.
Fueling Manifold Drain Valve
There is a manifold drain check valve adjacent to the side-of-body rib in the two
sides of the center tank. This check valve lets fuel drain from the fueling
manifold into the center tank after refuel is complete. The fuel head in the
manifold opens the flapper valve but does not have sufficient pressure to move
the plug valve down and closed. This lets fuel flow into the tank. During refuel,
the high pressure moves the plug valve closed against the spring to prevent
refuel of the center tank through the drain valves. The flapper valve prevents a
backflow into the manifold from the tank. The plug valve closes at 8.5 psid. The
permitted maximum leakage rate is 25 cc/min.
Fueling Manifold Vacuum Valve
The manifold vacuum valve connects the surge tank drain line and the fueling
manifold outboard of rib 17 in the main tank. This valve lets air from the surge
tank go in the fueling manifold to replace the fuel that drains into the center tank.
The flapper valve and the plug valve are open. During refuel, the flapper valve
closes to make sure fuel does not go in the surge tank drain line. During defuel,
the plug valve closes by the suction from the defueling vehicle to make sure air
does not go in the manifold. The plug closes at 2.5 psid

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FUEL -- PRESSURE FUELING - FUELING TROUBLESHOOTING

General
Most problems found during pressure fueling operations have an easy work
around. An operational pressure fueling system is not necessary for dispatch if
an alternate means of verifying the fuel quantity is used. See fuel measuring
sticks.
Door Switch (Magnetic Reed Switch)
If the switch fails, no power is available for the fueling station. Replace the
switch to get fueling station power.
Overfill System Failure
For an overfill system failure, hold the RESET pushbutton to bypass the sensors
and card.
Automatic (Pre-select) Mode Failure
If the load select input to the processor fails, the processor is not able to find the
desired fuel shutoff weight. FAIL shows in the load select portion of the
load select indicator and you must push the set switch to continue fueling in the
manual mode.
FQIS Processor Fails
If the FQIS fails, the fueling valve relays cannot be energized. Use the
mechanical mode (manual override knobs) and use the measuring sticks to the
fuel quantity.
Note:

If the fueling station has power, but all indicators are blank, you
can use the indicator test switch to if the processor is connected
and has failed or if the processor does not have power. An
indicator test would show the fault code Ab where fuel weight
normally shows if the processor has power but has failed outputs.
An indicator test would not be active if the processor was not
installed or did not have power.

Fueling With FQIS Accuracy Faults

If faults occur which degrade system accuracy, the processor permits fueling
operations to continue if fuel weight and volume are known with enough
accuracy to prevent overfill. When the processor can not safely prevent overfill,
the fueling valves close and PUSH SET shows on the load select indicator(s). If
you push the set switch, the fueling valves open but there is no processor
overfill protection. Also after you push the set switch, the fuel weight in the load
select indicator will either be blank or will flash.
If there is a blank indicator after you push the set switch, there is a fuel mass
(weight) problem. If faults occur which exceed the design limits of five per cent
for fuel weight indication (unknown accuracy), the processor is unable to find
the fueling shutoff point for either the automatic or the manual modes. The
fueling valves close immediately and PUSH SET shows on the load select
indicator(s). If you push the set switch, one fueling valve per tank opens.
Manual control is used to continue fueling and you must use the measuring
sticks to find the fuel quantity.
If there is a flashing indicator after you push the set switch, there is a fuel
volume problem. Volumetric topoff is done when the most outboard tank unit
senses full volume. Compensator related problems can cause the volume as
sensed by the last tank unit to be less accurate. The fueling valves close and
PUSH SET shows when the tank is either 95 or 87 per cent full, depending on
the failure (See FQIS compensator for details). If the most outboard tank unit
has completely failed, the fueling valves close and PUSH SET shows when the
last operational tank unit senses full volume. The processor also closes the
fueling valves when the weight is 95 percent of the pre-selected weight in
automatic mode and the system inaccuracy is between one and five percent.
Note:

When the processor is in the degraded accuracy mode, a

message in the processor BITE shows which volumetric top off
(VTO) is used. (See FQIS for details)

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FUEL SYSTEM - ENGINE FUEL FEED - GENERAL DESCRIPTION

Purpose
The engine fuel feed system supplies fuel flow to the engines.
General
Fuel can come from the main tanks or from the center tank for each engine. Two
boost pumps in each main tank and two override pumps in the center tank
pressurize fuel for the engines and APU. Main tank fuel boost pump bypass
valves permit suction feed. The suction feed system increases the usable fuel.
These are the components in the engine fuel feed system:

Engine fuel shut valve

Engine fuel crossfeed valve
Main tank fuel boost pump
Center tank override pump
Fuel boost pump discharge check valve
Fuel boost pump removal check valve
Main tank fuel boost pump bypass valve
Automatic sumping jet pump
Fuel scavenge ejector pump
Float operated shutoff valve

Automatic Sumping Jet Pumps

Automatic sumping jet pumps decrease contamination and water buildup. The
pump inlets are at the tank low points where contamination and water collect.
Fuel and contamination removed by the jet pumps go to the boost pump and
override pump inlets.
Crossfeed
The crossfeed manifold connects all ac fuel pumps. The manifold also connects
the two engine feed lines. Two crossfeed valves connect the left and right
crossfeed manifolds. The valves are normally closed. You open the valves to
correct a fuel imbalance.

Suction Feed
A flapper-type bypass check valve connects to the engine feed line in each
main tank. This permits suction fuel w from the main tanks to the engines. Pump
pressure in the engine feed line closes the bypass valves in normal operation.

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FUEL SYSTEM -- ENGINE FUEL FEED - MAIN TANK FUEL/

OVERRIDE BOOST PUMPS
General
There are four 115v ac, three-phase, motor-driven fuel boost pumps. There are
two for each main tank.
Location
Both forward and aft boost pumps are in a common dry bay housing over an
oval cover panel in the lower wing surface. The assemblies are
interchangeable between left and right tank and between forward and aft
pumps.
Physical description/features
Each pump is a motor/impeller unit in a common housing unit. The nominal
rated flow is 30,000 pph at 15 psi minimum when driven at 7650 RPM.
The pump is an impeller type. The pump unit is cooled and lubricated by fuel. A
liquid ring pump is in a cavity in the bottom of the unit to supply cooling
circulation around the motor and is to prime the impeller after dry operation.
The motor cavity is charged during fueling through the wetting ports. The
cooling fuel returns to the tank through a vapor vent valve in the pump housing.
The pump output to the feed manifold is through two discharge check valves. If
there is override pump output pressure, the discharge check valves are closed.
This turns on the boost pump output to the engine feed line. The motive flow
discharges through a motive flow screen module and then through a check
valve into a common cavity to the motive flow port. Motive and cooling flows are
supplied regardless of discharge check valve position. Two small pressure lines
connect to the pump housing to supply an input to fuel boost pump pressure
switches on the rear spar.
The common pump housing unit is on top of the lower wing skin. It connects to
the suction line with a sliding sleeve type removal shutoff valve and to the
crossfeed manifold with two poppet type discharge check valves. The housing
unit also has these components:
Jet pump motive flow discharge

Two pump wetting line ports

Primer discharge through two vapor vent valves
Pump pressure switch line connection
Center Tank Override Pumps
Four motor-driven override/jettison pumps are in the center tank. These pumps
operate from three-phase 115v ac. The left override and left jettison pump are
in the same housing. The right system has an installation almost the same.
Access is from below the wing. All four pumps are interchangeable.
Physical description/features
The override pumps are a motor/impeller unit and a housing unit almost the
same as the main tank boost pumps. The override pumps supply fuel to the
engine at a higher pressure than the main boost pumps. This higher pressure
holds the main tank boost pump check valves closed. This makes sure that the
fuel supplied to the engines is from the center tank. The nominal rated flow is
25,000 pph at 30 psi minimum when the pump operates at 11,400 rpm.
Operation
To decrease electrical loads, the override pumps are off unless the fueling
station door is open, or the related engine is in operation. The jettison pumps
only operate when you arm and select the jettison system to on.

FUEL SYSTEM -- ENGINE FUEL FEED - MAIN TANK FUEL/OVERRIDE BOOST PUMPS
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FUEL SYSTEM -- ENGINE FUEL FEED - BOOST AND OVERRIDE PUMP REMOVAL
Main Tank Fuel Boost Pumps
There are three phillips-head screws that you must remove to remove the pump
unit. Two allen-head shoulder screws and one allen-head index pin help to lock
the shutoff sleeve during pump removal. This prevents a fuel spill. There is a
drain plug on the bottom of the pump unit that you use to make sure the shutoff
sleeve is closed.
For pump removal, it is necessary to disconnect the electrical connector, the
three phillips screws, and the bonding strap. You pull the pump handle down
and slowly pull the pump unit down from the housing 1 1/2 inches.

WARNING: WARNING: DO NOT ROTATE THE PUMP UNIT YET. IT IS

POSSIBLE THAT A FUEL SPILL CAN OCCUR.

When you remove the drain plug, all of the fuel in the pump drains out. One liter
of fuel drains out. If the shutoff sleeve closes, you can then continue to remove
the pump unit with fuel in the tank.
If a stream of fuel continues to come out, the removal check valve did not close
correctly. You can install the pump again and try to remove it again. If you are
not successful, you must do a defuel of the tank.
Turn the pump unit 12 degrees counterclockwise (looking up) and make sure
that the dog latch engages in the locking slot of the shutoff sleeve. You can then
pull the pump unit down and out of the housing.
Note:

A 12-degree turn makes sure that the dog latch engages into the
shut sleeve slot and also lets the shoulder screws be clear of the
keyhole slots of the pump unit for removal.

Center Tank Override Pumps

You remove the override/jettison pumps the same as you do the main boost
pumps.

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FUEL SYSTEM-- ENGINE FUEL FEED - MAIN TANK FUEL

BOOST PUMP POWER
Power Sources
The pumps get power from the left, right, and ground service (right power
channel) buses. Loss of power to any one bus does not cause all the pumps on
one side to lose power.
Features
A non-resettable thermal fuse in each of the three phases prevents overheat of
the motor. The thermal fuses open at a temperature of 400F (204C).
Operation
AC relays energize to send power to the boost pumps. The relays energize
when the boost pump switch is on and the appropriate bus has power. Each
relay has Ground Fault Interruption (GFI) protective control logic built into it.
This will de-energize the relay if the pump circuit has a short.
The left forward pump also operates when all of these conditions are true:

AC power is available
The boost pump control switch is on
You start the APU
The APU fuel pump transfer relay K505 is energized.The APU switch is on
The APU fire switch is in
The battery switch is ON

See the APU control circuit for more information.

The pump PRESS light turns off when pump pressure is more than four psi. For
more information on the pressure switch, see the Fuel Pressure Indicating
section.
If the pump output pressure is less than four psi, the PRESS light comes on and
after 10 seconds, and an EICAS message, L (R) FWD (AFT) FUEL PUMP
shows.

767 TRAINING MANUAL

AFT

FWD

RESET

BITE

L
PUMPS
ON

PRESS

115V AC
GND SVCE
BUS

ON

PRESS

L FWD FUEL
BOOST PUMP
LEFT

ON

L FWD FUEL
BOOST PUMP

GFI RLY
CONTROL
LOGIC

P6 MAIN PWR DIST

1
K505 APU FUEL
PUMP XFR RLY
(L FWD ONLY)
(P37)

OFF

ON

PRESS

MD&T

K188 L FWD
FUEL BOOST
PUMP CONT
RLY (P33)

TO APU FUEL FEED

L FWD FUEL
BOOST PUMP
PRESS SW

MD&T

L FWD FUEL BOOST

PUMP CONT SW (P5)

10 SEC
767_28-22-00-009.600.fm

L FWD FUEL PUMP (C)

EICAS

UPPER EICAS DISPLAY

SEE APU FUEL FEED SYS OPERATION

FUEL SYSTEM - ENGINE FUEL FEED - MA

IN TANK FUEL BOOST PUMP - FUNCTIONAL DESCRIPTION

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FUEL SYSTEM - ENGINE FUEL FEED - CENTER TANK OVERRIDE PUMP POWER
General
The override pumps operate the same as the boost pumps, except that circuit
logic turns the override pumps off when they are not necessary. This
decreases the load on the electrical system.
Power Sources
The pumps receive power from the left and right power channels. Loss of
power to one bus does not cause loss of power to the two pumps. A nonresettable thermal fuse in each of the three phases prevents an overheat of the
motor.
Each pump control relay has Ground Fault Interruption (GFI) protective control
logic built into it. This will de-energize the relay if the pump circuit has a short.
Operation
The engine must be in operation (left pump, left engine; right pump; right
engine) or the fueling station must have power to energize the pump relay.
The pumps operate when the fueling station has power to allow a pump test.
They also operate to allow defueling of the center tank.
Indication
The override pump PRESS light indications are different than the main tank
boost pumps. The override pump PRESS light goes off when the pump switch
is off. This is because the center tank can be empty during normal operation.
Empty main tanks do not occur during normal operation.
For normal operation, it is necessary to use center tank fuel before main tank
fuel. The FQIS processor finds that the two override pump switches are off
(series circuit) by auxiliary contacts on the switches. If there is more than 1000
pounds of fuel in the center tank, and the two switches are off, the FUEL
CONFIG light comes on and the EICAS advisory message FUEL CONFIG
shows.

767 TRAINING MANUAL

PRESS

VALVE

PRESS

C PUMPS
L

P
R
E
S
S

ON

P
R
E
S
S

FUEL
CONFIG
ON

115V AC
BUS L
L OVRD FUEL
PUMP
P6 MAIN PWR DIST

OFF

28V DC
L BUS
L CTR
FUEL PUMP
P11 CIRCUIT
BREAKER

MD&T
A
A

K2089
L JETTISON
IND RELAY

S423 L AUX
FUEL OVRD
PUMP PRESS
SW

ENERGIZED
FUELING
STATION

TO R OVRD
PUMP CONT
K633 OVRD PUMPS
GRND ENABLE

FUEL IN
CENTER
TANK

OFF
767_28-22-00-010.600.fm

L AUX TANK
OVRD PUMP
(LOWER WING
SURFACE)

GFI RLY
CONTROL
LOGIC

K329 L FUEL OVRD

PUMP CONT RLY (P36)

S6 L OVRD PUMP CONT SW

L N2 ENG SPEED
CARD (P50)

FUEL CONFIG (C)

FQIS PROCESSOR (E2-4)

FUEL SYSTEM - ENGINE FUEL FEED - CENTE

>50%

10 SEC

SIGNAL
S3 R OVERRIDE
PUMP CONT SW

RESET

BITE

FUEL
CONFIG
P5

CTR L FUEL PUMP (C)

EICAS
UPPER EICAS DISPLAY

R TANK OVERRIDE PUMP - FUNCTIONAL DESCRIPTION

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FUEL SYSTEM - ENGINE FUEL FEED - CENTER TANK OVERRIDE PUMP POWER
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FUEL SYSTEM -- ENGINE FUEL FEED - MAIN TANK FUEL

BOOST PUMP BYPASS VALVE
Purpose
The main tank fuel boost pump bypass valves permit engine suction feed or
main tank suction defueling. The valves bypass fuel around non-operating
boost pumps. A check valve prevents reverse fuel into the main tanks when the
engine feed line is pressurized.
Location
There is one boost pump bypass valve in each main tank. The valve is
between rib 3 and rib 4. Tank entry is made through the access door between
rib 5 and rib 6 for access to the bypass valve.
Operation
With the pump pressure on the feed manifold, the flapper valve is held closed.
During suction flow, the valve is opened by fuel, that permits the fuel to enter
the feed manifold without passing through the boost pumps. Operation is
automatic. External indication of operation are not given.

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FUEL SYSTEM -- ENGINE FUEL FEED - AUTOMATIC SUMPING JET PUMPS

Purpose
The automatic sumping jet pumps scavenge water from the low point of the
tanks. The jet pumps discharge the fuel and water near the fuel pump intakes.
Because of this, contaminates are drawn into the pumps before an
accumulation can occur.
Main Tanks
The boost pump housing supplies outflow to operate two jet pumps. The jet
pumps are mounted to rib 3.
Center Tank
Each center tank override pump housing supplies outflow to operate a center
auxiliary tank jet pump. The jet pump is mounted to rib 2.
Operation
The operating pump pressurizes the motive port of the jet pump. Flow through
the jet nozzle draws fuel and scavenged water through the inlet screen to the
induced port and out through the discharge port.

FUEL SYSTEM -- ENGINE FUEL FEED - AUTOMATIC SUMPING JET PUMPS

B767-3S2F
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B767-3S2F
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FUEL SYSTEM -- ENGINE FUEL FEED - FUEL SCAVENGE

EJECTOR PUMP
Purpose
The fuel scavenge ejector pumps decrease the unusable fuel in the center tank.
The center tank is at and wide, so a considerable amount of fuel remains in it
when the override pumps lose pressure and are off. The fuel scavenge ejector
pumps transfer the remaining fuel to the on-side main tank when that main tank
decreases to below half full. The pump is also called the transfer jet pump.
Physical Description
These are the components related to the scavenge pump
system:

Manifolds for fuel ow

Scavenge pump (2)
Float valve
Scavenge pump inlet

The scavenge pump is on the inboard side of each sideof- body (SOB) rib. The
pump inlets are in the center tank low points, inboard of the side-of-body ribs.
The float valve is outboard of rib 3 in each main tank.
Operation
When the center tank is empty and the main tanks have room for additional fuel,
the scavenge pumps operate to transfer the remaining center tank fuel to both
main tanks. The pump is a jet pump type. Motive flow to create the pump
suction is supplied by each aft boost pump. A float valve prevents fuel transfer
until fuel is used out of the main tank. A ball check valve in the scavenge pump
prevents boost pump output into the center tank when the scavenge pump is off.

FUEL SYSTEM -- ENGINE FUEL FEED - FUEL SCAVENGE EJECTOR PUMP

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B767-3S2F
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FUEL SYSTEM -- ENGINE FUEL FEED - ENGINE FUEL SHUTOFF (SPAR) VALVE CIRCUIT
Power
The spar valve motor actuator and disagree circuit get power from the hot
battery bus.
Operation
When the fuel control switch is in the RUN position, the spar valve opens. The
circuit through the RUN contact energizes the open coil in the permanent motor
actuator. This changes the polarity of the coil which causes 28v dc to drive the
valve open. Limit switches turn the actuator o when the valve is in the correct
position. The amber SPAR VALVE light comes on during valve transit. The fuel
control switch to CUTOFF energizes the close coil on the actuator until the
valve fully closes. Failure of the valve to move to the correct position causes
the light to stay on and the EICAS message L/R FUEL SPAR VALVE to show
after 6 seconds.
Indication
The amber VALVE light comes on during valve transit. An EICAS level C
message L(R) FUEL SPAR VALVE shows if the valve does not move to the
correct position within six seconds. The circuit is through a disagree relay on
the fuel control panel.

767 TRAINING MANUAL

28V DC
HOT BAT
BUS
SPAR
FUEL VALVE

FIRE
NORMAL

P6

RIGHT ENGINE
FIRE SWITCH

OPEN

RUN
CUTOFF

S3

RIGHT ENGINE
FUEL CONTROL SWITCH
SPAR
VALVE

S1

MD&T

S2

SPAR VALVE
DISAGREE LIGHT

CLOSE
S4

SPAR VALVE
DISAGREE RELAY

ENGINE FUEL SHUTOFF

VALVE (SPAR VALVE)

FUEL CONTROL PANEL

ENG
VALVE

ENG
VALVE

SPAR
VALVE

SPAR
VALVE

FUEL CONTROL

RUN

6 SEC

R(L) FUEL SPAR VALVE (C)

EICAS
767_28-22-00-012.600.fm

CUT OFF

FUEL CONTROL PANEL (P10)

TYPICAL - RIGHT SPAR VALVE

FUEL SYSTEM - ENGINE FUEL FEED - ENGINE FUEL SHUTOFF (SPAR) VALVE CIRCUIT

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FUEL SYSTEM --ENGINE FUEL FEED - ENGINE FUEL SHUTOFF (SPAR) VALVE CIRCUIT
B767-3S2F
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B767-3S2F
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FUEL SYSTEM -- ENGINE FUEL FEED - ENGINE FUEL

CROSSFEED VALVE CIRCUIT
Power
The crossfeed valve motor actuator and indication circuits get power from the
battery bus.
Operation
The fuel crossfeed valves are normally closed (fuel crossfeed valve control
switches not latched). When the fuel crossfeed valve control switch latches in,
the related crossfeed valve opens. The flight crew can balance the fuel load by
feeding both engines from a single tank.
Indication
A VALVE light in the control switch comes on during valve transit. An EICAS
level C message, AFT (FWD) FUEL XFEED, shows if the valve does not move
to the correct position in less than 6 seconds. The circuit is through disagree
relays in the P33 panel. Limit switches in the actuator permit valve transit and
open/close position indication.
When the two valves close, a signal goes to EICAS for the L(R) FUEL SYS
PRESS message logic. The valves closed signal goes if the two switches are
OFF or if one switch is ON, but the related valve is in disagreement with the
switch position. Refer to the engine fuel low pressure circuit for fuel system
pressure message logic information.

767 TRAINING MANUAL

CLOSE

OPEN
S3

AFT FUEL
CROSSFEED
VALVE

28V DC
BAT
BUS

S1

FUEL
XFEED IND

S2

FWD FUEL
CROSSFEED
VALVE

S4
W OPEN

LIGHTING

P11 OVHD CB PNL

VALVE

MD&T

AFT FUEL
CROSSFEED
DISAGREE RLY

AFT FUEL CROSSFEED

VALVE ACTUATOR
6 SEC

AFT CROSSFEED
VLV SW
L
PUMPS
AFT

FWD

FUEL
XFEED

VALVE

PRESS

CLOSE

VALVE

ON

PRESS

6 SEC
L(R) FUEL
SYS PRESS
LOGIC

ON

VALVE

CLOSE

AFT FUEL X-FEED (C)

FWD FUEL X-FEED (C)

EICAS
OPEN

LIGHTING

S3

C PUMPS

ON

P
R
E
S
S

P
R
E
S
S

ON

FWD FUEL
CROSSFEED
DISAGREE RLY

767_28-22-00-013.600.fm

FUEL MANAGEMENT
CONTROL PNL (P5)

S1
S2
S4

OPEN
FWD CROSSFEED VALVE SWITCH

FWD FUEL CROSSFEED

VALVE ACTUATOR

P5 PILOT FWD OVHD PANEL

FUEL SYSTEM - ENGINE FUEL FEED - ENGINE FUEL CROSSFEED VALVE CIRCUIT

28-22-00

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FUEL SYSTEM -- ENGINE FUEL FEED - ENGINE FUEL CROSSFEED VALVE CIRCUIT
B767-3S2F
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B767-3S2F
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FUEL SYSTEM -- ENGINE FUEL FEED - CONTROL AND INDICATION

Normal Operation
During normal operation, all boost and override pumps are on, the crossfeed
valves are closed, and the spar valves are open. Because the override pumps
have higher pressure than the boost pumps, the boost pump check valves are
closed, and fuel comes from the center auxiliary tank first.
Fuel Management Panel
Control of engine crossfeed and engine fuel pumps is from the fuel
management panel. A FUEL CONFIG light on the fuel management control
panel shows this data:
Low fuel
Fuel unbalance
Override pump switches off with fuel in the center tank
Boost Pumps
The four main tank boost pumps operate when ac is on and the switches are in
(flowbar and ON show). The amber PRESS light on the bottom half of the
switch comes on when the pump pressure is less than 4 psi. The PRESS light
off shows when the pump pressure is more than 7 psi. An EICAS advisory
message shows after 10 seconds. The left forward boost pump operates
regardless of switch position when the APU switch is ON, and the airplane is on
the ground. Refer to the APU feed system.
Override Pumps
It is a normal condition for the center tank to be empty. The amber PRESS
lights go off when the override pump switches are off to keep the amber lights
off during normal operation.
The override pumps go off by the engine speed card when engine operation
stops. This decreases electrical loads. The FQIS processor causes the FUEL
CONFIG light and EICAS advisory message if the two override pump switches
are OFF, and there is fuel in the center tank. This prevents incorrect use of
main tank fuel before the center tank is empty.

Suction Flow
If all three pumps on one side show low pressure when the crossfeed is closed,
the EICAS caution message L (R) FUEL SYS PRESS shows. This shows a
suction flow condition. When the crossfeed is open, and all 6 pumps are in a low
pressure condition, the messages L FUEL SYS PRESS and R FUEL SYS
PRESS show.
Crossfeed Valve Control
The crossfeed valve switches are alternate-action pushbutton switchlights.
When you push a switch in, a flow bar shows that the switch gives a command
for the valve to go to the open position. An amber VALVE light in the
switch comes on when the valve has a disagreement with the command
position or during transit. The EICAS advisory message FUEL CROSSFEED
shows after 6 seconds when there is a disagreement for one or the other valve.
Engine Fuel Shutoff Valve Control
A fuel control switch on the P10 panel on the control stand normally controls
each engine fuel shutoff valve (spar valve). The valve closes when the switch is
in the CUTOFF position and opens when the switch is in the RUN position. The
amber SPAR VALVE disagreement light above each fuel control switch comes
on when the valve is not in the command position. The EICAS advisory
message L (R) FUEL SPAR VAL shows after 6 seconds when there is a
disagreement. The valve closes when you pull the fire handle.

767 TRAINING MANUAL

L
PUMPS
AFT

FWD

FUEL
XFEED

R
PUMPS

ON

ON

PRESS
ON

ON

PRESS

VALVE

PRESS

C PUMPS

ON

P
R
E
S
S

P
R
E
S
S

FUEL MANAGEMENT PANEL (P5)

ENG
VALVE

ENG
VALVE

SPAR
VALVE

SPAR
VALVE

FUEL CONTROL

RUN

L(R) FUEL SYS PRESS (B)

L(R) FWD FUEL PUMP (C)
L(R) AFT FUEL PUMP (C)
CTR L(R) FUEL PUMP (C)
FUEL CONFIG (C)
FUEL CROSSFEED (C)
L(R) FUEL SPAR VAL (C)

767_28-22-00-015.600.fm

CUT OFF

FUEL CONTROL SWITCHES (P10)

UPPER EICAS DISPLAY (P2)

FUEL SYSTEM - ENGINE FUEL FEED - CONTROL AND INDICATION

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FUEL SYSTEM -- ENGINE FUEL FEED - CONTROL AND INDICATION

B767-3S2F
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AFT

PRESS

VALVE

FWD

FUEL
CONFIG
ON

B767-3S2F
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FUEL SYSTEM -- APU FUEL FEED

General
Either the AC fuel pumps or the DC fuel pump may supply APU fuel. The AC
pumps have priority. Priority and control are automatic. The position of the
APU switch and the APU fire switch control the APU fuel shutoff valve.
Normal Operation
Normal APU fuel feed is from the left crossfeed manifold. The same AC pumps
that are feeding the left engine also feed the APU. The left override pump
provides APU fuel if it operates and if fuel is in the center tank. The left boost
pumps supply fuel if the override pump cannot. If the crossfeed valve is open,
the right boost or override pumps may also supply APU fuel feed.
The left forward boost pump automatically supplies APU fuel feed even when
the pump control switch is OFF. This occurs during these conditions:
APU switch is ON
Airplane is on the ground
AC ground service bus has power
When AC power is not available, the DC pump automatically provides APU fuel
feed. The DC pump operates during these conditions:

Indication
The APU FAULT light shows valve transit. The FAULT light and an EICAS APU
FUEL VAL advisory message show valve disagreement. The EICAS
maintenance message DC FUEL PUMP ON shows that the DC pump operates.
This message is controlled by a pressure switch on the DC pump
APU DC Pump
The APU DC pump is on the left rear spar. The pump operates on 28v dc power
from the battery bus when these conditions are true:
The APU control switch is ON
There is no fuel pressure on the left feed manifold
A pressure switch on the pump sends data to the EICAS. The maintenance
message DC FUEL PUMP ON shows when the pump produces pressure.
APU Fuel Shutoff Valve
The APU fuel shutoff valve operates by the same (interchangeable) permanent
magnet motor actuator as the other shutoff valves in the fuel system. The valve
body is not interchangeable with other valves. There is no adapter shaft
between the shutoff valve body and the actuator.
APU Fuel Supply Line

APU switch is ON
Battery switch is ON
Pump system pressure switch on the left rear spar finds low fuel pressure
on the left crossfeed manifold
Backup Operation
If there is a total failure of the AC pumps or AC power while airborne with the
APU switch ON, the DC pump operates to supply APU fuel feed. If the pump
system pressure switch finds low left crossfeed manifold fuel pressure, it turns
on the DC pump.

The fuel supply line is a rigid aluminum tube. It is routed through the left SOB rib
and out of the top of the center tank to a special fitting. This fitting is a Kevlar
braid plastic coated ex-line and a rigid aluminum shroud to contain flex-line
leaks. A drain mast to the rear of the left hand main wheel well removes excess
fuel if the kevlar hose should leak.

FUEL SYSTEM -- APU FUEL FEED

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B767-3S2F
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FUEL SYSTEM -- DEFUELING

General
The defueling system moves fuel from the airplane fuel tanks to fueling station.
It also moves fuel from one airplane tank to a different airplane tank (tank-to
tank transfer). You can only defuel and do tank-to-tank transfer on the ground.
You use these pumps to get fuel out of the center and main tanks:
Airplane fuel pumps (pressure-defuel)
Ground pumps (suction-defuel)

Tank-To-Tank Transfer
Tank-to-tank fuel transfer is the same procedure as pressure defuel. You must
operate the applicable boost or override pumps to supply sufficient pressure to
operate the fueling valve diaphragms. You open the fueling valves for the tank
to receive the fuel and put on the related tank boost or override pumps for the
tank transferring the fuel. The quantity gages show fuel level. It is not
necessary to connect fueling nozzles or turn the adapter cams to the defuel
position.
Defuel Valve Position Indication

Two 28v dc motor-operated defuel valves connect the engine fuel feed manifold
to the fueling manifold. Guarded switches at the fueling station control the
defuel valves. You must open the defuel valve to move fuel to the fueling
station. Fueling hoses move fuel to ground tanks or to a defuel truck.

A blue press-to-test light for each defuel valve shows valve position. The light
comes on when the valve fully opens and stays on until the valve fully closes.

You do these things to move fuel from the main or center tank for tank to tank
transfer:

The two valves are in the center tank, one in each outboard section. The
actuators are on the rear spar inboard of each main gear strut.

Open the defuel valve

Open the applicable fueling valves
Operate the applicable fuel pumps
Pressure Defuel
Turn the adapter cams to the defuel position and connect the nozzles. Open
the defueling valves. Operate the applicable boost or override pumps for the
related tanks.
Suction Defuel
Suction defuel of the main tanks is the same as pressure defuel of the tanks, but
you do not use the fuel pumps. Suction supplied from the defuel vehicle
lets fuel flow through the bypass valves and defuel valves into the vehicle.
Suction defuel of the center tank is not possible.

Location

Maintenance Practices
You must first remove fuel from the center wing tank to change a defueling
valve. Seals in the adapter assembly prevent fuel spillage when you remove
the actuator. The actuator attaches to an adapter plate. Refer to the motoroperated valves for more information.

FUEL SYSTEM -- DEFUELING

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B767-3S2F
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FUEL SYSTEM - FUEL JETTISON

Purpose
The fuel jettison system lets the gross weight of the airplane be decreased
quickly so that design limits for wheels, tires, and brakes are not exceeded
during an emergency landing. Only fuel from the center auxiliary tank is
jettisoned.
General Description
The fuel jettison system has two jettison pumps, two jettison transfer valves, two
jettison valves, two manifolds, and two nozzles. The jettison pumps are in
the same housing as the center tank override pumps. The jettison pumps and
the override pumps are interchangeable. When the jettison system is operating,
the override pumps and the jettison pumps send fuel to the jettison transfer
valves. Jettison flow is 160,000 pounds per hour at 30 psi.
The jettison transfer valves are between the output of the override and jettison
pump assembly and the fueling manifold. A manifold check valve prevents fuel
from the main tank boost pumps from entering the fueling manifold when the
transfer valve is open. One jettison manifold connects to each end of the fueling
manifold.
The jettison valve at the end of each jettison manifold controls fuel flow to the
nozzle. The jettison transfer valves and jettison valves are motor actuated
valves. The actuator is identical and interchangeable with the actuators of the
other motor actuated valves of the fueling system. The valve bodies are not
interchangeable with the other valve bodies due to the smaller diameter of the
jettison manifold.
The fuel jettison outlet tube assembly consists of an aluminum tube with a
shroud (bond assembly) made of titanium. The assemblies are immediately
inboard of the outboard aileron on each wing.
Functional Description
Fuel jettison control is from the flight deck. The fuel jettison control panel is on
the P5 overhead panel. The control panel has jettison selector switch and left
and right jettison valve switches.

Operation
The rotary, two-position fuel jettison switch (S3) operates the two jettison
transfer valves. The switch controls power to the jettison and override pumps. It
starts an electrical system load shed logic (refer to chapter 24). When you put
the switch to ON, the jettison manifold pressurizes.
When you put the nozzle valve switch to the latch position, dc power opens the
valve. When you put the switch to the unlatch position, dc power closes the
valve. The valves operate on the ground.
Indication
An amber jettison fault light comes on for one or two conditions. If one or the
other jettison transfer valve has a disagreement with the commanded position
for more than 10 seconds, the fault light comes on. This also causes the EICAS
level C message L(R) JET XFR VALVE. The transfer valve indication relays are
normally energized. If there is no control signal, C1, for more than 10 seconds,
the relay de-energizes. This causes the light and message.
If the output pressure of one of the jettison pumps is less than 7 psi for more
than 10 seconds with the control switch on, the fault light comes on. This also
causes the EICAS level C message L(R) FUEL JET PUMP. The circuit for the
left side is through the K2 jettison pump indication relay, the L jettison
indication relay, and the L fuel jettison pump pressure switch.
The VALVE light comes on during transit and disagreement through the L or R
nozzle valve indication relays. The EICAS level C message FUEL JET NOZ
shows if a nozzle valve has a disagreement for more than 6 seconds.
If you latch in a nozzle valve switch while the airplane is on the ground, the
EICAS level C message FUEL JET NOZ shows.
If the airplane is inflight, it is possible for fuel to hit the airplane during a jettison
operation if the flaps are at a position more than 20 units. The FUEL JET NOZ
message will show to remind to the flight crew to retract the flaps to prevent the
fuel from hitting the airplane. The fuel pump control relays have Ground Fault
Interruption (GFI) protective control logic built into them. This will de-energize
the relay if the pump circuit has a short.

FAULT

VALVE

Page 67

FUEL SYSTEM - FUEL JETTISON

B767-3S2F
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VALVE

B767-3S2F
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FUEL SYSTEM -- FUEL INDICATING- GENERAL INFO

General
The FQIS measures the weight of fuel in the main and center tanks. The
system has these components:

Gives excitation for and monitors data from the tank units and
compensators
Gives excitation for and monitors data from the densitometers
Calculates and transmits fuel weight
Controls power to the fueling valves
Does BITE operations
The processor has two channels that operate independently.

Tank units
Compensators
Densitometers
Processor unit
Flight compartment indicators
Load select indicators
Load select control unit

Fuel weight indication shows in the flight compartment and at the fueling station.
The FQIS uses fuel shutoff weights set for ground refuel. It stops refuel when
the tanks are full. The FQIS has BITE for fault isolation.
Design Features
The FQIS is a microprocessor-controlled variable capacitance system. These
are its features:

It uses 28v dc
A densitometer measures fuel density
Tank units and compensators measure fuel volume
Fuel weight and volume show on LCD indicators
Tank unit characterization is by the FQIS software
The FQIS has electronics and wiring for each tank; this is so a failure of
one component does not effect the fuel quantity data for more than one
tank
Redundant data outputs make sure that one fault does not decrease
system performance
The FQIS has an energy limit in the fuel tanks for arc suppression

Processor Unit
The processor is in the main equipment center. It controls FQIS and refuel
operations. The processor does these functions:

Tank Units
There is a total of 37 tank units in the three tanks. They are the same, but the
lengths are different. The processor gives excitation for and monitors data from
each tank unit independently and changes the data to fuel volume.
Compensators
There are three compensators, one in each main tank and one in the center
tank. The compensators send a reference signal to the processor to calculate
fuel volume.
Densitometers
There are three densitometers, one in each main tank and one in the center
tank. They send signals to the processor to calculate the fuel density.

767 TRAINING MANUAL

L

LOW FUEL (B)

FUEL CONFIG (C)

LB KG

TEMP oC

UPPER EICAS DISPLAY

MENU

ON/
OFF

YES

NO

LB KG

LB KG

FUEL QTY
KGS X 1000

T OT AL

FUEL QUANTITY INDICATOR (P5)

FUEL QTY BITE (S,M)
FUEL QTY CHANNEL (S)
FUEL QTY IND (S)

14 TANK UNITS PER

EACH MAIN TANK
ND 9 UNITS IN THE
ENTER TANK

LOWER EICAS DISPLAY

FQIS PROCESSOR UNIT

COMPENSATOR
(1 PER TANK)

POWER
OPEN
DEFUEL
VALVES

BATT

OPEN

OPEN

OPEN

CLOSE

CLOSE

FUEL QTY

FUEL QTY

X 1000

NORM

LOAD SELECT

TANK UNIT
37 TOTAL

FUEL QTY

X 1000

X 1000

LOAD SELECT

LOAD SELECT

RIGHT
MAIN

CENTER
AUX

LEFT
MAIN

SET

SET

SET

QTY X 1000

LOAD SELECT

DENSITOMETER
(1 PER TANK)

TEST

TANK
LOAD

767_28-40-00-002.600.fm

INBD

SYSTEM

OPEN

OPEN

OUTBD

IND

RIGHT

LEFT

INBD

OUTBD

TEST

HOT SHORT
PROTECTOR

RESET
OVERFILL

FUELING
VALVES

FUEL
OFF
FUELING

FUEL

FUEL

OFF

OFF

SYSTEM

FUELING CONTROL PANEL

FUEL SYSTEM - FUEL INDICATING - GENERAL DESCRIPTION

28-40-00

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BOEING PROPRIETARY

FUEL SYSTEM -- FUEL INDICATING- GENERAL INFO

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FUEL SYSTEM -- FUEL INDICATING- GENERAL INFO (CONT)

Wiring Harness
There are four tank unit/compensator wiring harnesses. One harness is in each
main tank, and one harness is in each side of the center auxiliary tank. A
different wiring bundle goes from the front spar to the FQIS processor for each
harness. There are also two other wiring bundles that go from the rear spar to
the processor. One is for the right and center tank densitometers, and the other
is for the left tank densitometer. All wire bundles between the wing and
processor are one piece. There are no bulkhead connectors. The harness has
a shield and a permanent potting to hermetically sealed plugs. You can do
crimp repairs on the wires between the tank and the processor.
Load Select Indicators
The load select indicators are in the fueling station on the left wing leading edge
outboard of the engine. The upper displays show fuel quantity by weight. The
lower displays show the refuel shutoff weight. See the fueling section for more
information on the load select indicators.
Load Select Control
The load select control is on the fueling control panel adjacent to the load select
indicators. Three thumbwheel switches permit selection of the value that goes
to a load select indicator. See the fueling section for more information on the
load select control.
Fuel Quantity Indicator
The fuel quantity indicator in the flight compartment is one module with five LCD
indicators. These are the indications:
One indicator for fuel weight in each of the three tanks
Total fuel weight
Fuel temperature
FQIS BITE
The FQIS processor has BITE. Fault data from an FQIS LRU can go in the
processor unit NVM. This does not include the load select indicators. There

are pushbuttons on the face of the processor to do different BITE operations. A

32-character alpha-numeric display shows system and fault data in English.
Indications
EICAS alert messages and a dedicated light show low fuel and fuel
configuration faults.
EICAS status and maintenance messages show faults in the FQIS.
Measuring Sticks
Magnetic float-type measuring sticks are in main and center tanks. Access to
the measuring sticks is from the lower wing surface. There are seven sticks in
each main tank and two in each side of the center tank.

767 TRAINING MANUAL

L

LOW FUEL (B)

FUEL CONFIG (C)

LB KG

TEMP

UPPER EICAS DISPLAY

MENU

ON/
OFF

YES

NO

LB KG

LB KG

FUEL QTY
KGS X 1000

T OT AL

FUEL QUANTITY INDICATOR (P5)

FUEL QTY BITE (S,M)
FUEL QTY CHANNEL (S)
FUEL QTY IND (S)

14 TANK UNITS PER

EACH MAIN TANK
AND 9 UNITS IN THE
CENTER TANK

LOWER EICAS DISPLAY

FQIS PROCESSOR UNIT

COMPENSATOR
(1 PER TANK)

POWER
OPEN
DEFUEL
VALVES

BATT

OPEN

OPEN

OPEN

CLOSE

CLOSE

FUEL QTY

FUEL QTY

X 1000

NORM

LOAD SELECT

TANK UNIT
37 TOTAL

FUEL QTY

X 1000

X 1000

LOAD SELECT

LOAD SELECT

RIGHT
MAIN

CENTER
AUX

LEFT
MAIN

SET

SET

SET

QTY X 1000

LOAD SELECT

DENSITOMETER
(1 PER TANK)

TEST

TANK
LOAD

767_28-40-00-002.600.fm

INBD

SYSTEM

OPEN

OPEN

OUTBD

IND

RIGHT

LEFT

INBD

OUTBD

TEST

HOT SHORT
PROTECTOR

RESET
OVERFILL

FUELING
VALVES

FUEL
OFF
FUELING

FUEL

FUEL

OFF

OFF

SYSTEM

FUELING CONTROL PANEL

FUEL SYSTEM - FUEL INDICATING - GENERAL DESCRIPTION

28-40-00

13-Dec-2011

- 423 -

BOEING PROPRIETARY

FUEL SYSTEM -- FUEL INDICATING- GENERAL INFO (CONT)

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FUEL SYSTEM -- FUEL INDICATING - TANK / MEC COMPONENTS

Compensators
The compensators supply a capacitance value proportional to the dielectric
constant of the fuel. The processor uses this information to make the fuel
volume calculation more accurate.
Operation
The compensators are excited by the processor (low Z) and return an electrical
capacitance value for the fuel (high Z). Tank compensators share a common
high Z signal wire with tank units and are individually driven by low Z signals.
Unlike the tank units, the compensators are always completely immersed in
fuel, so the high Z value does not vary because of fuel depth. Other factors
such as temperature and fuel quality cause the capacitance value to vary.
These other factors affect the dielectric constant. The processor compensates
the tank unit capacitance value with this dielectric constant.
Substitute values for the dielectric constant affect system accuracy and
indication and fueling.
Construction
The fuel system compensator is similar in construction and function to a short
tank unit. Compensators have relatively wide gaps between the electrodes to
prevent contamination. They are in the lowest part of the fuel tanks so they are
always covered with fuel.
Calibration
Compensators are LRUs and may be replaced without recalibration. Access to
the compensators is through the fuel tank access doors on the lower wing
surface.

DENSITOMETER
There are three densitometers, one in each tank. The densitometers measure
fuel density. The densitometers also give a cross-check of the compensator
specific gravity data to improve the FQIS accuracy. The densitometers are line
replaceable units which do not require system recalibration when changed.
Location
The densitometers, like the compensators, mount in the lowest part of the fuel
tank so that they are always covered with fuel. They are connected to the intank wiring harness with terminal studs.
Operation
Each densitometer has a vibrating spool in a cylindrical alloy housing. Holes in
the housing permit fuel to cover the spool.
The FQIS processor sends an AC signal through a coil to excite the spool,
which in turn vibrates. The processor reads the frequency of the vibration, and
changes the frequency of the excitation signal until the spool vibrates at its
resonant frequency. This resonant frequency is a function of fuel density only.
The processor calculates fuel density from the resonant frequency.
Tank Units
The tank units are also called fuel probes. There is a total of 37 tank units, 14 in
each main tank and nine in the center tank. The tank units are concentric
aluminum tube capacitors. They are identical except for length. The
capacitance of the units varies with the immersion depth of the fuel in the tank
(wetted sensing length). The fuel volume in the tank is calculated from the tank
unit capacitance. There are no moving parts.

FUEL SYSTEM -- FUEL INDICATING - TANK / MEC COMPONENTS

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FUEL SYSTEM -- FUEL INDICATING - TANK -MEC-COMPONENTS (CONT)

Tank Unit Characterization (Weighting)
The tank units are used for volume calculations. They supply a capacitance
value to the processor. Some tank unit failures affect fueling operations and
also fuel quantity indication. See fueling troubleshooting or flight deck
indications for more details.
.
An irregular fuel tank shape causes a non-linear relationship between fuel
volume and tank unit capacitance. Each tank is divided into a series of
profile points that specify known fuel volumes. These points are in
characterization tables in the FQIS software. The capacitance changes for the
wetted sensing length (WSL). The capacitance is then corrected
based on the characterization table. The result is a calculation of the volume in
the tank. This is called characterization or weighting of the tank units. Also,
the fuel tanks have different shapes as a function of fuel quantity and whether
the aircraft is on the ground or in the air.
The computer program selects one of up to six different characterization tables
based on the air/ground switch and the WSL of the tank unit. This permits
accurate indications both in the air and on the ground and eliminates the need
for contoured tank units.
Physical Description
The tank units have straight outer and inner tubes of polyurethane coated,
anodized aluminum. End caps are on the tank unit ends. The brackets and the
terminal block are glass-filled nylon. The terminal block uses different size
studs to mount the in-tank wiring harness lugs. The terminal block shields the
high impedance (Z) lead. The individual tank units are line replaceable and
recalibration is not necessary when units are changed. Access to the tank units
is through the access doors on the lower wing surface.
Access
The tank units are accessible from the access doors on the lower wing surface.

Processor Unit
The processor unit is the central component of the FQIS. It does these
functions:
Calculates fuel weight
Controls pressure fueling operations
BITE
The processor unit is an LRU in the E2-4 rack of the main equipment center.
Internal cards and components are not LRUs.
Physical Description/Features
The processor has six circuit board cards with a BITE display and control pushbuttons on the front face. Three of the six cards are identical and
interchangeable (bench only) individual fuel quantity cards (IFQC). The IFQCs
do these functions:
Provides excitation for and monitors data from the tank components
Calculate the individual tank quantity
Transmit the tank quantity to the input/output cards (IOCs)
The two IOCs are identical and interchangeable (bench only). The IOCs do
these system calculations:

Total fuel
Lateral imbalance
Fuel shutoff weight
Format the data to ARINC 429

The IOCs also control fueling operations. The single BITE card stores system faults
and contains the fueling valve drivers. Bench certification is not required after card
replacement. There are connectors on the front face for ARINC channels A, B, and C.
BITE display and control switches are on the front face of the processor. Bench
certification is necessary after internal repairs.

FUEL SYSTEM -- FUEL INDICATING - TANK -MEC-COMPONENTS (CONT)

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FUEL SYSTEM -- FUEL INDICATING - TANK -MEC-COMPONENTS (CONT)

Operation
The IFQCs measure and calculate the fuel weight for each of the tank unit areas
of their respective tank. Each IFQC card makes an excitation signal (low Z)
which goes sequentially to each of the tank units and the compensator in the
respective tank (left main, center auxiliary or right main). The return signal, or
high Z capacitance, is characterized for the shape of each tank unit area. The
fuel density is calculated from the densitometer. The fuel weight is the product
of fuel volume and density.
Each of the three IFQCs send signals to both IOCs. The three tank weights are
summed by each IOC to get a total fuel weight. Each of the IOCs has an
ARINC bus. The bus is A for IOC one, and B for IOC two. Fuel quantity data
goes over both the ARINC digital buses to the flight deck fuel quantity indicator
and to the fueling station load select indicators. It also goes to the flight
management computers and to either the aircraft condition monitoring system
(ACMS) or the digital flight data acquisition Unit (DFDAU).
The IOCs also send signals to the BITE card. Analog signals for fuel
configuration, low fuel, and fueling valve control go to drivers on the bite card.
Fault information also goes to the BITE card over the ARINC buses. IOC 1
supplies the excitation for and monitors the load select module and also
supplies the excitation for the discrete inputs for both the IFQCs and IOCs.
The IOC 2 monitors the digital output of the IOC one and stores the load select
value.
The BITE card monitors the digital output of the IOCs for fault information and
stores FQIS faults. It has an interface with BITE controls on the face of the
processor for fault display. The BITE card has ARINC bus C which sends fuel
system information and fuel quantity data from the IOCs to EICAS for message
logic.
System Discretes
The FQIS gets airplane discrete signals to permit the processor to determine
the necessary airplane parameters.

The fueling valves test, load select indicator test, and SET switches are system
discretes for fueling.
The FUEL QTY TEST discrete comes from a toggle switch on the P61 test
panel. This discrete tells the processor to do an indicator test.
The center tank override pump switch position discrete lets the processor unit
send a signal to the EICAS computers when the center tank contains fuel and
both override pump switches are OFF.
Air-ground switch discretes are for different fuel tank shapes on the ground and
in the air. Also air-ground inputs calculate flight legs in BITE fault history.
The fueling door switch is a discrete signal that starts fueling functions and
indications, and causes switchover to fueling station power sources. A lbs/kgs
dual discrete jumper selects output signals to the indicators in either pounds or
kilograms.

FUEL SYSTEM -- FUEL INDICATING - TANK -MEC-COMPONENTS (CONT)

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FUEL SYSTEM -- FUEL INDICATING-FUEL QUANTITY INDICATOR

General
The fuel quantity indicator shows this information:

Left fuel quantity

Right fuel quantity
Center fuel quantity
Total fuel quantity
Main tank fuel temperature

Fuel quantity shows to a resolution of 100 lbs/kgs. These LCD legends show
when the unit is active:

L
C
R
FUEL TEMP
TOTAL Qty
FUEL QtyX 1000
Lb or kg

Operation

Power

The indicator receives fuel quantity information over one of two ARINC digital
data buses, A or B. Bus A is normally used and is selected at start-up or after a
circuit test is complete. If bus A information becomes unavailable, the indicator
keeps bus A data and after four seconds, changes to bus B. If you do not
receive data on bus B after four seconds, the receiver continues to cycle at a
four-second rate until valid data is recognized. If both buses are inactive, the
tank indicator(s) show the letters -AB to show a dual bus failure.

The indicator module gets all power, except lighting, from the FQIS processor.

Flight Deck Indicator Test/Lamp Test

Physical Description/Features

When you use the fuel quantity test switch, each indicator does an internal
check of its circuitry and looks for data output from data buses (A and B). The
indicator does these functions:

Location
The indicator is on the P5 overhead panel in the flight compartment. The fuel
quantity test toggle switch is on the P61 right sidewall.

The indicator has four separate circuits, one for each tank display and one for
the fuel temperature and the total fuel quantity display. The indicator electronic
circuits use architecture that makes sure a failure in one display circuit does not
affect the operation of the other tank indicators. However, a failure in the total/
temperature circuit may affect the total and the temperature displays. The
microprocessor-controlled circuits contain a background and an operatorinitiated built-in test (BITE) function. The BITE function identifies and shows
these failures:
System communication failures
Internal circuitry failures
Memory failures
The fuel quantity indicator is a line replaceable unit (LRU). The unit may be
replaced without system adjustment or calibration.

Do a check of its circuits

Do a check for valid data bus output
Show bus fault codes is four seconds for each event

OVERHEAD
PANEL, P5
FUEL QUANTITY
INDICATOR, M10054
(REF)
SEE

OVERHEAD
CIRCUIT BREAKER
PANEL, P11

MISCELLANEOUS
TEST PANEL, M10398
SEE C

FUEL

RIGHT SIDE
PANEL, P61

LBS x 1000

FUEL TEMP

TOTAL QTY

FUEL QUANTITY INDICATOR - TEST NORMAL

B
FLIGHT COMPARTMENT

AIR DATA
COMPT

TEST
CONFIG
T/O

GRND PROX

FUEL
CROSSFEED

L PUMP

R PUMP

ON

ON

AFT
L

STALL

WING
ANTI ICE

LDG

DUCT LEAK

INOP

YAW DAMP
L

EQUIP COOL

AFT
PRESS

VALVE

PRESS

ON
FW D
VALVE

PRESS

FUEL

C PUMPS

FUEL QTY

HYD GEN
LEFT

FUEL QUANTITY
TEST SWITCH, YEIS6

ON

P
R
E
S
S

P
R
E
S
S

LBS x 1000

CONFIG.
ON

RIGHT

FUEL MANAGEMENT PANEL

(ON THE P5 PANEL)

FUEL TEMP

TOTAL QTY

FUEL QUANTITY INDICATOR - CHANNEL FAULT CODES

MISCELLANEOUS TEST PANEL, M10398 (REF)

FUEL QUANTITY INDICATOR (SIMMONDS)

FUEL SYSTEM -- FUEL INDICATING-FUEL QUANTITY INDICATOR

TRAINING MANUAL
ATA 28-40

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WINDOW/
PROBE HEAT

ON

FOR TRAINING PURPOSES ONLY

B767-3S2F
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TRAINING MANUAL
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to each indicator (total fuel and temperature are together). If the
channel fault codes are different or only in one or two of the
indicators, the fault is internal to the indicator. If a channel fault
code shows in all three indicators, the problem is between the
indicator and the processor or internal to the processor. Use
processor BITE to identify which fault exists. IOC 1(2) FAILED
shows when an internal failure of the IOC board circuitry is
detected. ARINC BUS A(B) shows when a bus is shorted or there
is a failure of the ARINC bus transmitter circuitry on the associated
IOC.

FUEL SYSTEM -- FUEL INDICATING-FUEL QUANTITY INDICATOR (CONT)

Operation
The indicator receives fuel quantity information over one of two ARINC digital
data buses, A or B. Bus A is normally used and is selected at start-up or after a
circuit test is complete. If bus A information becomes unavailable, the indicator
keeps bus A data and after four seconds, changes to bus B. f you do not
receive data on bus B after four seconds, the receiver continues to cycle at a
four-second rate until valid data is recognized. f both buses are inactive, the
tank indicator(s) show the letters -AB to show a dual bus failure.
Flight Deck Indicator Test/Lamp Test
When you use the fuel quantity test switch, each indicator does an internal
check of its circuitry and looks for data output from data buses (A and B). The
indicator does these functions:
Do a check of its circuits
Do a check for valid data bus output
Show bus fault codes is four seconds for each event
This is the indicator test sequence:
Indicators go blank for four seconds while the indicators do an internal
circuitry test and request test data from Bus A.
Test data (88.8) from bus A shows for four seconds while bus B does a
test. If bus A information is not valid, the indicators stay blank for this foursecond interval. If bus B information is valid, test data from bus B shows
for the next four seconds. If bus B data is not found, the appropriate fault
codes show for this four-second interval.
After the test of both data buses, the indicators return to normal display of
fuel weight. If either bus A or bus B information was not received by an
indicator, that indicator shows an A or B after the test display for four
seconds before it returns to the normal display of fuel weight. If neither bus
A nor bus B data is valid, the display stays blank through the test (the first
eight seconds) and the fault code AB follows.
Note:

One wire (pair) for bus A and one wire for bus B goes from the
processor to the indicator, then a separate wire for each bus goes

In addition to the indicator test, the FUEL CONFIG light comes on and these
EICAS messages show:

LOW FUEL (B)

FUEL QTY CHANNEL (S)
FUEL QTY IND (S)
FUEL QTY BITE (M)

Existing EICAS fuel status messages clear at test complete. If faults still exist,
the EICAS messages may not return until up to one minute later.

OVERHEAD
PANEL, P5
FUEL QUANTITY
INDICATOR, M10054
(REF)
SEE

OVERHEAD
CIRCUIT BREAKER
PANEL, P11

MISCELLANEOUS
TEST PANEL, M10398
SEE C

FUEL

RIGHT SIDE
PANEL, P61

LBS x 1000

FUEL TEMP

TOTAL QTY

FUEL QUANTITY INDICATOR - TEST NORMAL

B
FLIGHT COMPARTMENT

AIR DATA
COMPT

TEST
CONFIG
T/O

GRND PROX

FUEL
CROSSFEED

L PUMP

R PUMP

ON

ON

AFT
L

STALL

WING
ANTI ICE

LDG

DUCT LEAK

INOP

YAW DAMP
L

EQUIP COOL

AFT
PRESS

VALVE

PRESS

ON
FW D
VALVE

PRESS

FUEL

C PUMPS

FUEL QTY

HYD GEN
LEFT

FUEL QUANTITY
TEST SWITCH, YEIS6

ON

P
R
E
S
S

P
R
E
S
S

LBS x 1000

CONFIG.
ON

RIGHT

FUEL MANAGEMENT PANEL

(ON THE P5 PANEL)

FUEL TEMP

TOTAL QTY

FUEL QUANTITY INDICATOR - CHANNEL FAULT CODES

MISCELLANEOUS TEST PANEL, M10398 (REF)

FUEL QUANTITY INDICATOR (SIMMONDS)

FUEL SYSTEM -- FUEL INDICATING-FUEL QUANTITY INDICATOR (CONT)

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PRESS

WINDOW/
PROBE HEAT

ON

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

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FUEL SYSTEM -- FUEL INDICATING - FQIS - INDICATION

General
Indications of the fuel weight and the operation status of the FQIS show in the
flight compartment. These are the indications:
Fuel quantity indicator
FUEL CONFIG light
EICAS messages
Fuel Quantity Indicator

Detection of operation problems and system faults is by the IOCs. The IOCs
send three analog discrete signals and a digital signal (ARINC buses A and B)
to the BITE card. The analog discrete signals go to drivers on the BITE card.
The drivers give signals to EICAS and also put on the FUEL CONFIG light at
the applicable time. The BITE card sends the data received from the digital
buses to EICAS on ARINC bus C.
The FUEL CONFIG light comes on, and an EICAS message shows during
these conditions:
Low fuel
Fuel imbalance
Center tank fuel not used before the main tank fuel

The fuel quantity indicator shows left, center, and right fuel tank quantities and
total fuel quantity. Fuel quantity shows as a weight in pounds or kilograms.
Fuel temperature shows in degrees celsius. Only one of the two ARINC buses
(A or B) is necessary for fuel quantity indication. Bus A normally supplies data
to the flight compartment and fueling station indicators. If bus A has a failure,
the last received value shows for 4 seconds, and then bus B data is used for
indication.

For a fuel imbalance with fuel in the center tank, the EICAS status message
FUEL CONFIG shows with the FUEL CONFIG light. For low fuel, the EICAS
level B alert message LOW FUEL shows with the light.

When system errors are less than 5 percent, indications are normal. The failure
of one tank unit or an out-of range input from one tank unit normally does not
cause a tank quantity error of more than 5 percent. Multiple same-tank failures
that cause fuel tank quantity errors of more than 5 percent (accuracy not known)
cause the tank and total quantity indications to go blank. The same fuel quantity
indication on the load select indicator at the fueling station goes blank. Refer to
fueling troubleshooting.

If the two override pump switches are OFF with more than 1000 lb (500 kg) of
fuel in the center tank, an indication of main tank fuel use before center tank
fuel shows. The message and light go off when fuel in the center tank goes to
less than 900 lb (400 kg), or you put on an override pump. Refer to the override
pump circuit for more information.

If there is a 28v dc power source failure to an LRU, the system gets power from
the remaining source. Except for the fueling valve that has a power source
failure, the FQIS has full operation and indication is normal. There is no FQIS
flight compartment indication for this type of failure. An FQIS processor internal
power conditioning circuit failure does not have an effect on system operation.
EICAS Messages and Fuel Config Light
Fuel system operation problems show by the FUEL CONFIG light and EICAS
messages. FQIS system faults show by EICAS messages.

Fuel imbalance is a difference of 1800 lb (800 kg) between the left and right
main tank quantities. When the imbalance is correct to less than 1600 lb (750
kg), the message goes away, and the light goes off.

A low fuel indication shows when the left or the right main tank quantity is less
than 2200 lb (1000 kg). The message goes away, and the light goes off when
the two main tanks have more than 3000 lb (1364 kg) each.
The EICAS status messages FUEL QTY CHANNEL and FUEL QTY IND
identify dispatch critical FQIS faults. FUEL QTY BITE shows as an EICAS
maintenance message when there are system faults and also as a status
message when there is a loss of all fuel quantity indication, or the digital input to
EICAS (bus C) has a failure. The IOCs transmit failed channel and accuracy
not known faults on the ARINC bus output to the BITE card. The IOCs send
an analog discrete signal to a driver on the BITE card when there is a system
fault or bus C has a failure.

R MAIN TANK DENSITOMETER

28V DC
R MAIN
BUS

28V DC
BAT. BUS

FUEL QUANTIY INDICATOR

R AUX TANK DENSITOMETER

FUEL QTY
NO. 2

L MAIN TANK DENSITOMETER

FUEL QTY
NO. 1

FUELING
PWR TRANS

P11

FUEL LEVEL
SENSOR CONT
CARGO

FUEL
STATION
DOOR OPEN
FUEL QTY PWR

28V DC
GND HDLG
FUEL QTY
BUS
REFUEL

TRANS RELAY

P34

FUEL STATION
DOOR OPEN

GND PWR

FUELING PWR CONT RELAY

28V DC
HOT BAT.
BUS
FUELING QTY

BAT. PWR
FUELING PWR
TRANS RELAY

P6

Low Fuel & Cong EICAS

message appears when
L/R tanks have less than
2200 lbs.
Fuel Cong EICAS
message appears for a
fuel imbalance of 1800
lbs. or greater between
L/R Tanks or if 1000
pounds or greater is in
the Center Tank and the
Override Pumps are not
engaged.

L MAIN TANK
LOAD SELECT
INDICATOR

L/R EICAS COMPUTERS

FUEL MANAGEMENT PANEL

OFF
FUEL
QTY
FUEL QTY TEST SW
P61 MISC TEST PANEL
TANK UNIT
BUSSING

L AUX TANK FQIS

PLUG

WIRING HARNESS
TANK UNIT
COMPENSATOR

AUX TANK
LOAD SELECT
INDICATOR

BUSSING
PLUG

R MAIN TANK
LOAD SELECT
INDICATOR

TANK UNIT
COMPENSATOR

FUELING CONTROL PANEL

BUSSING
PLUG
FUEL IND TEST SW

COMPENSATOR
BUSSING
PLUG

R CTR FUEL OVRD

PUMP CONT SW

AIR

FUEL MANAGEMENT PANEL

GND
AIR

SYS NO. 2 AIR/GND

RELAY

GND
SYS NO. 1 AIR/GND RELAY

FQIS PROCESSOR

Page 83

FQIS OPERATION
FUEL SYSTEM -- FUEL INDICATING - FQIS - INDICATION
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R AUX TANK FQIS

WIRING HARNESS

TANK UNIT

L/R FUEL CONT PANEL

L CTR FUEL OVRD

PUMP CONT SW

L MAIN TANK FQIS

WIRING HARNESS

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

R MAIN TANK FQIS

WIRING HARNESS

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FUEL SYSTEM -- FUEL INDICATING - FQIS - INDICATION

(CONT)
The status message FUEL QTY CHANNEL shows if one or the other IOC
(ARINC A or B) has a failure. If the two channels have failures, there is a loss of
all indication, and the status message FUEL QTY BITE shows as an alternative
to the channel message.
The status message FUEL QTY IND shows for accuracy not known in one or
two tanks. If the accuracy of all three tanks is not known, there is a loss of all
indication, and the status message FUEL QTY BITE shows as an alternative to
the indicator message.
The maintenance message FUEL QTY BITE shows when there is a fault in the
system. If the fault goes away, the message goes away.
The status message FUEL QTY BITE shows when bus C has a failure because
the dispatch critical channel and indicator faults go to EICAS on ARINC bus C.
The same driver gives EICAS an indication that there is a fault, and bus C has a
failure. Because of this, when EICAS receives the discrete input, EICAS finds if
there is a valid bus C signal. If there is no bus C input, the status message
FUEL QTY BITE shows. If bus C input is valid, the maintenance message
FUEL QTY BITE shows. If the bus C output is normal from the processor, but
there is a fault in the circuit between the processor and EICAS, there is no
message until a fault or bus C failure causes EICAS to do a check of the bus C
input. The status message shows when there is a fault, and EICAS receives no
digital data.

R MAIN TANK DENSITOMETER

28V DC
R MAIN
BUS

28V DC
BAT. BUS

FUEL QUANTIY INDICATOR

R AUX TANK DENSITOMETER

FUEL QTY
NO. 2

L MAIN TANK DENSITOMETER

FUEL QTY
NO. 1

FUELING
PWR TRANS

P11

FUEL LEVEL
SENSOR CONT
CARGO

FUEL
STATION
DOOR OPEN
FUEL QTY PWR

28V DC
GND HDLG
FUEL QTY
BUS
REFUEL

TRANS RELAY

P34

FUEL STATION
DOOR OPEN

GND PWR

FUELING PWR CONT RELAY

28V DC
HOT BAT.
BUS
FUELING QTY

BAT. PWR
FUELING PWR
TRANS RELAY

P6

Low Fuel & Cong EICAS

message appears when
L/R tanks have less than
2200 lbs.
Fuel Cong EICAS
message appears for a
fuel imbalance of 1800
lbs. or greater between
L/R Tanks or if 1000
pounds or greater is in
the Center Tank and the
Override Pumps are not
engaged.

L MAIN TANK
LOAD SELECT
INDICATOR

L/R EICAS COMPUTERS

FUEL MANAGEMENT PANEL

OFF
FUEL
QTY
FUEL QTY TEST SW
P61 MISC TEST PANEL
TANK UNIT
BUSSING

L AUX TANK FQIS

PLUG

WIRING HARNESS
TANK UNIT
COMPENSATOR

AUX TANK
LOAD SELECT
INDICATOR

BUSSING
PLUG

R MAIN TANK
LOAD SELECT
INDICATOR

TANK UNIT
COMPENSATOR

FUELING CONTROL PANEL

BUSSING
PLUG
FUEL IND TEST SW

COMPENSATOR
BUSSING
PLUG

R CTR FUEL OVRD

PUMP CONT SW

AIR

FUEL MANAGEMENT PANEL

GND
AIR

SYS NO. 2 AIR/GND

RELAY

GND
SYS NO. 1 AIR/GND RELAY

FQIS PROCESSOR

Page 83

FQIS OPERATION
FUEL SYSTEM -- FUEL INDICATING - FQIS - INDICATION (CONT)
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R AUX TANK FQIS

WIRING HARNESS

TANK UNIT

L/R FUEL CONT PANEL

L CTR FUEL OVRD

PUMP CONT SW

L MAIN TANK FQIS

WIRING HARNESS

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R MAIN TANK FQIS

WIRING HARNESS

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FUEL SYSTEM -- FUEL INDICATING - FQIS - BITE

When you erase fault history, you can erase all but the last 10 flight legs.

Purpose

BITE Menu Operation

The FQIS BITE finds, stores, and shows FQIS faults.

These are the functions and operation of the processor front panel BITE
switches and BITE display:

Physical Description
The face of the processor unit has these parts:

32-character LED plain language display

BIT procedure placard
Menu switch
YES switch
NO switch
ON/OFF switch
Up and down arrow switches

FQIS Fault Detection and Storage

The processor does continuous self-tests and isolates and stores FQIS faults.
Faults are in memory by flight leg from the current leg (0) to 99. The transition
from one flight leg to a different flight leg is at the air ground transition on
takeoff. Each time the flight leg changes from ground to air, all flight leg
numbers increase by one. Faults that occur in the system go to the BITE circuit
card nonvolatile memory (NVM) on the A or B ARINC 429 bus for display.
Fault Recovery and Erase
You read the stored faults with a menu-driven, 32- character LED plain
language display and 6 control push-buttons on the processor front face. Faults
show in two groups, present faults (real-time faults) and fault history (stored
faults). There are real-time messages with some real-time faults. For example,
the message VOLUME SHUTOFF OF LM (left main) at 95 percent shows with
the faults that have a relation to degraded system accuracy. This has a relation
to the volume calculation problems in fueling troubleshooting. An intermittent
fault goes in memory and shows with the number of times the fault occurs on a
leg up to a count of 99. The fault also shows if it occurred in the air or on the
ground. When you do a recall of the faults from memory, only flight leg numbers
.with recorded faults show.the last 10 flight legs.

ON/OFF button puts the processor BITE display on and off

MENU button selects, or goes back to, the current menu; if you push the
MENU button a second time, the main menu shows
UP and DOWN arrow buttons move up and down in a menu list of
questions
YES and NO buttons let you give answers to menu questions
The messages xx IN PROGRESS (TEST or ERASE) inhibit normal push-button
operation when the messages show. For some menu operations, some pushbuttons are not in operation. If you push one of these push-buttons, the
message BUTTON INACTIVE shows for 1 second. The message inhibits if IN
PROGRESS shows. When a question shows, you give the answer with the
YES or NO buttons.
Present Faults
The present faults menu shows active or hard faults in the current flight leg. An
A or a G follows each fault to show whether the processor is in the air mode or
in the ground mode.

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FUEL SYSTEM -- FUEL INDICATING - FQIS BITE (CONT)

Fault History
The fault history menu shows stored faults from each of up to 64 previous flights
that had a fault occur. A flight leg is specified by transition of the air/ground
sensor to air. A flight leg is the time in the air during the flight and all time on the
ground that the system has power until the next takeoff. An A or a G and a
number follows each fault to show whether the fault first occurred while in the air
or while on the ground. The number shows intermittent faults by the number of
times the fault occurred during that flight leg.
Operation/Erase Fault History
Any fault currently detected shows in the present faults menu. The memory for
the current flight leg in the fault history menu is flight leg 0. Intermittent
faults on the current flight leg are stored in flight leg 0. When the next ground to
air transition occurs, the faults from flight leg 00 and the present faults combine
and are in flight leg one. The flight number increments by one on every takeoff
to F64. When you look at the fault history, only flight legs with stored faults
show. The erase fault history menu first asks if you want to erase fault history
information and, if you answer YES, then asks if you want to erase flight legs
from the NVM for flight legs 11-64. If you answer this second question YES, the
menu asks Are You Sure? 11-64? If you answer the third question YES, Erase
In Progress shows (flashing). When the erase is complete, End Hist Erase
Complete shows. All flight legs can be erased when the processor is in the
shop ID mode.

FUEL SYSTEM -- FUEL INDICATING - FQIS - BITE (CONT)

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FUEL SYSTEM -- FUEL INDICATING - FUEL TEMPERATURE

INDICATING
General
The temperature of the fuel is measured to find ice in the fuel. A fuel
temperature sensor measures the fuel temperature in the left main tank. The
sensor is a resistance bulb. The signal goes to the fuel quantity
module in the flight compartment. The fuel temperature indication shows in
degrees Celsius. The indicator operates when the left 28v dc bus has power.
Location and Installation
The fuel temperature sensor is on the left rear spar just below the engine fuel
shutoff valve. Defueling is not necessary to replace the sensor.
Testing
The temperature indicating system does a test with the FUEL QTY switch on
the test panel on P61. If the system operates properly, an indication -188 shows
on the temperature indicator while the switch is down.

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FUEL SYSTEM -- FUEL INDICATING - FUEL QUANTITY MEASURING STICK ASSEMBLY

Purpose
The measuring sticks give a mechanical indication of the fuel level in each tank.
Location
There are eight sticks in the bottom surface of each wing. Six sticks are through
tank access panels in each main tank and one through the lower wing skin. The
center tank has one stick through the lower wing skin. The sticks are numbered
are from inboard to outboard on each side.
Physical Description
The measuring stick assembly has a stick housing on the lower wing surface. A
oat with a ring magnet goes around the housing in the tank. An upper float stop
keeps the float on the housing. A stick is in the dry part of the housing. The stick
is flat and can bend. There are calibrations on the stick. There is latch
assembly on one end of the stick and a magnetic armature on the other end.
Operation
You use a screwdriver to push up and turn the stick head counterclockwise for
release. When the stick releases, and you lower it, the stick armature
magnetically engages the ring magnet in the float and holds the stick at the tank
fuel level. You then make a reading from the stick calibrations. You find the
airplane attitude by a plumb bob and leveling scale on the keel beam in the left
wheel well.
You use the stick and airplane attitude data with the Fuel Quantity Measurement
Correction Data For Fuel Measuring Sticks document to change these readings
into fuel weight.

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FUEL SYSTEM -- FUEL INDICATING - HOT SHORT PROTECTOR

General
The hot short protector is a device which will not let high voltage go into the
center fuel tank densitometer harness. This keeps a spark from igniting
explosive fumes in the center tank.
The hot short protector is on the rear spar outboard of the right main gear wheel
well.
The hot short protector contains special diodes and fuses.
The diodes will send high voltage to ground when it is present. The fuses will
open if the voltage continues. When the fuses open, the voltage cannot go into
the tank.
When the fuses open, you must replace the hot short protector.
Indication
If the fuses in the hot short protector open, EICAS will show an FQIS BITE
Status message.

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