Ata 28 - Fuel R1

Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
ATA 28
FUEL
Revision 1/ January 2013
FOR TRAINING PURPOSES ONLY
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
For training purposes only.

Copyright by Jat Tehnika/Solinair Technical Training.
Jat Tehnika/Solinair is the owner of all rights to training
documents.
Any use outside the training measures, especially
reproduction and/or copying of training documents also
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Passing on training material to third parties for the purpose
of reproduction and/or copying is prohibited without the
express written consent of Jat Tehnika/Solinair .
Legal requirements under copyright and criminal law, apply.
Training Manual
ATA 28 Fuel
TABLE OF CONTENTS
2800 FUEL .. 4
FUEL SYSTEM INTRODUCTION
FUEL SYSTEM CONTROLS
FUEL QUANTITY INDICATORS
PRESSURE REFUELING PANEL
2810 FUEL STORAGE . 11
FUEL TANKS DESCRIPTION
FUEL TANK ACCESS PANEL
BAFFLE CHECK VALVES
TANK DRAIN VALVES
CENTER TANK DRAIN VALVES
APU SHROUD DRAIN
28-20 FUEL VENT SYSTEM 24
TANK VENT SYSTEM
VENT SCOOP AND FLAME ARRESTER
FLAME ARRESTER PRESSURE RELIEF VALVE
28-30 PRESSURE FUELING SYSTEM . 29
PRESSURE FUELING STATION
FUELING OPERATION
FUELING MANIFOLD
FLOAT SWITCH
FUELING CIRCUIT
OVERWING FUELING PORT
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
28-40 FUEL FEED SYSTEM 40
ENGINE FUEL FEED SYSTEM
FUEL BOOST PUMPS
MAIN AND CENTER TANK BOOST PUMP POWER
CONTROL
BOOST PUMP CHECK VALVES
ENGINE FUEL SHUTOFF VALVE /ENGINE CROSSFEED
VALVE
ENGINE FUEL SHUTOFF VALVE ELECTRICAL CIRCUIT
CROSSFEED VALVE ELECTRICAL CIRCUIT
ENGINE FUEL SHUTOFF VALVE SWITCH
DEFUELING
MANUAL DEFUELING VALVE
28-50 CENTER TANK FUEL SCAVENGE SYSTEM . 58
CENTER TANK FUEL SCAVENGE FLOW INDICATOR
(OPTIONAL)
FUEL SCAVENGE SYSTEM CONTROL LOGIC
FUEL SCAVENGE JET PUMP
28-60 FUEL QUANTITY INDICATING SYSTEM 63
FUEL QUANTITY INDICATION CIRCUIT
FUEL QUANTITY SYSTEM BUSSING PLUG AND
TRANSIENT SUPPRESSION DEVICE
FUEL QUANTITY INDICATOR
FUEL QUANTITY INDICATOR TEST
MEASURING STICK
FUEL FEED LOW PRESSURE INDICATING SYSTEM
FUEL TEMPERATURE INDICATING SYSTEM
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
2800 FUEL
FUEL SYSTEM INTRODUCTION
The purpose of the fuel system is to store and distributes
fuel to the engines and APU.
The fuel system consists of:
Tank No. 1 and No. 2 (integral wing tanks)
Center tank (three cavities)
Fuel Vent System
Pressure Fueling System
Fuel Feed System and
Indicating and Warning System
The volume of each tank is larger than the full tank fuel
capacity to allow for expansion and vent space. The surge
tanks are normally empty and have a capacity of 30 U.S.
Gallons. Fuel is loaded on airplane from a ground source
through a fueling receptacle in the pressure fueling station.
The tanks can be refueled simultaneously or one after
another. Fuel can also be loaded into tanks No. 1 and No. 2
through over wing fueling ports. The wing tanks No. 1 and
No. 2 have to be refueled at first, until the normal maximum
capacity. The remainder fuel must be filled into the center
tank.
General Fuel System Description

Electric motor driven pumps and fuel lines deliver
fuel from any tank to one or both engines and the
APU. Fuel from boost pumps can also be delivered
through a defueling valve (manual operated on
ground only) into fueling manifold for defueling and
transfer.
A fuel dump system is not installed. A fuel scavenge
system removes fuel from the center tank and
transfers it to main tank No. 1 by a jet pump when
the last center tank boost pump switch has been
switched to OFF. Fuel quantity indicators in the flight
compartment, and fueling quantity indicators at the
pressure fueling station, indicate the quantity of fuel
on the airplane. Measuring sticks are installed on the
underside of the tank No. 1 and No. 2. only. They
can be used as an alternate method to determine
the fuel quantity.
Fuel low pressure lights indicate low fuel boost
pump outlet pressure and a fuel temperature
indicator shows the fuel temperature in tank No. 1
on the forward overhead panel.
During starting the APU an additional DC operated
boost pump supplies fuel from tank No. 1.
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Diff.Courses\FuelTankSafety\Presentation\Movies\Copy of
China Al.mpg
Figure 1 Fuel Tanks
Training Manual
ATA 28 Fuel
Measurement
737-300[3][27]
Cockpit crew
Two
Seating
capacity[28]
149 (1-class,
dense)
140 (1-class,
typical)
128 (2-class,
typical)
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
737-400
737-500
Maximum
landing weight
51,700 kg
(114,000 lb)
56,200 kg
(124,000 lb)
50,000 kg
(110,000 lb)
168 (1-class,
dense)
159 (1-class,
typical)
146 (2-class,
typical)
132 (1-class,
dense)
122 (1-class,
typical)
108 (2-class,
typical)
Maximum zero- 48,410 kg

fuel weight
(106,500 lb)
53,100 kg
(117,000 lb)
46,700 kg
(103,000 lb)
38.9 m
(1,373 ft)
23.3 m
(822 ft)
Seat pitch
30 in (76 cm) (1-class, dense)

32 in (81 cm) (1-class, typical)
36 in (91 cm) & 32 in (81 cm) (2-class, typical)
Seat width
17.2" (1-class, 6 abreast seating)
Overall length
33.4 m
(109 ft 7 in)
Wingspan
28.9 m
(94 ft 9 in)
Overall height
11.13 m
(36 ft 6 in)
36.5 m
(119 ft 6 in)
31.1 m
(101 ft 8 in)
9.16
Fuselage width
3.76 m (12 ft 4 in)
23.3 m
(822 ft)
Maximum speed
0.82
(Mach)
Range fully
loaded
4,204 km
(2,270 NM)
4,204 km
(2,270 NM)
4,444 km
(2,402 NM)
Maximum fuel
capacity
23,170 L
6,130 USG
23,800 L
6,296 USG
23,800 L
6,296 USG
Engine
manufacturer
CFM International
Engine type (x2) CFM56-3B-1

11.1 m
(36 ft 5 in)
Wing sweepback 25
Aspect ratio
Cargo capacity
CFM56-3B-1
Takeoff thrust
90 kN
(20,000 lbf)
98 kN
(22,000 lbf)
90 kN
(20,000 lbf)
Cruising thrust
21,810 N
(4,902 lbf)
21,900 N
(4,930 lbf)
21,810 N
(4,902 lbf)
Fan tip diameter 1.52 m (60 in)
1.52 m (60 in)
5.0:1
4.9:1
Cabin width
3.54 m (11 ft 7 in)
Engine bypass
ratio
Cabin height
2.20 m (7 ft 3 in)
Engine length
2.36 m (93 in)
Fuselage height 4.11 m (13' 6")
CFM56-3B-2
Operating empty 32,700 kg

weight, typical
(72,100 lb)
33,200 kg
(73,040 lb)
31,300 kg
(68,860 lb)
Engine weight
(dry)
1,950 kg (4,301 lb)
Maximum
Takeoff Weight
68,050 kg
(149,710 lb)
60,550 kg
(133,210 lb)
Engine ground
clearance
46 cm (18 in)
62,820 kg
(138,500 lb)
5.0:1
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
2800 FUEL SYSTEM CONTROLS

FUEL QUANTITY INDICATORS
Are installed in the pilots center panel consist of a:
Microcomputer and a Liquid Chrystal Display
indicate the usable fuel of the respective tank
send the fuel value to the Fuel Summation Unit
memories and display faults in the fuel quantity system by
error codes 09
NOTE: The fuel quantity indicators for tank No. 1 and No. 2 in
the cockpit are identical and fully interchangeable with the
indicators No. 1 and No. 2 at the pressure fueling station.
The center tank indicators can also be interchanged between
cockpit and fueling station.
The Trim Adjustment Screws (3)

Are installed at the forward pedestal area below
captains hand mike
Allow to adjust the capacity value, of the fuel
quantity indication components, up to each fuel
quantity indicator
Note:
The Trim Adjustment Screws allow to change the
fuel quantity indicators without indicator adjustment.
The Fuel Summation Unit

is installed at the right hand side over the first officers seat
added the fuel values of the fuel quantity indicators and send
the signal to the Flight Management Computer System
(FMCS)
The Control Display Units (CDU) (2)
Are installed in the forward pedestal
Receives and displays data from FMCS
Displays the actual added fueling signal
The Fuel Quantity Test Switch
is installed at the right hand side of the center tank indicator
checks the fuel quantity indicators simultaneously when
pushing .
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 2 Fuel Quantity
Training Manual
ATA 28 Fuel
The Engine Fuel Shutoff Valve Position Indicating Light (2)
indicates the position of the Engine Fuel Shutoff Valve
OFF Valve open
ON (bright) Valve in transit or disagree between valve and
switch position
ON (dim) Valve in close position
The Fuel Temperature Indicator
indicates fuel temperature of tank No. 1
The Crossfeed Valve Position Indicating Light
indicates the position of the Crossfeed Valve
OFF Valve closed
ON (bright) Valve in transit or disagree between valve and
switch position
ON (dim) Valve open
The Crossfeed Valve Switch
controls the Crossfeed Manifold Valve connects the engine No.
1 and No. 2 fuel feed lines in order to supply engine No. 2 out of
the tank No. 1 for example, or for fuel transfer on ground
The Fuel Boost Pump Switch (6)
turns ON the fuel boost pumps in position ON
The Fuel Low Pressure Indicating Light (6)
monitors the fuel output pressure of the respective fuel boost
pump
ON Low pressure ( defective boost pump or low fuel level in
the tank ) or fuel boost pump switch in OFF position
OFF Respective boost pump switch in ON and pump delivers
sufficiently fuel pressure
NOTE:
The low pressure lights of the center tank do not illuminate, when
the respective fuel boost pump switch has been switched to OFF
position.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
The Master Caution Fuel Light
at the Annunciator panel will illuminates when
both Fuel Low Pressure Indicating Lights of a
tank are ON.
Exception: One center tank boost pump
switch is in OFF position and the second
center tank Fuel Low Pressure Indicating Light
comes on.
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 3 Fuel Indications
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
PRESSURE REFUELING PANEL

Refueling Station
Consist the following components for monitoring and
controlling for refueling / defueling and fueling transfer
Refuel Panel
Fueling Receptacle
Fueling Power Control Switch
Fueling Valves
The Test Gages & Aux Fueling Power Control Switch
is normal in OFF position and has two spring loaded
positions:
Test Gages (Used to test fuel quantity system)
Aux Fueling Power Control (Energizes fueling system if
fueling power control switch fails to activate system when
door is opened).
The Fueling Valve Position Light (blue) (3) is a push to
test light.
Indicates the energizing of the fueling valve solenoid
ON Fueling valve solenoid is energized
OFF Fueling valve solenoid is deenergized
The Fueling Valve Switch (3) controls the voltage supply
for the fueling valve solenoid
OPEN 28 V DC for the fueling valve solenoid available
CLOSE Fueling valve solenoid deenergized
The Fueling Quantity Indicator (3) indicates the actual fuel
quantity of the respective tank .Receives the fuel quantity
signal from the fuel indicator in the cockpit .Displays faults in
the fuel quantity indication system by error codes A, F and 8.
Interchangeable with the fuel quantity indicator in the
cockpit.
The Fueling Valve (3) is an electrical controlled and

hydraulically operated valve and has a fueling solenoid
with a manual override button;
opens, when the fueling solenoid is energized and
refuel pressure available
closes, when the fueling solenoid is deenergized or no
refuel pressure available
The Fueling Power Control Switch supplies the refuel
station with 28 V DC and 115 V AC Power, when the
access door is in open position.
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 4 Fuel Panel
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
2810 FUEL STORAGE

FUEL TANKS DESCRIPTION
Integral fuel tanks, No. 1, No. 2 and center, store fuel
required to run the engines and auxiliary power unit (APU).
A surge tank, outboard of each wing tank, collects fuel
overflow and includes equipment for venting the fuel tanks to
overboard.
The main tank No. 1 and main tank No. 2 are located in the
interspar area of each wing. The center tank is contained
entirely within the fuselage. The surge tanks are extensions
of the main tanks.
Primary wing structure is used for the airplane fuel tanks.
The tanks are located between the front and rear spars and
between the upper and lower wing skin. Solid tank end ribs
closes the ends of each tank, while all other wing ribs act as
fuel baffles to reduce fuel slosh. The center tank is divided
into three cavities by spanwise beams.
All fuel tanks are fuel thigh. Close metaltometal fit of all
parts forms the basic seal. Sealing compounds and sealed
fasteners are used on all joints to complete the fluid tight
seal. Two of the wing ribs contain a series of baffle check
valves to prevent fuel swapping within the tank and fuel flow
away from the boost pumps during flight.
Access panels (man size openings) on the wing lower

surface provide access to each tank. Access openings
in the tank ribs are provided for areas which are not
directly accessible through the access panels.
An access panel in the lower left surface of cavity No. 1
provides access to the center tank. Access to this panel
is through the left air condition bay.
A surge tank contains any fuel overflow from the tanks
and provides the venting. A drain line allows the fuel
overflow to drain back into the center tank. A vent scoop
is installed on the bottom skin of the surge tank. The
vent scoop provides a venting of the surge tank and a
positive tank pressure during flight. In case of over
fuelling, the fuel will flow through the vent scoop out of
the surge tank on the ground.
In the access panels 1, 4, 6, 8 and 10 of tank No. 1 and
No. 2 are drip sticks installed for an alternate fuel
quantity measuring.
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
honeycomb
Flame Arrester
Pressure Relief
Valve
Figure 5 Fuel Tank Arrangement
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
FUEL TANK ACCESS PANEL

Access panels permit entry into the airplane fuel tanks
for inspection or component repair.
The access panels in positions No. 1 and No. 2 are
molded aluminum honeycomb. All other wing tank
access panels are cast aluminum. The access panels
are installed in the tank. The panels are installed by
inserting screws through a clamp ring on the outside,
flush with wing panel and threading the screws into
captive nuts in the access panel. A molded rubber seal
ring, fitted into a grove in the panel seal face, supplies a
static type fluid seal between the access panel and the
wing skin. Fuel tank access panels are electrically
bonded to the wing structure by coating the gasket and
clamp ring with anticorrosion grease.
The center tank has one access panel, which is located
in the left air condition bay. Each surge tank has two
access panels. The No.1 and No. 2 tanks have 12
access panels each. In addition, two smaller panels in
each lower wing skin, permit access to the fuel boost
pumps.
Maintenance advice:
Fuel measuring sticks are installed in the fuel tank access panels
No.1, 4, 6, 8 and 10. Indexing Notches are located at the
inboard section of the fuel tank access of the wing. The diameter
of fuel tank access panel No.10 is about 2 inches less than the
other panels.
A Flame Arrester Pressure Relief Valve is installed in the
access panel No. 13. The pressure relief valve must be closed
before panel reinstallation.
Molded Rubber Seal

This type of seal is fixed to the access panel (old type).
This seal is replaceable on new type access panels only.
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 6 Fuel Tank Access Panels
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
The Center Tank Access Panel

The center tank Access Panel consists of cast
aluminum and is located in the left air condition bay.
The panel is additional sealed because of the built in
position (air conditioning bay).
Installation Note: Do not use grease for screw
installation. Thighten each bolt with small turn. Then
tighten a different bolt with a small turn until you have
the correct torque value for each bolt. The run on
torque is the torque necessary to turn the bolt against
the friction of the threads. Ref. to Maintenance Manual
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
BAFFLE CHECK VALVES

The baffle check valves prevent fuel flow in
the outboard direction but permit fuel flow
in the inboard direction. Thus the baffle
check valves prevent the boost pump inlets
from being uncovered and improve airplane
stability.
The valves are located on the bottom of
wing ribs at wing buttock line 157.0, 227.0
and 557.0.
The baffle check valves are free swinging
and flow actuated. Inboard fuel flow opens
and outboard flow closes the valves.
Figure 8 Fuel Tank Baffle Valves
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
TANK DRAIN VALVES

The sump drain valves are used for draining accumulated
moisture from each tank and for draining trapped fuel
remaining after defueling.
In each tank is one drain valve at the lowest point
installed.
Description Main Tank Sump Drain Valves
The sump drain valves for the No. 1 and No. 2 tank are
spring-loaded closed, poppet-type valves flush-mounted in
the wing lower skin. A screen over each valve inlet
protects the unit from contaminants.
To drain the main tank fuel sump, the poppet is pushed up
to open the valve and let fuel drain through the drain hole
in the center of the valve to outboard.
Maintenance Practices
The primary drain O-Ring of the main tank drain valve
poppet, can be replaced without draining or entering the
fuel tank by placing the valve in the seal service position
( old valve version P/N VD82-2941 ). If it is a new valve
( P/N 87-5273 ) installed, a wrench tool is required in
order to replace the O-Rings by release the valve core
plug. The removal of the valve assembly requires draining
and entering the tank.
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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 9 Fuel Tank Drain Valves
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
CENTER TANK DRAIN VALVES

The center tank train valve is used for draining the
accumulated moisture and trapped fuel remaining after
defueling.
The center tank drain valve is installed in the wing lower
skin in the center section. The access door is located
between the air conditioning bays in front of the marker
beacon antenna.
The center tank sump drain valve is a spring-loaded
closed, flapper-type check valve. A sump drain assembly
connects the valve upper housing with the lower body
section of the airplane through the keel beam area.
The sump is drained as follows:
1. If the sump drain valve does not have an actuating rod
(Tool-Operated)
To drain, insert a broad-bladed screwdriver in slot, turn
clockwise and push up on the plunger.
To close, release the plunger, let the slot align fore and
aft, and close access door.
2. If the sump drain valve has an actuating rod (RodActuated)
To drain, pull on the actuating rod.
To close, release the rod and close the access door.
Maintenance Practices/Sump Drain Valve (ToolOperated)

1. Sump drain valve change
The center tank must be defueled for drain valve
removal.
Access to the assembly is through lightening holes in the
keel beam.
The bonding jumper must be disconnected from the
airplane structure.
The retaining plate must be removed.
The drain assembly can be turned clockwise until it
moves freely from the upper housing.
Installation in a vice versa sequence
Maintenance Practices/Sump Drain Valve (RodActuated)
1. Sump drain valve change
The valve can be removed without defueling the center
tank, because of a flapper assembly. It closes the valve
opening in the tank, when the drain valve has been
removed.
The removal and installation procedure is similar as the
tool-operated one.
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Between the air conditioning
bays in front of the marker
beacon antenna
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
APU SHROUD DRAIN

A shroud drain is provided to drain
moisture or any fuel leaking from the
APU fuel line.
The drain line is located in the left main
wheel well.
The shroud drain consists of a drain line
connected to a drain manifold. The
drain manifold contains a flame arrestor
and a drain cock. The line terminates in
a drain mast.
During operation, only moisture drains
from the mast. If the APU fuel line is
leaking, fuel drains from the drain mast.
The drain cock is used to check for and
drain off any leaking fuel while on the
ground. The drain cock must be closed
for flight.
NOTE: It is optional to have the
hydraulic reservoir vent line connected
to the drain mast on new B737
airplanes (see ATA 29 Hydraulic).
Figure 11 APU Shroud Drain
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ATA 28 Fuel
28-20 FUEL VENT SYSTEM

TANK VENT SYSTEM
The fuel vent system prevents damage to the tank structure by
providing positive venting of all fuel tanks, regardless of
airplane attitude. During flight, the system also helps to
decrease fuel evaporation and assists the fuel boost pumps by
providing a small positive pressure head on the fuel.
The components associated with the tank vent system are
located inside the fuel tanks. Vent scoops are located on the
bottom skin of surge tanks.
Two parallel vent channels extend into the main and center
tanks from the surge tanks. Two stringers attached to the wing
upper skin form each hat section channel. The channels open
into each surge tank. The aft channel terminates near the wing
root in the wing tanks and is connected to a vent tube. The
forward channel passes through the center tank and forms a
continuous channel connecting the left and right surge tanks.
The center tank is vented by tubing's and is connected to the
forward channel.
A tube is mounted to the channel in tanks No. 1 and 2. In the
center tank, tubing is mounted to the channel at two places.
Two drain check valves are installed in the center tank vent
tubing, to drain the tubing/channel/surge tanks.
A surge tank, located at the end of each wing, collects any
overflow fuel passing through the vent channels. The overflow
fuel flows through a surge tank drain line into the center tank.
Tank No. 1 and 2 float valves are located in the channel of the
wing tanks. The center tank float valve is in the vent tubing.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
A fuel float valve opens and closes corresponding to the fuel
level in the tanks and airplane attitude changes. As the fuel
level rises the valves begin to close. As the fuel level lowers,
the valve begins to open. A float stop supports the float in its
full open position.
The fuel vent scoop consists of a recessed ram air scoop
mounted in a lower wing surface access panel, and a fiveinch standpipe assembly. A screen is installed at the top of
the standpipe to prevent the entrance of foreign matter. The
design of the scoop is such that icing conditions have
minimum effect on ram air pressure.
All fuel tanks are fuel tight. Close metal-to-metal fit of all parts
forms the basic seal. Sealing compounds and sealed
fasteners are used on all joints to complete the fluid tight seal.
Two of the wing ribs contain a series of baffle check valves to
prevent fuel flow away from the boost pumps.
Access to the vent components in the tanks is through the
fuel tank access panel.
During fueling of the tanks, if the fueling system fails to close
the fueling valve, excess fuel enters the climb port. (Float
valve is closed.) Through the vent channel, the fuel flows to
the surge tank and overflow through the vent scoop. Fuel
trapped in the surge tank (maximum 114 Liters, 30 US
gallons) flows to center tank, after initial burn off, through the
vent system.
During climb, the climb port is exposed, float valve is closed,
allowing air/vapor to be vented through the vent scoop.
During cruise, air enters the tank through the normal port
(float valve is open) providing slight pressurization.
During descent, air enters the tank through the normal port
since float valve is open and climb port submerged in fuel.
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ATA 104 - Level 1 C
Figure 12 Fuel Tank ventilation
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28-20 PRESSURE FUELING SYSTEM

PRESSURE FUELING STATION
The pressure fueling panel is used for:
1. filling the tanks,
2. defueling the tanks or
3. fuel transfer between the tanks.
The pressure fueling panel (P15) is located in the fueling
station.
The fueling panel consists of 3 fuel quantity indicators, 3
fueling valve switches, 3 blue valve position lights, switch for
indicator test or for auxiliary fueling power control.
Operation
Prior to the fueling operation, the 3 blue lights and
quantity indicators are checked for proper operation.
Using the fueling valve switches in the open position,
allows the fueling valve to open, blue lights illuminate,
and fuel proceeds to the respective tank. Fueling can be
stopped by placing the valve switch to the closed
position, or fueling stops automatically by a float switch
when the tank is full. Upon completion of fueling, closing
of the door removes power from the fueling station.
Access to the fueling panel is by opening the fueling station

door.
The Power required for the fueling operation is 28 volt DC
and 115 volt AC obtained from ground power, APU or battery.
Control
When the fueling station door is opened, the fueling power
switch is actuated and the panel is illuminated by 3 white
lights. (If the fueling power switch fails to operate, power to the
panel can be supplied by holding the auxiliary fueling power
control switch.)
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ATA 104 - Level 1 C
Figure 15 Refuel Station
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
FUELING CIRCUIT
If the battery switch is ON, battery
provides power to relay R10(R11). If
ground power is used, the Bus
Protection Panel TR unit provides power
for relay R10(R11). When the fueling bay
door is open, the fueling power switch (or
holding the auxiliary fueling power control
switch) provides a ground for relay R11.
This will provide 28 volts DC for fueling
bay illumination, press-to-test of valve
position lights and valve position
switches.
Placing the valve position switch to
OPEN energizes the valve solenoid
through the closed float switch; the blue
light is illuminated when solenoid is
energized. When the tank is full, the float
switch opens, de-energizing the solenoid,
valve closes and blue light is
extinguished.
Fueling can be stopped at any time by
placing the valve position switch to
CLOSE.
Backup Operation
If DC power is not available, the fueling
valve can be opened by the manual
override button next to the solenoid.
Figure 16 Fueling Circuit
Battery switch ON - Standby Power switch BAT - The entire fuel

system will operate normally
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ATA 104 - Level 1 C
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
FUELING MANIFOLD
The fueling manifold is used as a distribution center for the
pressure fueling, defueling and fuel transfer.
The fueling manifold is located on the right wing front spar in
the fueling station.
The manifold consists of a fueling receptacle with a poppet
valve, three solenoid controlled fuel pressure operated
valves with manual overrides, and four outlet ports, three of
which contain check valves.
The access to the manifold is by opening the fueling station
door.
With the fueling hose connected, a plunger in the hose
nozzle opens the poppet valve allowing the fuel to enter the
fueling manifold. Fuel through the orifice enters the chamber
above the diaphragm, thus equalizing the pressure across
the diaphragm and the spring keeps the valve closed. When
the solenoid is energized or the manual override plunger
pushed and held, fuel pressure above the diaphragm is
relieved and fueling valve opens. Fuel from the manifold
proceeds to the respective tank through the check valve.
When the solenoid is de-energized or the manual override is
released, pressure is equalized across the diaphragm and
the fueling valve closes.
During defueling operation, with the defueling valve open,
fuel enters the fueling manifold and is taken out by a hose
through the fueling receptacle.
During transfer operation, with the defueling valve open and
the tank to be filled fueling valve open, fuel proceeds from
the fueling manifold to the tank.
The fueling manifold and its components can be removed and
replaced without defueling the tanks. Removal of the manifold
requires evacuating fuel from the manifold by depressing the
poppet valve in the receptacle, disconnecting electrical
connectors to the fueling valves, removing the fueling valves
and bolts between the manifold and check valves. Removal
and replacement of the fueling check valves requires removal
of the manifold. The fueling hose adapter can be removed
and replaced without removing the manifold.
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ATA 104 - Level 1 C
Figure 18 Refuel Station Receptacle
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
FLOAT SWITCH
The float switches, one for each tank,
prevent the tanks from being
overfilled.
The switches are located near the top
of each tank and sense full tank
quantity.
The switch consists of a capsule
surrounded by a cork float containing
a magnet. The whole assembly is in a
cylindrical container.
Access to the switches is through a
fuel tank access panel.
Power supply is 28 volt DC from the
fueling station.
During pressure fueling with the tank
less than full, the float switch allows
power to the fueling valve which will
then open with fuel pressure. When
the tank is full, the float switch
interrupts power to the fueling valve
causing it to close.
Figure 20 Float Switch
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 21 Overwing Fill Port
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
28-40 FUEL FEED SYSTEM

The distribution system allows fuel to be supplied to the
engines and APU. In addition, the system can be used for
defueling the tanks and for fuel transfer between the tanks.
The distribution system utilizes pumps, valves and tubing
for engine and APU feed. The fueling station is used for
defueling and transfer operations which are only
possible on the ground.
The fuel distribution components are located inside the
main tanks and on the front and rear spars of the main
tanks.
General Operation
A. Engine Feed
- Fuel is first supplied to both engines from the center tank
and then from the respective tanks to engines. The
crossfeed valve allows fuel from one tank to be supplied to
both engines. Fuel can also be supplied from main tanks by
suction to both engines.
B. APU Feed
- Fuel to the APU is primarily supplied from tank No. 1, but
it can be supplied from any tank using the engine feed
components.
C. Defueling
- All tanks can be defueled through the fueling manifold
using engine feed components.
D. Transfer
- Fuel can be transferred between the tanks using engine
feed components and the fueling manifold.
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 22 Fueling Feed System
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C

Fuel Transfer
Fuel can be transferred between the tanks on the ground
only.
In all cases of fuel transfer the defueling valve must be
open (in some cases, the crossfeed valve must be open
also). For example, transfer of fuel from No. 1 to No. 2
tank involves:
- Boost pumps in No. 1 tank operating
- Crossfeed valve open
- Defueling valve open
- No. 2 tank fueling valve open
Fuel from No. 1 tank is pumped by the boost pumps, via
the crossfeed manifold, to No. 2 tank. Similar operations
are required for other tank-to-tank transfer.
Defueling
In all cases of defueling, the defueling valve must be open
(in some cases, the crossfeed valve must be open also). A
fuel hose is attached to the fueling receptacle.
For example, defueling No. 1 tank (using pumps) involves:
- Boost pumps in No. 1 tank operating.
- Crossfeed valve open.
- Defueling valve open.
Fuel from No. 1 tank flows through the pumps, manifold,
valves and fueling hose to storage. Similar operations are
required for defueling the other tanks.
Suction defueling can be used, but it is not selective.
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ATA 104 - Level 1 C
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ATA 104 - Level 1 C
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ATA 104 - Level 1 C
Figure 26 Fuel Booster Pump Check VLVs
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ENGINE FUEL FEED VALVES
ENGINE FUEL SHUTOFF VALVE & ENGINE
CROSSFEED VALVE
Fuel to each engine passes through the engines
respective fuel shutoff valve.
For supplying fuel from one tank to both engines, the
crossfeed valve is used.
The two fuel shutoff valves are located on the front spars
outboard of the engines. The crossfeed valve is located on
the rear spar on the right side.
The valve is motor operated, sliding gate, semi-submerged
with manual override handle. The valve consists of gate,
actuator, and port adapter assemblies. The port adapter
assembly is mounted inside the tank and supports the
manifold. The gate assembly slides into the adapter from
the dry side, and the actuator couples to the gate shaft with
an index-tooth spline. Three thermal relief valves are
provided.
Access
The fuel shutoff valves are accessible through individual
panels located out board of the engines on the wing
leading edge. The crossfeed valve is accessible from the
right main wheel well.
Power
The valves require 28 Volt DC power.
.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Operation
When the motor is energized, the actuator assembly drives
the gate to close or open the valve. The fuel shutoff valve is
opened by movement of the engine start lever from CUTOFF
to IDLE position. It is closed by the start lever or by the
operation of the corresponding fire handle.
The crossfeed valve is opened or closed by a rotary switch
located on the P5-2 panel. The valve can also be operated by
the manual override handle providing that the corresponding
circuit breaker has been pulled. The override handle also
indicates the position of the valve.
The thermal relief valves limit the pressure trapped in the
manifold to 45-60 psi with the system shut down.
APU Fuel Shutoff Valve
The APU fuel valve is mounted on the left wing rear spar and
controls delivery of fuel from tank No. 1 to the APU.
The valve is an electric motor-driven rotary gate valve with
manual override handle. The manual override handle
provides a visual check of the valve position and a manual
method of positioning the valve when the electric motor is not
energized.
To limit pressure buildup in the fuel lines, the valve housing
incorporates a thermal relief valve.
The valve is operated by 28 Volt DC Power and is controlled
by the APU master switch for opening and closing, or by APU
fire handle for closing only.
NOTE: The main tank or tanks must be defueled to the
quantity indicated on the placard prior to removal of the valve.
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ATA 104 - Level 1 C
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ATA 104 - Level 1 C
Figure 27 Engine Feed VLVs
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ATA 104 - Level 1 C
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ATA 104 - Level 1 C
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ATA 104 - Level 1 C
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
ENGINE FUEL SHUTOFF VALVE SWITCH

The switch for the fuel shutoff valve is installed on
brackets in pilots control stand. There is one switch for
each start lever.
You can get access to the switch for the fuel shutoff
valve for the No. 1 engine from the left side of the pilots
control stand.
You can get access to the switch for the fuel shutoff
valve for the No. 2 engine from the right side of the
pilots control stand.
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ATA 104 - Level 1 C
Figure 29 Engine Fuel Shutoff Valve Switch
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
DEFUELING
MANUAL DEFUELING VALVE
The fuel system is designed to permit complete or partial

defueling of one or more tanks, or to permit fuel transfer to
other tanks while the airplane is on ground. To do the defueling
or fuel transfer, parts of the pressure fueling, engine fuel feed,
and defueling systems are used in combination.
There are four different procedures in order to defuel the fuel
tanks
1. Defuel through the pressure fueling receptacle with the
airplane boost pumps and the defueling (suction) pump on the
refuel truck. This procedure defuels all of the tanks at the
same time. It is the fastest procedure to defuel the tanks.
The defueling valve is used for defueling of the tanks and

for fuel transfer between the tanks.

airplane boost pumps only.
defueling (suction) pump on the fuel truck only. Use this
procedure only if it is necessary. It is a very slow procedure.
The valve is located inboard of the fueling station.

The valve is a manually operated, sliding gate, semisubmerged unit. The valve consists of a gate, actuator,
and port adapter assemblies. The port adapter assembly
is mounted inside the tank and supports the fuel line. The
gate assembly slides into the adapter from the dry side.
Access to the valve is through a panel inboard of the
fueling station.
Operation
The valve is opened and closed by the use of the red
valve handle. When the valve is open, the access panel
can not be closed due to panel/handle interference.

external power control unit. For this procedure, it is a special
ground support equipment required.
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ATA 104 - Level 1 C
Figure 30 Manual Defueling Valve
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ATA 104 - Level 1 C
28-50 CENTER TANK FUEL SCAVENGE SYSTEM

The scavenge fuel shutoff valve, when energized, allows fuel
from the No. 1 forward boost pump to the center wing
scavenge jet pump.
The valve is mounted on the front spar of the No. 1 fuel tank
outboard of the No. 1 forward boost pump.
The unit consists of a valve body and solenoid assembly
containing a solenoid, plunger, poppet, pins and spring.
The valve is accessible from the front spar of the No. 1 tank.
Operation
When the center tank boost pump switches are on, the
solenoid is relaxed and the plunger/poppet assembly is springloaded closed against the valve seat insert.
Turning both center tank boost pump switches off will energize
the solenoid. The poppet will pull away from the valve seat
allowing fuel flaw from the No. 1 tank forward boost pump to
the scavenge fuel jet pump.
Removal of the valve requires defueling the No. 1 tank and
extension of the leading edge flaps to gain access to the
attaching hardware. At the front spar, disconnect the electrical
connector and bonding jumper from the valve. Remove the nut
and washer. Inside the No. 1 tank disconnect the fuel lines and
remove the valve.
CENTER TANK FUEL SCAVENGE FLOW INDICATOR

(OPTIONAL)
The scavenge flow indicator is used for the center tank fuel
scavenge system.
The indicator is located on the front spar of the No. 1 fuel
tank.
It consists of a flapper check valve assembly which is
connected to a pointer on the indicator. The deflection of the
flapper is proportional to the flow through the system.
The indicator has three color bands:
- Blue band - no flow
- Red band - flow up to 280 lb / hr at 21C (70F)
- Green band - flow above 280 lb / hr
Access to the indicator is by extending the leading edge flap.
Operation
The system is checked by observing the indicator with the
center tank boost pumps switched off and the tank No. 1
forward boost pump switched on.
The indicator removal requires defueling of tank No. 1.
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ATA 104 - Level 1 C
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28- 60 FUEL QUANTITY INDICATING

SYSTEM
The fuel quantity indicating units measure the weight
of usable fuel in the tanks. Two types of quantity
indicators are used, capacitance for indicators and
manual measuring sticks. The measuring sticks are
provided for the main tanks only.
The capacitance gagging system tank units and
compensators are located inside the tanks. The
measuring sticks are located in main tank access
panels. Main Tank - 12 tank units, 1 compensator, 5
measuring sticks.
Center Tank - 2 tank units, 1 compensator.
Tank Units are hollow coaxial cylindrical capacitors
mounted vertically to ribs inside each fuel tank. Fuel
is used as the dielectric. The inner tube is profiled to
correspond to the irregular shape of the inside of the
fuel tank. The tank units are located throughout the
tanks so an accurate reading is provided whatever
the attitude of the airplane.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Compensator Units are hollow coaxial cylindrical

capacitors mounted vertically to ribs inside each fuel tank at
the lowest portion so that the compensator is always
submerged in fuel. The compensator is connected
electrically into the gagging circuit to compensate for the
different dielectric constants of fuels of differing chemical
compositions.
The tank units are connected together in parallel. The wiring
harness from each main tank is connected to a bussing plug
located in the front spar of the wing. The center tank bussing
plug is located on the forward wall of the left main wheel
well.
The TSDs (Transient Suppression Devices) suppress
electrical transients, preventing them from reaching the
FQIS wiring and components inside the fuel tanks.
Drip Sticks are calibrated tubes which can be pulled down
for reading of fuel height.
The Indicators, Summation Unit and Trimmers are in the
flight compartment. Repeater indicators are in the fueling
station.
POWER
The indicators utilize 115 volt AC power.
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Main Tank
12 tank units,
1 compensator,
5 measuring sticks.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Center Tank
2 tank units,
1 compensator.
Figure 34 Fuel Quantity Indicating System
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 35 Fuel Quantity Indicating System
The forward
wall of the
left main
wheel well.
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
FUEL QUANTITY SYSTEM BUSSING PLUG AND

TRANSIENT SUPPRESSION DEVICE
Bussing Plug
Tank unit leads in a given tank, form a harness which
terminates at a receptacle. The receptacles for the No. 1
and No. 2 tanks are found in the applicable wing front
spar, and for the center tank in the left forward bulkhead
in the wheel well for the main landing gear. Attached to
each receptacle is a bussing plug assembly. The plug
assembly connects the tank units in parallel.
Transient Suppression Device
The TSD is a safety device that provides isolation of
excess power from the fuel quantity signals into the fuel
tank. A special EMI shielded cable connects the TSD to
the fuel tank bussing plug. The TSDs for the No. 1 and
No. 2 tanks are located on the respective wing front spar,
and for the center tank on the main wheel well ceiling
near the System A hydraulic reservoir.
Maintenance Advice:
For troubleshooting the Fuel Quantity Indicating System
a system tester can be connected to the indicator plug
and to the bussing plug. But the respective TSD must be
bypassed by using the TSD Bypass Cable.
For instruction see the AMM.
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ATA 104 - Level 1 C
The plug assembly connects the

tank units in parallel.
Figure 36 Bussing Plug And Transient Suppression Device
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
FUEL QUANTITY INDICATOR

Fuel Quantity Indicator
Digital fuel quantity indicators show the weight of fuel and
percentage of full capacity in each fuel tank.
Each fuel quantity indicator has a single chip microcomputer system
and a digital liquid crystal display (LCD). The microcomputer sends
periodically a short time AC signal of 10 Volt and 5 kHz over the
LO-Z wire directly to the tank units, there after to the compensator
unit and measures the current in the HI-Z wire. By this capacity
measuring method, the micro computer calculates the fuel quantity.
When a parameter reaches an unacceptable level, the fuel quantity
indicator shows either normal or zero fuel quantity, the word ERR,
and an error code between 0 and 9. The error code can be used to
help in troubleshooting the system. To clear any stored error codes,
including those stored by activating the self test switches, cycle
indicator power from ON to OFF to ON again, with the EP GND
FUELING and fuel QTY circuit breakers on the P6 panel.
Refuel Quantity Indicator
Refuel quantity indicators on the P15 panel show the weight of fuel
in the fuel tanks. The refuel quantity indicators function as repeaters
of the fuel quantity indicators found in the control cabin and help the
ground crew in refuel or de-fueling operations.
The refuel quantity indicators are interchangeable with the fuel
quantity indicators. The refuel quantity indicators operate only when
the access door for the station is open.
When the access door is closed, power to the refuel quantity
indicators is interrupted by a reed-switch. The fueling quantity
indicators monitor the signal received from the fuel quantity
indicators and display an error code if a system malfunction exists.
Figure 37 - Fuel Quantity Indicator
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ATA 104 - Level 1 C
Figure 38 - Fuel Quantity Indicator Test
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ATA 104 - Level 1 C
FUEL QUANTITY INDICATOR TEST

By pressing of the fuel quantity test switch on pilots center
panel, a test of the fuel quantity indicators will be started.
Test sequence:
- push and hold test switch until Indicators displays 0 and
ERR 4 - release test switch
- all segments ON for 2 sec.
- all segments OFF for 2 sec.
- if Error Codes memorized, each will displayed for 2 sec.
one after another (numerical order). The highest code will
displayed at first.
- maximum possible indicator value of each indicator
- the indicators display actual quantity
NOTE: The test is not possible or unusable, if the following
actual ERR- Codes are displayed:
2, 3, 5, 6 or 8
Does a ERR-Code 3 exist, the indicator will display
ERR-Code 2 while the test switch is being pressed.
Operation - Fueling Quantity Indicator

By switching of the Test Gages & Aux Fueling Power Control
Switch to Test Gages Position, a test of the fueling indicator
will be started.
Test sequence:
- push and hold test switch to Test Gages position
- all segments ON
- the indicators show Blank
- maximum possible indicator value
- release switch
- the indicators display actual quantity
NOTE: During fueling quantity indicator test, the fuel quantity
indicators in the cockpit display ERR-Code 3.
When the following actual ERR-Codes are displayed:

1, 3, 5 or 7 the indicator accuracy will shift about 3 %.
During fueling indicator test, the repeater indicators on the
fueling station show a display test.
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ATA 104 - Level 1 C
Figure 39 - Fuel Quantity Indicator Test
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ATA 104 - Level 1 C
MEASURING STICK
The measuring sticks are used to measure the fuel quantity in
tanks No. 1 and 2 by mechanical means. The fuel quantity
measurements obtained by measuring sticks assist the ground
crew in fueling operations when electrical power for fuel
quantity indicators is not available. The measuring sticks are
also used for comparing the fuel weight indicated by the fuel
quantity indicators to the reading obtained by measuring
sticks.
There are five measuring sticks for each main tank, located in
wing fuel tank access panels No. 1, 4, 6, 8, and 10.
The measuring stick consists of a fiberglass tube in a housing
attached to the access panel. The tube is graduated in inches,
gallons or kilograms, (a customer option). At the side of the
housing is a removal valve, which allows stick removal without
defueling.
Operation
To determine the fuel quantity in the tank, the measuring stick
is unlocked and slowly lowered until the fuel enters the upper
end of the stick and drips out of the lower end. The drip hole is
marked on the base of the measuring stick with a red arrow.
Tables of capacities, corrected for airplane attitude, are found
in the measuring stick document.
The sticks can be removed without defueling the tanks.
Removal of 3 retaining screws allows the stick assembly to be
pulled out from the access panel.
General
You can refuel a tank with a fuel quantity indicating system
that does not operate correctly (a bad indicator). You can do
this task with the fuel measuring sticks in the No. 1 tank or
the No. 2 tank. You must also use the applicable document to
calculate the fuel quantity from the values on the fuel
measuring sticks. You must move fuel from a different tank if
you must refuel the center tank when its indicators do not
operate.
You can also move fuel to refuel one of the wing tanks as an
alternative to the fuel measuring stick procedure. Use the
Fuel Measuring Sticks to Refuel the No. 1 Tank or the No. 2
Tank when the Fuel Quantity Indicating System does not
operate
NOTE: Calculating of the fuel weight by the Measuring Sticks
(Ref. Maintenance Manual)
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The Open Type Fuel Measuring Stick (Drip stick)

To operate the fuel measuring stick, apply a slight
pressure and turn the fuel measuring stick 90 degrees in
the counterclockwise direction. Slowly lower the fuel
measuring stick until fuel appears from the drip hole. Read
the fuel quantity on the fuel measuring stick to find the
quantity of fuel in the fuel tank.
The Magnetic Float Type Fuel Measuring Stick
To operate the fuel measuring stick, it is unlocked from the
base by applying a slight pressure and a 90 degree
counterclockwise turn to the end of the stick. When the
fuel measuring stick is unlocked, it is lowered to the fully
extended position. Depending on fuel level, a bearing
found on top of the stick will magnetically latch onto a
magnet in the float before full extension. In this event, a
slight pressure should be applied to assure a full
extension. At the fully extended position, the fuel
measuring stick stops against a cushion giving a soft firm
feel.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
To find the fuel level

To find the fuel level, the fuel measuring stick is gently
raised until the magnetic latch is felt to engage. There is a
positive feel in this position since the magnetic latch is
strong and will jerk the fuel measuring stick into its position.
The fuel measuring stick is now read to find the fuel level in
the fuel tank. If the fuel measuring stick is being monitored
during a refuel or defueling operation, the float and stick
sub assembly will move with the fuel level. However, since
the magnetic attachment between the magnets of the stick
sub assembly and float causes a small friction against the
housing, the stick sub assembly and float will not move up
smoothly with the fuel level, but in distinct jumps as the fuel
level rises on the float to overcome the static friction. On
declining fuel levels when defueling, friction will occur in the
opposite direction. Calibration marks on the stick sub
assembly are set to read on rising fuel levels and the most
accurate reading will be immediately after a jump of the
stick sub assembly.
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Figure 41 - Fuel Measuring Stick
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FUEL FEED LOW PRESSURE INDICATING SYSTEM
The condition of each boost pump is monitored by a

pressure switch, sensing pump output pressure, and an
amber LOW PRESSURE light operated by the pressure
switch. The low pressure warning system also actuates
the MASTER CAUTION and the FUEL Annunciator
lights.
The low pressure warning system circuits are located in
the P5-2 panel.
Fuel Feed Low Pressure Switches

Fuel feed low pressure switches control the fuel low
pressure indicating lights on the overhead panel. Each
switch assembly consists of a cylindrical housing
containing a diaphragm and a switch. Each switch has
one inlet port for a pressure sensing line coming from a fuel
boost pump. The switch is vented to atmosphere. The fuel
feed low pressure switches are located on wing front spar.
The system consists of the six pressure switches, two

center tank pump switches, six LOW PRESSURE amber
lights, MASTER CAUTION and FUEL annunciate amber
lights.
The fuel feed low-pressure indicating system provides an
indication when the output pressure of any fuel boost
pump falls below a preset value. The system consists of
six pressure actuated switches and six indicator lights,
one for each fuel boost pump, together with connecting
fuel lines. If the outlet fuel pressure of a fuel boost pump
falls to the preset value, its fuel low pressure switch will
be actuated; this will illuminate the appropriate indicator
light on the overhead panel.
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Figure 42 - Fuel Feed Low Pressure Indicating System
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FUEL TEMPERATURE INDICATING SYSTEM

The temperature indicator displays the fuel
temperature in tank No. 1.
The indicator is located on the P5 panel.
The fuel temperature indicator is resistance ratio
meter type unit. It consists of a no-power sweep-off
coil, deflection coil, cabin temperature compensator,
dial calibrated from -56C to 56C and integral lights.
Power
Power supply is 28 Volt AC.
Operation
The indicator rectifies the AC power to DC and
applies it to the metering circuits through an
electromagnetic sweep-off mechanism. This forces
the meter to respond to the coil torques. The indicator
applies a voltage to the temperature bulb and the
resulting current is a measure of the fuel temperature.
With power off, the pointer remains off scale at the
low temperature end.
69
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Figure 44 - Fuel Temperature Indicating System
70

Ata 28 - Fuel R1

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Ata 28 - Fuel R1

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Training Manual

FOR TRAINING PURPOSES ONLY

For training purposes only.

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

General Fuel System Description

Figure 1 Fuel Tanks

FOR TRAINING PURPOSES ONLY

Maximum zero- 48,410 kg

30 in (76 cm) (1-class, dense)

17.2" (1-class, 6 abreast seating)

3.76 m (12 ft 4 in)

Engine type (x2) CFM56-3B-1

Fan tip diameter 1.52 m (60 in)

1.52 m (60 in)

3.54 m (11 ft 7 in)

2.36 m (93 in)

Fuselage height 4.11 m (13' 6")

Operating empty 32,700 kg

1,950 kg (4,301 lb)

FOR TRAINING PURPOSES ONLY

2800 FUEL SYSTEM CONTROLS

The Trim Adjustment Screws (3)

The Fuel Summation Unit

FOR TRAINING PURPOSES ONLY

Figure 2 Fuel Quantity

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Figure 3 Fuel Indications

FOR TRAINING PURPOSES ONLY

PRESSURE REFUELING PANEL

FOR TRAINING PURPOSES ONLY

The Fueling Valve (3) is an electrical controlled and

Figure 4 Fuel Panel

FOR TRAINING PURPOSES ONLY

2810 FUEL STORAGE

FOR TRAINING PURPOSES ONLY

Access panels (man size openings) on the wing lower

Figure 5 Fuel Tank Arrangement

FOR TRAINING PURPOSES ONLY

FUEL TANK ACCESS PANEL

Molded Rubber Seal

FOR TRAINING PURPOSES ONLY

Figure 6 Fuel Tank Access Panels

FOR TRAINING PURPOSES ONLY

The Center Tank Access Panel

FOR TRAINING PURPOSES ONLY

BAFFLE CHECK VALVES

Figure 8 Fuel Tank Baffle Valves

FOR TRAINING PURPOSES ONLY

TANK DRAIN VALVES

FOR TRAINING PURPOSES ONLY

Figure 9 Fuel Tank Drain Valves

FOR TRAINING PURPOSES ONLY

CENTER TANK DRAIN VALVES

FOR TRAINING PURPOSES ONLY

Maintenance Practices/Sump Drain Valve (ToolOperated)

FOR TRAINING PURPOSES ONLY

APU SHROUD DRAIN

FOR TRAINING PURPOSES ONLY

Figure 11 APU Shroud Drain