Level III - Ata 28 Fuel System

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 28 Fuel System
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
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No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 28 FUEL SYSTEM

Theory System
Fuel Tank Venting System Description (3) . . . . . . . . . . . . . . . . . . . . . .2
Fuel Tank Indicating System Description (3) . . . . . . . . . . . . . . . . . . . .6
Engine Feed System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . .18
APU Fuel System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Fuel Transfer System Description (3) . . . . . . . . . . . . . . . . . . . . . . . .42
Jettison System Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Fuel Quantity & Management SYS Interface Desc (3) . . . . . . . . . . .52
Fuel System Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Fuel System Operation, Control & Indicating (3) . . . . . . . . . . . . . . .64
Component Location (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL III - ATA 28 Fuel System Page 1
FUEL TANK VENTING SYSTEM DESCRIPTION (3)

The mid tank vent pipe connects the inboard end of the tank to the surge
Description tank. The pipe has two primary outlets with open upturned ends installed
and a secondary outlet, protected by a float valve between ribs 21 and
The surge tank is connected to a vent tank, which is connected to the
22.
atmosphere through a NACA intake fitted with a flame arrestor.
A weir duct installed between ribs 21 and 22, prevents siphoning effect.
During refueling as the fuel tanks fill up, air is vented to the surge tank,
Two vent drain valves are installed inboard of ribs 14 and 22.
then to the vent tank and finally to external atmosphere.
The feed tanks 1 (4) vent pipe connects the inboard end of the tank to the
The volume of air remaining in the fuel tank is less than 1% of the total
surge tank. The pipe has two primary outlets with open upturned ends.
tank volume to ensure fuel thermal expansion.
This tank has two secondary outlets each protected by a float valve; one
During all transfer operations the venting system allows air movement
on the vent pipe, located outboard of rib 28 and the other installed on the
as the fuel is transferred between the fuel tanks.
inboard side of rib 34 and connected directly to the surge tank.
In case of failure (of high level shut-off in a fuel tank), if the fuel enters
One vent drain valve is installed inboard of rib 23.
the vent sub-system, it will overflow into the surge tank and is returned
The outer tank vent pipe connects the outboard end of the tank to the
to the outboard feed tank via a jet pump.
surge tank. The pipe has two primary outlets with open upturned ends.
If the amount of fuel overflow exceeds the capacity of the surge tank, it
The secondary outlet, protected by a float valve, is installed on the
will overflow into the vent tank and be discharged overboard via the
outboard face of rib 35 and connects directly to the surge tank.
'normally open' route (NACA intake).
One vent drain valve is installed outboard of rib 35.
Operation of the trim tank venting system during refueling is similar to
The trim fuel tank is connected to the trim vent tank via internal vent
the wing tank venting system.
pipes and a check valve.
The feed tanks 2 (3) vent pipe connects the inboard end of the tank to the
The check valve makes sure that any fuel within the trim vent tank is
surge tank. The pipe has two primary outlets with open upturned ends
eventually returned to the trim fuel tank (by gravity).
and a secondary outlet protected by a float valve.
Two float vent valves are connected to a main vent line at either side of
A weir duct installed between ribs 7 and 8, prevents siphoning effect and
rib 1 in order to make sure that the trim fuel tank is open to the vent tank.
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makes sure that the fuel does not enter the surge tank in normal operation.
One other float vent valve for the main vent line is located at rib 8 adjacent
A float vent valve, installed between ribs 7 and 8, connects to the main
to the trim vent tank and vents the right side of the fuel tank.
vent pipe inboard of rib 8.
A secondary vent line connects the left side of the fuel tank to the trim
vent tank via a float vent valve inboard of rib 8 (LH trim fuel tank).
The inner tank vent pipe connects the inboard end of the tank to the surge
One vent drain valve is installed inboard of rib 2 L/ H and one inboard
tank. The pipe has two primary outlets with open upturned ends and a
of rib 2 R/ H.
secondary outlet, protected by a float valve, installed between ribs 12
A third vent drain valve is installed on the secondary vent line at rib 1.
and 13.
The surge tank is connected to the vent tank via two vent pipes. Each
A weir duct, installed in the vent pipe between ribs 12 and 13, prevents
vent pipe has a vent drain valve installed inboard of rib 35.
siphoning effect.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL TANK VENTING SYSTEM DESCRIPTION (3) Apr 18, 2006
The surge tank is also connected to feed tank 1 (LH) and 4 (RH) via a The bottom of each vent pipe includes a breather assembly at different
small drain line. The drain line makes sure that any fuel within the surge locations. If fuel goes into the vent pipe, the breather assembly lets the
tank is returned to the feed tank under suction from a jet pump, which is fuel drain back into the tank.
provided with motive flow from the engine feed pumps in Collector Cell
1 (4).
The maximum allowable fuel quantity in the surge tanks is 1000 litres,
which will cause refuel to be aborted. Also at this level of quantity the
overflow detection in the surge tank will cause a 'wing overflow' alert,
which remains until the overflow is cleared (at 800 liters).
The vent tank is connected to the surge tank via two vent pipes and a
drain pipe. The drain pipe makes sure that any fuel within the vent tank
is eventually returned to the surge tank by gravity.
The vent tank is open to the atmosphere via a NACA duct.
Each NACA Intake assembly has a flame arrestor.
An overpressure protector disc is installed at the bottom skin of each vent
tank between ribs 47 and 48.
The trim vent tank is open to the atmosphere via a NACA intake duct
and a flame arrestor.
An overpressure protector disc is installed into the bottom skin of the
trim vent tank.
The overpressure protector disc is a frangible non-resetting device, which
operates to prevent excessive tank pressure build-up by providing an
alternative route from tank to atmosphere in the event of a blocked NACA
duct/ flame arrestor. This disc normally has a white cross -visible from
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the ground to indicate that the disc is not broken.

The flame arrestor is a canister incorporated within the duct of the NACA
intake. It lets air or fuel flow freely through it. It prevents the flame going
from the outside of the aircraft vent system to the interior of the fuel tank.
There is also an anti-icing capability within the flame arrestor, which
uses a series of ice 'catching' mesh rings on the ambient air side of the
device.
For the trim vent tank, the flame arrestor is of the same type but smaller.
The vent float valves close when the fuel level near them increases, thus
preventing fuel from entering the fuel vent line. They open when the fuel
level decreases allowing the venting of air in the associated pipe.
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DESCRIPTION
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FUEL TANK INDICATING SYSTEM DESCRIPTION (3)

The fuel properties measured are permittivity (or dielectric), density and
General temperature.
The FQMS has two independent pieces of fuel measurement software
The fuel sub-systems that give indications are:
that use different computational methods. Data output by the fuel
- the Quantity Indicating system,
measurement software is used mainly for indication and fuel management
- the Fuel Properties Measurement system,
purposes.
- the Fuel Quantity and Management System (FQMS).
The capacitance probes, signal conditioning interface within FQMS
The Quantity Indicating system gives fuel level data to the FQMS.
avionics and a Measurement software partition hosted by CPIOM-Fs,
The Fuel Properties Measurement system gives fuel properties data such
constitute a primary fuel measurement system.
as density and permittivity to the FQMS.
The capacitance probes, signal conditioning interface within FQMS
The FQMS hosts the fuel measurement application software that generates
avionics and 'Auxiliary Gauging' software hosted by the FQDCs constitute
the following data:
a secondary fuel measurement system.
- fuel mass in each individual tank
Both the primary and secondary fuel measurement systems let the fuel
- the accuracy mode of the fuel mass in each individual tank
onboard the aircraft within its tanks be gauged and indicated. They also
- the total fuel mass onboard the aircraft
give provision of high and low fuel level flags, by comparing the
- the accuracy mode of the total fuel mass onboard the aircraft
measured fuel mass with an associated threshold value, and provision of
- tank fuel level flags
wing and trim tank overflow flags.
- fuel overflow flags
The number and the distribution of capacitance probes used to compute
The Fuel Properties Measurement system also gives fuel temperature
a fuel surface level, coupled with the use of different fuel properties
data to the FQMS.
measurement devices, let the primary and secondary fuel measurement
The FQMS fuel measurement application is used for the measurement
systems compute fuel quantities to differerent degrees of accuracy.
of fuel temperatures and generates the following data for indicating
The primary fuel measurement system gives the most accurate gauge. A
purposes:
degree of failure tolerance is built into the fuel measurement function so
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- temperature of fuel in each individual tank

that single or multiple probe failures have no adverse impact on the
- high temperature flags
gauging accuracy. Fuel measurement accuracy will be compromised in
- low temperature flags
the event of multiple probe failures if located in specific areas.
The FQMS gives the means to excite each individual probe, acquire the
The FQMS broadcasts individual tank and total fuel on-board fuel
returned signal and compute the associated capacitance. Probe capacitance
measurement data to the Integrated Refuel Panel (IRP) the Control &
values are subsequently sent to the fuel measurement software for
Display System (CDS) and Central Data Acquisition Module (CDAM).
computation of the level of the upper fuel surface in a tank, tank fuel
The Control & Display System displays the fuel measurement data on
volume and tank fuel mass.
the Fuel page of the System Display (SD). The CDAM gives the fuel
Fuel properties measurement sensors are mounted at strategic locations
measurement data to the Digital Flight Data Recording System (DFDRS)
and give fuel properties characteristics.
and to the Aircraft Condition Monitoring System (ACMS) which lets the
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL TANK INDICATING SYSTEM DESCRIPTION (3) Apr 18, 2006
data be shown on 'ATA 28' pages on the Onboard Maintenance Terminal
(OMT). In addition, the FQMS broadcasts all raw probe capacitance data
to the CDAM module for display on the OMT for maintenance purposes.
The FQMS broadcasts fuel temperature data to the CDS and all fuel
properties data to the CDAM. The CDS displays the temperature data on
the Fuel page of the SD. The CDAM gives the fuel properties data to the
ACMS for display on the OMT for engineering maintenance purposes.
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GENERAL

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fuel permittivity. Both functions are carried out during refueling
Fuel Tank Indicating Description operations only.
Each FPMU assembly comprises:
In tank capacitance type sensors (probes) are distributed around a fuel
- a compensator,
tank.
- a densitometer,
172 probes & 12 Probe Compensator Temperature (PCT) are installed
- 2 single temperature sensors,
on the A380- 800.
- a fuel distribution manifold,
A probe is a linear AC capacitance device. Two concentric metallic tubes
- a wash-line assembly.
separated by a gap make the capacitor. The tubes have a hole for the
The combination of wash-line assembly and fuel distribution manifold
water purge.
is a circular cup-like shroud letting the compensator operate with
A Capacitance Probe is a passive electronic device. Each probe comprises:
surrounding fuel. The wash-line assembly has two holes in its side, one
- an outer metallic tube,
threaded hole for the mounting of an independent single temperature
- an inner metallic tube,
sensor and a hole for location of the densitometer fuel delivery tube.
- a terminal block assembly.
A single temperature sensor is screwed into the densitometer and another
A PCT unit is a passive electronic device. The capacitor has three
into the wash-line assembly.
concentric metallic tubes separated by a gap. It can be used as a
The compensator within an FPMU is a low-power electronic device. It
compensator. A single temperature sensor is mounted on one side. The
comprises a number of hollow concentric tubes that make the plates of
unit is a single LRU.
a capacitor and is used to measure the dielectric properties of the fuel.
It has two functions, and three roles. Its functions are the provision of a
A Dual Temperature Sensor (DTS) is essentially two resistance
capacitance 'fuel measurement' signal and a resistive 'temperature
thermometers packaged as a pair in a common housing. Each resistance
measurement' signal.
thermometer is physically and electrically segregated from the other.
The three roles are defined as follows: a compensator when fully
Each resistance thermometer within a DTS has a dedicated electronic
immersed in fuel (its primary role), a probe when not fully immersed
interface with an FQDC via three wires (i. e. drive/ high, sense and return/
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(secondary role) and a source of temperature data (tertiary role).

low).
The fuel temperature system has these components:
A Single Temperature Sensor (STS) is a passive electronic device. It is
- Left and Right Hand outer tank temperature sensors
used as a component part for a Fuel Properties Measurement Unit and
- collector tank temperature sensors,
for a Probe Compensator
- trim tank temperature sensors,
An STS is essentially a platinum element resistance thermometer. The
- Fuel Properties Measurement Unit (FPMU).
element electrical resistance changes with temperature. Its resistance
The FPMUs are installed in feed tank 1, 2 and 3 as follows:
increases as temperature rises.
- on inboard side of Rib 23 for FPMU1,
Single temperature sensors with a rectangular body are used in PCT
- on inboard side of Rib 2 for FPMU2 (3).
sensors and those with the other type of body are used within the FPMU.
The FPMU gives two primary functions, namely measurement of the fuel
properties of an uplifted fuel sample and measurement of the ambient
Each STS has an electronic interface with the FQDCs via three wires (i. - A Tank Signal Processor (TSP) data acquisition PCB
e. drive/ high, sense and return/ low). - A Tank Signal Processor (TSP) main processor PCB
A densitometer is a passive electro-mechanical device. It is used as a - An Alternate Gauging Processor (AGP) PCB
component part for the Fuel Properties Measurement Unit. - A discrete input PCB
Each densitometer comprises: Each TSP has of a power supply, micro controller and data acquisition
- a body (incorporating end cap with fuel delivery tube), section. Each TSP contains all the tank interface circuitry required to
- a calibration assembly, capture one quarter of the tank sensors.
- a sensor assembly. The TSP does the Built In Test Equipment (BITE) for Tank Located
A fuel delivery tube goes through a hole in the base-plate into the body Components (TLCs) and TSP associated components.
cavity. Fuel is injected into the cavity by the tube and exits the body by The Alternate Gauging Processor (AGP) has 3 main functions:
means of small holes. - compute the fuel quantity and warnings,
This semi-closed body design let the device operate without surrounding - read the pump and valve feedback and remind them over the ARINC
fuel. An independent single temperature sensor is inserted into a threaded buses,
hole on the top left hand side of the body. - report faults to the system BITE Partition.
Each densitometer has an electronic interface with an FQDC (one per The AGP board gives a second set of fuel measurement data output for
Tank Signal Processor) and is calibrated during production. comparison/ integrity and availability purposes. The AGP function is
A compensator is a passive electronic device. It is basically a specialised also used to control, process, monitor and transmit the pump and valve
probe and is used as a component part for the Fuel Properties feedback outputs to the CPIOMs. In addition, the AGP has an ARINC
Measurement Unit. link to the IOMs and FWS to provide additional availability of fuel system
A compensator is a linear AC capacitance device. The capacitor is formed data to the CMS.
by concentric metallic tubes separated by gaps. A plastic end cap is
installed over the top end to protect the tube ends. The terminal block
assembly is installed towards the centre of the device and is water tolerant
providing keyed harness terminations.
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2 FQDCs send a signal-conditioning interface for the fuel system in-tank

sensors, the capability to convert the associated analogue data into a
digital format and the means to broadcast the digital data via ARINC
429. The FQDCs also give an interface for some active fluid-mechanical
equipment, equipment on the cockpit overhead panel and the CPIOM-Fs.
The FQDCs also give an independent fuel measurement computation for
integrity and availability reasons.
The FQDC has a modular construction. It has:
- A housing chassis
- Electrical connectors
- A motherboard Printed Circuit Board (PCB)
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FUEL TANK INDICATING DESCRIPTION

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Secondary Fuel Measurement Links
In case of loss of primary fuel measurement data, the FQMS by means
of the AGPs is able to provide a secondary fuel measurement data to
other systems via ARINC 429 links.
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SECONDARY FUEL MEASUREMENT LINKS

ADCN Workaround
In case of loss of ADCN the FQMS is able to broadcast fuel data to other
systems by means of ARINC 429 links between CPIOM-F3/F4 and the
others systems.
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ADCN WORKAROUND
ENGINE FEED SYSTEM DESCRIPTION (3)

- a jet pump used to pump fuel from the related engine feed tank into
Engine Feed and LP Fuel Shut Off System Description the collector cell to keep it full of fuel,
- a jet pump for water scavenge.
The engine feed system uses fuel pumps to supply the fuel from the
The jet pumps used to maintain the collector cell full of fuel are similar
collector cells to the engines. It uses also jet pumps to keep the collector
to those used for water scavenging and operate using the same
cell full. The fuel pressure is monitored by means off pressure switches.
principles.
Air release valves prevent too much pressure in the pipe-work and release
The main difference of the jet pumps comes from their larger size,
air from it.
due to the greater volume of liquid required for the transfer.
The LP fuel shut off system uses LP valve to isolate each engine from
They are installed as follows:
the engine fuel feed supply at any shut down or in case of emergency.
- inside collector cell 1(4) and called outboard jet pumps,
Fuel Pump and Canister - outside collector cell 2(3) and called inboard jet pumps.
The main pump and standby pump are installed in each collector cell. The outboard engine jet pumps are almost the same as the inboard
Each one is composed of a fuel pump canister and its related fuel one but are shorter due to installation constraints. The motive flow
pump element. Pumps and canisters are all assembled in the same for the jet pump is taken from either the main or standby pump. The
way and are interchangeable. fuel supply through a jet pump nozzle causes a suction. This suction
The canisters are attached to the wing bottom skin and make it possible causes fuel out of the collector cell to move into the collector cell.
to replace the fuel pump element when there is fuel in the collector The water scavenge jet pumps make sure that any water in the collector
cell. cell is continuously mixed with the fuel.
The pumps are supplied by a nominal 115V 3-phase frequency When a main or standby pump is operating, part of the engine feed
wild-AC electrical power. They have an electronic controller that line supply is brought to the scavenge jet pump and causes a suction.
rectifies the AC into DC and regulates the DC voltage level for the This suction mixes the fuel and the water into the collector cell.
pump motor. Pressure Switch
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A rotating shaft powered by the brushless DC motor drives the main

2 pressure switches are mounted in the front and rear wing spars, one
pumping element. It comprises a mixed axial/radial flow impeller
for the main and one for the standby pump. Each pressure switch
installed on one end of the shaft and rotor assembly.
sends a high/low pressure signal based on fuel pump delivery pressure
A drain plug is installed to let the fuel draining within the canister
which enters the switch via an integral banjo fitting.
prior to pump element replacement.
On high pressure, the switch breaks contact in between 5.5 and 6.5
A check valve is installed in each pump canister outlet. When the fuel
psig. On low pressure, the switch makes contact in between 3.5 and
pumps are not in operation, the two check valves prevent a reverse
4.5 psig.
flow either from the engine feed line or the jet pumps.
Jet Pump
Also 2 jet pumps are installed in each collector cell:
MAINTENANCE COURSE - T1 & T2 (RR / Metric) ENGINE FEED SYSTEM DESCRIPTION (3) Apr 18, 2006
Air Release Valve The two motors receive independent electrical power supply and send
The air release valve automatically controls the flow of air and fuel feed-back signals used to get valve position indication.
through a bleed from each engine feed pipe. It has two functions, Each 28V DC 'brush-type' electrical motor has its own electrical
namely air release and thermal pressure relief. receptacle and an electronic control circuit that includes four micro
The air release function lets the release of air from the feed pipe, but switches for motor control and shaft position indication.
limits the release of fuel. In flight, air may enter the engine feed pipe The TMA includes a mechanical position indicator to allow visual
and be compressed prior to reaching the air release valve. The confirmation of correct actuator operation when installed on the
compressed air converted into bubbles or single slug within the fuel aircraft.
may reach the valve. Any air at the inlet will move an internal float A cover on the top of the body has a small clear window through
opening a flow path to the outlet port. The released air is then picked which the angular position of the vertically mounted output drive shaft
up by the tank venting system. is visible.
The thermal relief valve element prevents too much pressure from When the valve is in the 'closed' position the white slot on the shaft
being generated in the feed system by thermal expansion of fuel, which will align itself with a white-painted 'C' on the cover. When the valve
is trapped in pipe-work between closed valves. When the pressure is in the 'open' position the white slot will align itself with a
differential exceeds a certain pressure, the thermal relief valve will white-painted 'O' on the cover.
be pushed off its seat against a spring. A fuel flow path is therefore
opened between the inlet and outlet port to relieve the fuel pressure.
When the differential pressure falls, the thermal relief valve will be
pushed back on to its seat to close. The air release valve is operated
by air/fuel pressure and does not require any external power source.
LP Valve and Actuator
The LP valves are installed in their respective engine fuel-feed
pipelines and mounted inside the fuel tank on the front spar adjacent
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to the engine pylon.

A LP valve is a ball type valve driven to the open and closed positions
by a twin motor actuator (TMA) via a drive shaft and a right angle
gearbox assembly. The drive shaft and gearbox make an integral part
of the valve assembly.
The valve assemblies are immersed in fuel inside the tanks, with their
respective drive actuators mounted on the dry side (front face) of the
front spar and housed in a fireproof box.
The TMA is a redundant, twin 28V DC electric motor, 90 rotary
actuator used to drive the engine LP valves.
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ENGINE FEED AND LP FUEL SHUT OFF SYSTEM DESCRIPTION - FUEL PUMP AND CANISTER ... LP VALVE AND ACTUATOR

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Main Feed Pump Control
The main and standby pumps are activated / de-activated by the 'FEED
TK' MAIN and STBY Pushbutton SWitches (P/BSW) on the cockpit
overhead panel 1235 VM.
When the main and standby pump P/BSW are selected ON, a 115V AC
is supplied to the electronics controller of each feed pump through
Secondary Electrical Power Distribution Centers (SEPDCs).
The pumps run and provide pressurized fuel. The signal from the pressure
switch of each main feed pump is used in the control of the associated
standby pump via the SEPDCs. When a main feed pump gets normal
operating pressure, the 'high' signal from its pressure switch is send to
the related SEPDC which de-energizes the associated standby feed pump.
Then the standby pump stops.
If a main pump is de-selected, or is no longer be able to provide the
necessary fuel pressure, its pressure switch gives a 'low' signal to the
SEPDC. Then the electrical power supply is re-applied to the standby
feed pump and the standby feed pump spools up again.
In Emergency Electrical Configuration (EEC), only the main pump 2 and
standby pump 3 are supplied with electrical power and are controlled by
aircraft wiring.
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MAIN FEED PUMP CONTROL

LP Valve Control
The related ENGine MASTER switch and FIRE PUSH switch controls
each valve actuator; the individual motors of each actuator are supplied
from separate power sources (DC HOT BUS for actuator motor 1, DC
BUS 2 for actuator motor 2).
Prior to engine start, the engine LP valves are shut. The micro-switches
within the valve's TMA provide a corresponding shaft position indication.
Selection of an ENG MASTER switch to 'ON', causes 28V DC ESS to
be applied to the coil of control relay (MASTER SW SLAVE ENG).
This control relay energizes and applies electrical power to both motors
of the engine LP valve TMA provided the associated 'FIRE PUSH'
push-button is deselected.
Both motors in the LP valve's TMA operate and when the valve shaft is
rotated by 90 degrees, the micro switches in the TMA remove the
electrical power to both motors and provide the new shaft position
indication. The reverse occurs when an ENG master switch is selected
'OFF'.
In the event of a fire extinguishing procedure that causes the respective
engine 'FIRE PUSH' push-buttons to be selected, both motors in the
associated LP valve's TMA operate shut the valve.
An aircraft relay logic enables the FQMS to carry out an automatic test
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just after last engine shut down. The test isolates each of the motor's
power supplies in turn and ensures that the motors open and shut correctly.
The actuator and valve are cycled twice, once for each motor.
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LP VALVE CONTROL

Crossfeed System Description
The crossfeed system interconnects each part of the engine feed pump
system. When all the interconnecting paths are closed, each part of the
engine feed pump system operates independently.
Crossfeed Valve and Actuator
The crossfeed system comprises four crossfeed valves (X1, X2, X3
& X4) all installed in the centre wing box in the feed lines to the
number 1,2,3 and 4 engines respectively.
A crossfeed valve is a ball type valve driven to the open and closed
positions by its TMA via a drive shaft.
A thermal or pressure relief mechanism is incorporated on the side of
the valve body to relieve too much pressure resulting from thermal
expansion of the fuel trapped between closed valves.
The TMA are installed on the external surface of the centre box lower
skin.
They are of the same type as for the LP valve TMA and they
incorporate the same features.
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CROSSFEED SYSTEM DESCRIPTION - CROSSFEED VALVE AND ACTUATOR

Crossfeed Valve Control
The crossfeed valves can be controlled manually or automatically.
The manual operation is the same for each crossfeed valve. When the
'X-FEED' P/BSW is latched in, a 28V DC is applied to the coil of a control
relay, which energizes and applies electrical power to both motors of the
crossfeed valve TMA. Both motors operate together to rotate the drive
shaft and open the valve. When the valve reaches the open position, the
micro switches in the TMA remove the electrical power to both motors
and provide the new shaft position indication.
The reverse occurs when the 'X-FEED' P/BSW is de-selected.
Alternatively, the crossfeed valves can be commanded open by the FQMS
for an automatic ground transfer.
Like for the LP valve TMA, an aircraft relay logic enables the FQMS to
carry out an automatic test for each motor.
NOTE. Indication is taken from actuator position NOT valve position.
The micro-switches within the valve TMA give a related shaft position
indication.
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CROSSFEED VALVE CONTROL

Heat Exchanger Description
The heat exchanger fuel system is only used as a backup hydraulic cooling
system in case of primary air/hydraulic cooling system failure.
The fuel/hydraulic heat exchanger is mounted under the lower skin of
each wing and is enclosed by the upper engine pylon mounting to the
wing. Inspection doors on the side of the pylon give access to the heat
exchanger.
To reduce the risk of hazardous fuel vapors, aerosols or static electrical
charges a fuel diffuser is used for the return of fuel to the feed tank. The
diffuser induces low flow velocities and introduces the fuel below the
tank fuel surface.
The diffuser is located outside the collector cell, outboard of rib 22 in
feed tank 1 and outboard of rib 22 in feed tank 4.
Each independent part of the heat exchanger fuel system comprises
pipe-work, an isolation valve and a non-return pressure holding valve.
Isolation valve 1 is mounted in the left wing between ribs 29 and 30 close
to engine 1, behind the front spar within feed tank 1 and isolation valve
4 is mounted on the right wing between ribs 29 and 30 near the engine
4, behind the front spar within feed tank 4.
Each isolation valve is driven by a Twin Motor Actuator mounted above
the valve on the external face of the front spar. Like for the LP and
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crossfeed valves, the TMA are of the same type and they include the
same features.
The pressure holding valve is mounted on the left and right wing between
ribs 31 and 32 on the lower wing skin inside feed tank 1 and 4 just at the
interface with the fuel/hydraulic heat exchanger's outlet fuel pipe.
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HEAT EXCHANGER DESCRIPTION

During Electrical Emergency Configuration (EEC), a 28V DC supplies
Heat Echanger Control via the DC ESS bus bar the motor 1 of each TMA. This ensures the motor
is powered during electrical emergency configuration and the isolation
Control of the heat exchanger valves, and thus feed fuel recirculation, is
valves are controlled closed to give priority to the engine fuel feed.
fully automatic from the FQMS upon request of the Hydraulic System
Like for the LP and crossfeed valves, the FQMS does an automatic test
Management Units (HSMUs). The FQMS independently decides whether
of the isolation valves after last engine shutdown. The test isolates each
or not to grant the cooling request. If the request is granted, the master
of the alternative motor power supplies in turn and ensures that the motors
side of the FQMS applies an open circuit signal to the coil of the isolation
open and shut correctly. The actuators and valves are cycled twice, once
valve control relays. The relays de-energize and switch electrical power
for each motor.
to both motors within the twin motor actuators and isolation valves are
driven open.
Fuel is delivered from the engine feed gallery, normally from collector
cell 1 (4) by main feed pump 1 (4) to the fuel/hydraulic heat exchangers.
If the fuel pressure within the heat exchangers is sufficient, the pressure
holding valves stay open. The fuel subsequently flows through the heat
exchangers and back to feed tank 1 (4).
If the engine 1 (4) fuel feed pressure is insufficient, a ground is applied
to the coil of isolation valve control relay to close the isolation valve 1
(4).
If the ENGine 1 (4) fire switch is selected, the heat exchanger engine 1
(4) relay de-energizes to switch electrical power to both motors and the
isolation valve 1 (4) is driven shut.
The FQMS uses temperature sensors mounted in the collector cells, to
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monitor the feed tank 1 (4) fuel temperature. If the temperature is more
than 52 degrees Celsius, the FQMS applies a ground to the coil of isolation
valve control relay to close isolation valve 1 (4). This ensures engine 1(4)
does not receive excessively hot fuel.
The FQMS uses Quantity Indicating capacitance probes mounted in the
feed tanks, to monitor the feed tank 1 (4) fuel level. If the fuel level in
feed tank 1 (4) falls below a level 2100kg the FQMS applies a ground to
the coil of isolation valve control relay to close the isolation valve 1 (4).
The ground signal will not be revoked until the fuel level in feed tank 1
(4) rises above 2600kg.
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HEAT ECHANGER CONTROL
APU FUEL SYSTEM DESCRIPTION (3)

APU Fuel Description
The Auxiliary Power Unit (APU) fuel system supplies the necessary fuel
to operate the APU in all operating conditions. The fuel flows from the
engine 4 feed system through a connection at the engine crossfeed line.
A separate fuel feed line delivers the fuel to the APU. A fuel isolation
valve and a Low Pressure (LP) fuel shutoff valve control the fuel flow
to the APU. The APU fuel pump or the main engine pumps supply the
necessary fuel pressure.
APU Fuel Feed Line
The routing of the APU feed pipe from the engine feed gallery to the
APU is encased from the point of entry into the pressurized fuselage
up to the rear pressure bulkhead by a vented and drained outer metal
shroud. In the event of a damage or leaking feed pipe, any subsequent
fuel loss is drained overboard via a drain.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) APU FUEL SYSTEM DESCRIPTION (3) Apr 18, 2006
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APU FUEL DESCRIPTION - APU FUEL FEED LINE

When the power supply is applied, the motor is energized and turns
APU Fuel Description (continued) the rotor shaft clockwise. Fuel flows into the canister via the inlet
adapter and through the open inlet check valve. The pump element
APU Fuel Pump and Canister
collects the fuel and pushes the fuel towards the pump outlet. The low
The APU fuel feed pump unit has of a pump canister assembly and a fuel pressure at the inlet adapter causes the bypass valve to close.
pump element. The unit is mounted to the rear spar of the RH wing Pressurized fuel at the pump outlet adapter opens the outlet check
between ribs 14 & 15. valve.
The APU pump canister assembly installed inside the mid tank
comprises: APU Fuel Pressure Switch
- a canister with inlet and outlet check valves letting the pump element An electrical pressure switch is installed on rib 14/15 of the right
be removed externally without having to remove any surrounding wing-box at the rear spar and is mounted near the APU pump. A small-
fuel, bore pipe is run between the pressure switch and a dedicated tapping
- inlet and outlet adaptors, port on the canister of the APU pump.
- a bypass check valve parallel to the canister between inlet and outlet The pressure switch is similar in construction, and identical in
adaptors. operation, to that used for all the other fuel system pumps.
The inlet adaptor of the assembly interfaces with the related pipe-work It is referenced to ambient pressure and provides a high / low-pressure
and lets the fuel supply either enter or bypass the APU pump. signal based on fuel pressure in the APU feed pipe, which enters the
The outlet adapter of the assembly interfaces with the associated switch via an integral banjo fitting.
pipe-work and lets the fuel supply exit either the bypass or the pump.
APU Fuel Isolation Valve and Actuator
The bypass valve, which includes a thermal relief function, is closed
when the fuel pressure in the inlet adaptor is low, thus isolates the The APU pipe isolation valve is of a ball type and is mounted on the
bypass route. The relief function lets any too much pressure, due to R/H side forward face of the rear spar in the centre wing-box area. It
fuel thermal expansion downstream of the APU pump, be relieved. is electrically driven by a single motor actuator supplied with 28V
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The pump element comprises an impeller driven by a 28V brushless DC.

DC motor. An electronics pack supplies a filtered power and has a The valve main purpose is to prevent the APU feed pipe from being
thermal cut-out fuse to protect it against temperature increase. A relief pressurized with fuel when the APU is not in service. The valve allows
valve is installed between the pump outlet and inlet to control pump thermal pressure relief in an upstream direction when the valve is
outlet pressure. closed. It also isolates the APU fuel feed line in case of APU fuel feed
When no electrical power supply is applied, the pump is off. The inlet line damage.
check valve is open and the outlet check valve closed. Any substantial A thermal (or pressure) relief mechanism is included on the side of
fuel pressure (supplied by the engine 4 feed pump) at the inlet adaptor the body and is used for the relief of too much fuel pressure that may
causes the bypass valve to open whilst the outlet check valve remains build up in the APU feed pipe.
closed. Fuel flows through the open bypass route given by the inlet The associated Single Motor Actuator (SMA) is a 28V DC electric
adapter and relief valve to the pump outlet. motor, 90 rotary actuator. It is electrically driven to drive an output
shaft for operation of the APU isolation valve. It is mounted outside
the centre tank on the outer skin of the centre wing-box.
This actuator has a visual position indicator and two micro switches
for fully open and fully closed position indication.
APU LP Valve and Actuator
The APU LP Valve is a ball valve mounted at the rear end of the APU
feed pipe at frame 112 towards the rear of the aircraft, aft of the rear
pressure bulkhead and forward of the APU compartment.
The valve main purpose is to isolate the APU fire compartment from
the APU feed pipe in the event of an APU fire, or some APU failures
or when the APU is off.
A twin motor actuator supplied with 28V DC via 2 different DC buses,
electrically drives the APU LP valve.
The associated Twin Motor Actuator (TMA) is mounted directly on
top of the valve.
The TMA is a redundant, twin 28V DC electric motor, 90 rotary
actuator.
The two motors receive independent electrical power supply and
provide feed-back signals used to get valve position indication.
The TMA has a visual position indicator and two micro switches for
fully open and fully closed position indication.
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APU FUEL DESCRIPTION - APU FUEL PUMP AND CANISTER ... APU LP VALVE AND ACTUATOR

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APU Control
When the APU is not required, the APU isolation valve and APU LP
valve are shut and the APU pump is off.
When the APU is required, selection of the guarded APU switch on the
overhead panel sends a 'request' signal to the Electronic Control Box
(ECB). The ECB powers up and generates its 'APU Fuel Demand' output
signal.
Alternatively, as a ground function to purge the APU fuel feed pipe,
selection of the APU vent push-button which is located on the forward
bulkhead of the APU fire compartment, generates also the APU Fuel
Demand' output signal.
Then a control relay energizes and applies electrical power to the motors
within the system valve actuators.
Each motor operates to rotate the drive shaft and to open their valve.
With both the APU isolation and APU LP valves open and main or
standby engine 4 feed pump running, pressurized fuel is supplied to the
APU.
The APU fuel pressure switch controls the operation of the APU fuel
feed pump and monitors the APU fuel inlet pressure.
If the fuel pressure at the APU pump inlet is sufficient, the pump remains
off.
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If the fuel pressure is insufficient, the APU pump pressure switch will
indicate a 'LO' pressure. Via a control relay logic, the APU pump control
relay energizes and an electrical power is applied to the motor within the
APU pump. The pump spins up and boosts the fuel delivery pressure to
the APU.
The ECB will revoke the generation of its 'APU Fuel Demand' output
signal in case of an 'APU emergency shutdown' signal.
The control relay will be de-energized in the event that a 'Trim/APU Pipe
Damaged' signal is generated by the FQMS.
Selection of the 'APU Fire' push-button will prevent electrical power
from supplying the system valve actuators and APU pump.
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APU CONTROL
FUEL TRANSFER SYSTEM DESCRIPTION (3)

Transfer System Description Inlet Valve and Actuator
Each transfer gallery, forward and aft connects each fuel tank by
The wing transfers are done by means of transfer pumps, which can move means of an inlet valve. Both galleries are interconnected through
the fuel from tank to tank using the forward gallery (or the aft gallery in auxiliary refuel valves for workaround purposes.
case of failure) and in tank valves. All these valves are ball-valve type and they are operated by a single
The trim transfer system comprises a trim pipe, isolation and inlet valves 28V DC electrical motor actuator (SMA) installed on the external
and two identical trim tank transfer pumps. face of the front and rear spars and with a visual position indicator.
Wing Transfer Pump and Pressure Switch A transfer defuel valve of the same type and installed in the centre
wing area, is used to interconnect the crossfeed gallery to the aft
10 identical transfer pumps are installed in the wing tanks, 1 in each
gallery during specific ground automatic transfer.
outer tank and 2 in each mid and inner tank. Each transfer pump is
enclosed in a canister attached to the wing bottom skin. The canister Surge Pressure Relief Valve
makes possible the replacement of the fuel pump element when there - 1 on the aft transfer gallery in the L/H and R/H wing between ribs
is fuel in the tank. The transfer pump includes an outlet pressure 1 and 2,
holding valve assembly which opens when the pump supplies fuel - 1 on the aft transfer gallery in the L/H and R/H wing between ribs
pressure and closes when there is no pressure preventing the fuel in 34 and 35,
the wing transfer pipe-work from draining back through the pump. - 1 on the forward transfer gallery in the L/H and R/H wing between
The transfer pumps are supplied with a nominal 115V 3-phase ribs 5 and 6,
frequency wild AC electrical power supply and they have an electronic - 1 on the forward transfer gallery in the L/H and R/H wing between
controller that rectifies the AC into DC and regulates the DC voltage ribs 35 and 36.
level for the pump motor. A surge relief valve is a spring-operated device that lets fuel be
A rotating shaft is powered by the brushless DC motor and drives the discharged from a fuel pipe to a tank to prevent the build-up of
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main pumping element. It comprises a mixed axial/radial flow impeller excessive transient pressures that may arise in the event of inlet valve
installed on one end of the shaft and rotor assembly. closures.
Each transfer pump has an associated output monitoring pressure
switch mounted on the rear wing spars. Trim Transfer Pump and Canister
The pressure switches break contact between 5.5 and 6.5 psig on 2 trim transfer pumps enclosed in a canister are mounted, one on the
pressure increase and make contact at between 3.5 and 4.5 psig on L/H side and the other one on the R/H side of the rear face of the
pressure decrease. trim-box front spar between ribs 2and 3.
Each trim transfer pump comprises the pump canister and the pump
element. The pump element can be removed from its canister without
having to remove the surrounding fuel. The pump element comprises
the pump motor, impeller and control electronics. The motor is
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL TRANSFER SYSTEM DESCRIPTION (3) Apr 18, 2006
supplied with a variable frequency of 115V 3-phase electrical power
supply. The canister contains an outlet check valve.
Each pump has is own associated electrical pressure switch installed
at the trim-box front spar inboard of the pump.
The pump pressure switches send an electrical signal when fuel
pressure has risen above or fallen below a preset value.
Trim Pipe Isolation and Trim Tank Inlet Valve
The trim pipe connects the trim tank to both transfer galleries via a
trim pipe isolation valve for each gallery. At the trim tank end, two
trim tank inlet valves are connected to the trim pipe and the two trim
tank transfer pumps are connected via a trim tank isolation valve.
The trim tank inlet valves and trim tank isolation valve are installed
on the bottom skin of the trim tank.
The trim pipe isolation valve is installed on the rear spar at the center
wing-box.
Each valve is a ball-valve type and it is operated by a single 28V DC
electrical motor actuator (SMA) with a visual position indicator.
Thermal Relief Valve
2 thermal relief valves are installed on the trim-tank pipe-work prior
to the inlet valves. Each thermal relief valve relieves excessive pressure
in the trim tank pipe-work due to the thermal expansion of the fuel
trapped between closed valves.
The thermal relief valve is a small spring-loaded ball valve. Its inlet
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is connected to a fuel pipe. Its outlet lets fuel be discharged directly

to the associated tank.
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TRANSFER SYSTEM DESCRIPTION - WING TRANSFER PUMP AND PRESSURE SWITCH ... THERMAL RELIEF VALVE

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FUEL TRANSFER SYSTEM DESCRIPTION (3)

For example, when the MID TK XR P/BSW to MAN is selected, the
Transfer Control fuel moves from the mid tanks to the feed tanks. The mid tank transfer
pumps are operated and the feed tank inlet valves are energized open.
The Fuel Quantity and Management System (FQMS) controls all transfers
but manual overrides are possible from the fuel panel. Ground Transfers Control
Ground transfers are controlled from the cockpit or from the ground Ground transfers are controlled via the cockpit overhead panel and
Integrated Refuel Panel (IRP). the Integrated Refuel Panel (IRP).
Automatic Transfer Control To initiate a ground transfer from one fuel tank (i.e. the source) to
another fuel tank (i.e. the sink), the following actions must be done:
Automatic fuel transfers are under the control of the FQMS fuel
- setting the pumps on in the source tank on the overhead panel, (2
management function and are carried out in a specific order. Only one
P/BSWs for each inner and mid tanks L&R and trim tank and 1 each
of the transfer modes will occur at any one time.
for L&R outer tanks),
To ensure the transfers, all the transfer pumps are activated /
- selection of the 'TRANSFER' function at the IRP,
de-activated by Push Button SWitches (P/BSW) on the cockpit
- opening of the route into the sink tank by selecting open the related
overhead panel 1235 VM and are controlled by the FQMS.
inlet valve on the IRP .
When the FQMS initiates a transfer, it connects 28V DC supply to
Under normal conditions, the fuel management function will proceed
control the in destination-tank inlet valve open, the related transfer
to the transfer of fuel from the source tank to the sink tank.
pump is energized and operates continuously.
As the ground transfer proceeds, the tank fuel quantity information
When the fuel reaches a specified level, the FQMS connects again a
given by the fuel measurement function is shown in the cockpit or at
28V DC supply to energize the relevant tank inlet valve closed. Also
the IRP for monitoring purpose.
when the fuel tank fuel level is low and the pumps are at low pressure,
or the specified level is reached, the FQMS de-energizes the transfer
pumps.
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Manual Transfer Control

Manual transfers are required in the event of a fault or the occurrence
of an abnormal condition that prevents automatic transfer (including
automatic workarounds) from taking place and completing normally.
The manual transfers are initiated and controlled by the crew. They
override the associated and automatically controlled transfer.
Guarded push button switches (P/BSW) on the cockpit fuel panel
1235VM give a manual control of several different areas of the transfer
system:
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TRANSFER CONTROL - AUTOMATIC TRANSFER CONTROL ... GROUND TRANSFERS CONTROL
JETTISON SYSTEM DESCRIPTION (3)

Jettison System Description
The jettison system uses the pipe-work and equipment of the transfer and
refuel systems to collect fuel from each inner, mid and outer fuel tank,
as well as the trim tank and discharges it overboard via discharge points.
The discharge points are connected to the aft gallery via two jettison
valves (one on each wing of the aircraft) and comprise a pipe and a nozzle
(anti-corona device).
Jettison Pipe
Each fuel discharge point comprises a pipe, which is routed from the
aft gallery under flap track fairing 5 to a point where the risk of
igniting the discharged fuel by hot gasses from the engines is
minimized. A nozzle (anti-corona device) is attached to the pipe end
to prevent possible ignition of fuel vapor due to electrical sparking.
Jettison Valve and actuator
For each wing, a jettison valve of the ball type is installed on the
internal face of the rear spar within the wing-box between ribs 26 and
27.
A twin motor actuator powered by 2 different 28V DC power supplies
and installed on the external side of the rear spar above the valve, is
used to drive the valve to the open and closed positions. It has a visual
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indicator.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) JETTISON SYSTEM DESCRIPTION (3) Apr 18, 2006
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JETTISON SYSTEM DESCRIPTION - JETTISON PIPE & JETTISON VALVE AND ACTUATOR
JETTISON SYSTEM DESCRIPTION (3)

Jettison Control
The jettison system operation can only be started manually but can be
stopped either manually or automatically. Normally, the jettison valves
are shut. Once the fuel jettison is manually initiated via two dedicated
'ARM' and 'ACTIVE' P/BSWs on the cockpit overhead panel, operation
of the jettison system is automatic.
When both jettison P/BSWs are selected to ON, the fuel management
function of the FQMS sends a 28V DC from the 2 different SEPDCs
through the contact of each push-button and the control relay, to the twin
motor actuators of the related jettison valves. Both motors operate to
open the valves.
Fuel is simultaneously jettisoned from the outer, mid, inner and trim
tanks by means of the related in tank transfer pumps. Any fuel in the trim
tank will be jettisoned straight away and the CG is maintained within the
limits. All automatic fuel transfers are suspended and all routes into each
fuel tank closed.
The fuel then flows through the jettison valves via the jettison pipe and
overboard.
The jettison system continues until one of these conditions occurs:
- jettison system manually set to OFF,
- a pre-selected Jettison Final Gross Weight (JFGW) is reached,
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- all transfer tanks are empty,

- in case of a jettison fault.
NOTE:
The fuel in the feed tanks is not jettisoned.
Fuel jettison is not available during Electrical Emergency Configuration
(EEC).
Jettison will also be inhibited if any single tank Fuel Quantity Indication
(FQI) has failed (it is not inhibited if FQI is degraded).
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JETTISON CONTROL
FUEL QUANTITY & MANAGEMENT SYS INTERFACE DESC (3)

The data transmitted include the overflow warnings, the low level
FQMS Interface Description warnings, the FOB and fuel quantity data.
The Fuel Quantity and Management System (FQMS) interfaces with Electrical System
several other aircraft systems to collect and send necessary information. The FQMS has an interface with the Primary Electrical Power
It uses Avionics Data Communication Network (ADCN) as primary Distribution Center (PEPDC) and the Secondary Electrical Power
connection and ARINC 429 as secondary connection. Discrete Distribution Center SEPDC. The CPIOM-Fs in the FQMS connect,
connections are also used to consolidate the data exchange. through the ADCN, to the CPIOM-Es (which operate as part of the
Indicating System FWS & CDS PEPDC), the SEPDC1 and the SEPDC2.
The CPIOM-Fs receive condition data from the PEPDC for the AC
The FQMS transmits the following data that to the Control and Display
and DC busbars, from the Electrical Management Load Function
System (CDS) via the ADCN to give indications to the flight crew:
(EMLF) in the CPIOM-Es. This data is used by the FQMS to identify
- pump and valve operation data,
if busbars are defective and if the FQMS must operate in emergency
- fuel transfer data,
electrical conditions. The CPIOM-Fs transmit data to the CPIOM-Es,
- CG data,
which tells the EMLF if a fuel jettison operation occurs.
- fuel quantity and temperature data.
The FQMS operates with the SEPDCs to control the power supply to
As a secondary source of data for the CDS, the AGP channel in each
some of the fuel transfer pumps, inlet valves and isolation valves. The
FQDC has an ARINC 429 connection to the IOMs which transmit
control data identifies which fuel components of the SSPCs in the
the data they receive through the CAN bus to the applicable display
SEPDC must be energized.
units in the CDS. The data transmitted on the ARINC 429 connections
include the aircraft weight, the aircraft CG, the FOB and fuel quantity Hydraulic System
data for the fuel tanks. The FQMS receive a discrete input from each channel of each
The FQMS transmits error and warning data to the Fly Warning Hydraulic System Management Unit (HSMU-G and HSMU-Y). These
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System (FWS). The FWS uses these systems to give the inputs tell the FQMS when to open and close the shutoff valves to the
Engine/Warning Display (EWD) indication, the FUEL page on the hydraulic heat exchangers.
CDS and the master warning and caution annunciators.
The error and warning data is transmitted by the CPIOM-Fs, through Landing Gear System
the ADCN, to the FWS. It includes: The FQMS receives discrete inputs from the LGERS. The Landing
- the pump and valve warnings, Gear Remote Data Concentrators (LGRDCs) give the 'On Ground'
- the transfer data, status of the LGERS. The L/G selector lever gives the selector lever
- CG data, UP discrete data. The data is used by the fuel system to identify when
- fuel quantity and temperature data. the aircraft is on the ground. It is also used to control Auto Ground
The AGP channel in each FQDC uses the same ARINC 429 Transfer. The discrete signal is sent to the CPIOM-Fs, the FQDCs
connections to transmit data to the FWS as secondary source of data. and the control relay for auto ground transfer.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL QUANTITY & MANAGEMENT SYS INTERFACE DESC (3) Apr 18, 2006
ADIRS The IRP gives a discrete output from its APU emergency stop button,
The Air Data and Inertial Reference Units (ADIRUs) 1 and 3 are the which together with the emergency stop buttons in the APU, is
primary sources of inertial reference and air data reference data for connected to the ECB.
the FQMS. ADIRU 2 operates as a secondary source of ADIRS data. Auto Flight System
Each ADIRU uses the ADCN to transmit data to each of the
The Flight Management Computers (FMCs), in the FMS use the
CPIOM-Fs. ADIRU 1 and 3 also have ARINC 429 connections which,
ADCN, during pre-flight checks, to transmit data to and receive data
are used when the AFDX connections are not available. These ARINC
from the CPIOM-Fs. This data includes weight and CG data, BLOCK
429 connections transmit the same data to CPIOM-F1/F2 and the AGP
fuel data and JFGW data.
channels in the FQDCs.
The data is used:
FADEC - for indications on the Multi-Function Display (MFD) pages,
The Engine Electronic Controls (EECs) give the fuel flow and fuel - to give initial fuel values to the FQMS,
used data from the FADEC to the FQMS through the ADCN. The - to set the FQMS refuel function to initial conditions,
FQMS transmits the fuel temperature data for each engine feed tank - to let the FMS do fuel prediction calculations,
to the FADEC. - to set the FMS vertical flight plan to initial conditions.
In addition, the FQMS receives discrete inputs from Engine Master The FQMS supplies its aircraft gross weight and CG data to the Weight
Levers 2 and 3 for monitoring purpose within the engine LP fuel feed and Balance Backup Computation (WBBC) function. It uses
system. CPIOM-F1 and CPIOM-F2 to transmit the data, through the ADCN,
to CPIOM-C1 and CPIOM-C2, which operate the WBBC function.
APU The WBBC transmits its condition data and CG warning data, through
The FQMS gets the control and condition data from different the ADCN, to each of the CPIOM-F modules in the FQMS.
components of the APU System.
Flight Control System
The CPIOM-Fs, through the ADCN, get input values for the APU
related switches on the overhead panel and the ICPs in the cockpit. The FQMS supplies fuel data to the PRIMary (PRIM) and SECondary
(SEC) flight computers through the ADCN. It supplies the PRIM and
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These switches include:

- the APU system switches on the fuel overhead panel, SEC flight computers with accurate CG and weight data for the
- APU FIRE P/BSW on 1221VM (ICP02A) aircraft. It also supplies the PRIM with the fuel quantities. The
- APU switch on 1215VM (ICP07). PRIM/SEC flight computers use this data for flight control operations.
The FQMS also receives 'APU Fuel Used' data, from the ECB through The PRIM computers transmit the angle of the Trimmable Horizontal
the ADCN. The FQMS transmits fuel temperature data to the ECB. Stabilizer (THS) to the FQMS. The THS data helps the application
This data is used by the ECB when it calculates 'APU Fuel Used'. software in the CPIOM-Fs and the AGPs in the FQDC to calculate
CPIOM-F3 and CPIOM-F4 receive the discrete input APU FUEL the fuel quantity for the trim tank.
DEMAND, which tells the FQMS when it is necessary to supply the The PRIM1 and 2 transmit the same data, through ARINC 429
APU with fuel. This discrete input uses source inputs from the APU connections, to CPIOM-F1, CPIOM-F2 and the AGPs in the FQDCs.
vent P/BSW and ECB.
These connections make sure that the angle data of the THS is The functions for the Onboard Maintenance System (OMS) operate
available to the FQMS if a malfunction occurs in the ADCN. in the Avionics Network Server Units (ANSUs). They receive data
PRIM3 operates as a secondary source of angle data for the THS. It from and transmit data to the FQMS. These functions include:
uses only the ADCN to transmit data to the CPIOM-Fs. - the CMS for BITE purposes
The CPIOM-Fs receive slat position data, through the ADCN, from - the DLCS for uploading data and configuration
Slat Flight Control Computer (SFCC) 1 and 2. The FQMS uses this - the ACMS for monitoring and recordings condition and operation
data to identify if the aircraft is in the approach phase. data.
The SCI interfaces the FQMS and the NSS fuel application. The NSS
NSS
Fuel Application is used to:
The Centralized Data Acquisition Module (CDAM) and the Secure - change the preselected fuel quantity (PFQ)/ Zero Fuel Weight (ZFW)/
Communication Interfaces (SCIs) are the two interfaces between the Zero Fuel Center of Gravity (ZFCG) data values through the Onboard
FQMS and open world systems. The two interfaces connect to the Maintenance Terminal (OMT)/Onboard Information Terminal (OIT)
onboard Network Server System (NSS), which operate the open world - see fuel system values (ZFW/ZFCG/PFQ) on the OMT/OIT and the
system functions in the aircraft. Airline Ground Operation Center.
The FQMS connects through the ADCN to the CDAM, which is the
primary interface for the Open World Server. The CDAM monitors
general and special fuel data transmitted in the ADCN. The data
monitored by the CDAM is used in the Digital Flight Data Recording
System (DFDRS) and the Aircraft Condition Monitoring System
(ACMS)
The CPIOM-Fs connect through the ADCN, to the SCIs which operate
as an interface and firewall between the FQMS and these NSS
functions:
- Software Pin Programming Function (SPPF)
L1W06161 - L0KT0T0 - LM28D7000000001
- the CMS
- the DLCS
- the NSS 'Fuel Application'
- the SCI clock.
The two FQDCs connect directly to the SCI through ARINC 429
connections. These connections are used to load applicable software
onto FQDC1 and FQDC2 (TSP A, TSP B and AGP).
Each connection from the SCI goes to one of the FQDCs and can
transmit data to each of the FQDC channels. There are two discrete
outputs from the SCI, which connect to the FQDCs. Each discrete
output is related to one of the ARINC
L1W06161 - L0KT0T0 - LM28D7000000001
FQMS INTERFACE DESCRIPTION - INDICATING SYSTEM FWS & CDS ... NSS
FUEL SYSTEM MAINTENANCE (3)

Tests
Fuel system maintenance.
OMS Interactive Tests Overview
The Fuel system fulfills the following interactive tests:
- SYSTEM TEST,
- TRANSFER PUMPS TEST,
- VALVES TEST,
- INDIVIDUAL PUMP/VALVE TEST,
- FQDC MEMORY DUMP,
- PIN PROGRAMMING,
These tests are launched from the OMS HMI (using the OMT, OIT
or PMAT).
FQDC Memory Dump
When the 'FQDC Memory Dump' option is selected from the 'FQMS
Functions Menu' page, the CMS shall transmit the request for function
to the FQMS. Upon receipt of the function request the FQMS BITE
will enter interactive mode. The FQMS BITE will request from both
its peripheral FQDCs the entire contents of their BITE memory. When
acquired, the contents of the FQDC's BITE memory will be
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
broadcasted to the CMS.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL SYSTEM MAINTENANCE (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
TESTS - OMS INTERACTIVE TESTS OVERVIEW & FQDC MEMORY DUMP

Dataloading
The FQMS application software is considered field loadable software.
Specific Uploading Items
Only some of the software is hosted by the FQDCs, whereas the
majority is hosted by the CPIOM-Fs.
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
DATALOADING - SPECIFIC UPLOADING ITEMS

Put the access platform 5M (16 FT).- ADJUSTABLE in position under
Specific Maintenance Items the applicable panel 522GB or 622GB.
Get access to the Auxiliary Refuel Valve.
Deactivation of the auxiliary refuel valve - In the closed position.
Open the applicable panel
Safety Precautions On the OMT, get access to the Power Distribution Control
management pages to open, safety/lock and tag the auxiliary refuel
WARNING: OBEY THE FUEL SAFETY PROCEDURES. THIS valve related circuit breakers through the SSPC.
CAN PREVENT INJURY AND DAMAGE.
Deactivation of the Auxiliary Refuel Valve - In the Closed
WARNING: BEFORE YOU START WORKING ON THE WINGS Position
OR PYLONS, YOU MUST PUT ON AND ATTACH
A SAFETY HARNESS. WITHOUT A SAFETY WARNING: BEFORE YOU START WORK ON THE WINGS OR
HARNESS, YOU CAN FALL. THIS CAN KILL YOU PYLONS, YOU MUST PUT ON AND ATTACH A
OR CAUSE YOU INJURY SAFETY HARNESS. WITHOUT A SAFETY
HARNESS, YOU CAN FALL. THIS CAN KILL YOU
WARNING: YOU MUST OBEY ALL THE SAFETY OR CAUSE YOU INJURY
PROCEDURES WHEN YOU DO WORK IN OR NEAR Remove the applicable actuator.
A FUEL TANK. IF YOU DO NOT OBEY THE Use the drive on the Locking Plate to close the Auxiliary Refuel Valve.
SAFETY PROCEDURES, THERE IS A RISK OF: NOTE: If the Auxiliary Refuel Valve will not fully close you must
- DEATH OR INJURY TO PERSONS replace it.
- DAMAGE TO THE AIRCRAFT OR TO OTHER Make sure that the Locking Plate is in the SHUT position.
EQUIPMENT. Install the Locking Plate on the attachment studs with the nuts
Connect the electrical connector to the Mechanical Actuator
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
CAUTION: DO NOT CAUSE DAMAGE TO THE OTHER PARTS On the OMT, get access to the Power Distribution Control
WHEN YOU REMOVE THE ACTUATOR. management pages.
Obey the fuel safety procedures when you do work on the fuel system. Remove the tags and/or the safety clip-circuit breaker and close/unlock
Put the SAFETY BARRIERS in position. the auxiliary refuel valve related circuit breakers through the SSPC
Put the WARNING NOTICE in position on: Close Access:
- the overhead panel 1235VM, - Make sure that the work area is clean and clear of tools and other
- the refuel panel 42QU items
- to tell persons not to operate the fuel system. - Install the applicable panel 522GB (622GB).
Put on and attach a SAFETY HARNESS before you start working in - Remove the ground support and maintenance equipment, the special
the work area and standard tools and all other items
Put a warning notice on the panel 1235VM to tell the flight crew that
the applicable system has been deactivated.
Make an applicable entry in the aircraft technical log
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
L1W06161 - L0KT0T0 - LM28Y1MAINT0001
SPECIFIC MAINTENANCE ITEMS - SAFETY PRECAUTIONS & DEACTIVATION OF THE AUXILIARY REFUEL VALVE - IN THE
CLOSED POSITION

L1W06161 - L0KT0T0 - LM28Y1MAINT0001
FUEL SYSTEM OPERATION, CONTROL & INDICATING (3)

Indicating
Quantity and temperature indicating.
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL SYSTEM OPERATION, CONTROL & INDICATING (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
INDICATING

Engine Feed and Crossfeed System
Engine feed and crossfeed system indicating.
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
ENGINE FEED AND CROSSFEED SYSTEM

LP Shut-Off System
LP Shut-off system indicating.
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
LP SHUT-OFF SYSTEM

APU Fuel System
APU Fuel system indicating.
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
APU FUEL SYSTEM

Refuel Defuel System
Refuel defuel system indicating.
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
REFUEL DEFUEL SYSTEM

Wing Transfer System
Wing transfer system indicating.
Wing transfer system indicating with fault
Wing transfer system indicating with manual control
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
WING TRANSFER SYSTEM
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301

Trim Transfer System
Trim transfer system indicating.
Manual trim transfer system indicating
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
TRIM TRANSFER SYSTEM
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
TRIM TRANSFER SYSTEM

L1W06161 - L0KT0T0 - LM28O1LEVEL0301

Jettison System
Jettison system indicating.
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
L1W06161 - L0KT0T0 - LM28O1LEVEL0301
JETTISON SYSTEM
COMPONENT LOCATION (3)

Storage Tanks
Tank Venting System
Drainage System
Quantity Indicating
Fuel Properties Measurement
Fuel Distribution
Engine Feed Pump System
Crossfeed System
APU Fuel System
Refuel/Defuel System
Transfer System
Heat Exchanger System

L1W06161 - L0KT0T0 - LM28C1LEVEL0301
Jettison System
MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006

L1W06161 - L0KT0T0 - LM28C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

Level III - Ata 28 Fuel System

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Level III - Ata 28 Fuel System

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TECHNICAL TRAINING MANUAL

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LEVEL III - ATA 28 FUEL SYSTEM

FUEL TANK VENTING SYSTEM DESCRIPTION (3)

the ground to indicate that the disc is not broken.

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FUEL TANK INDICATING SYSTEM DESCRIPTION (3)

- temperature of fuel in each individual tank

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FUEL TANK INDICATING SYSTEM DESCRIPTION (3)

(secondary role) and a source of temperature data (tertiary role).

2 FQDCs send a signal-conditioning interface for the fuel system in-tank

FUEL TANK INDICATING DESCRIPTION

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FUEL TANK INDICATING SYSTEM DESCRIPTION (3)

SECONDARY FUEL MEASUREMENT LINKS

FUEL TANK INDICATING SYSTEM DESCRIPTION (3)

ENGINE FEED SYSTEM DESCRIPTION (3)

A rotating shaft powered by the brushless DC motor drives the main

to the engine pylon.

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ENGINE FEED SYSTEM DESCRIPTION (3)

MAIN FEED PUMP CONTROL

ENGINE FEED SYSTEM DESCRIPTION (3)

ENGINE FEED SYSTEM DESCRIPTION (3)

CROSSFEED SYSTEM DESCRIPTION - CROSSFEED VALVE AND ACTUATOR

ENGINE FEED SYSTEM DESCRIPTION (3)

CROSSFEED VALVE CONTROL

ENGINE FEED SYSTEM DESCRIPTION (3)

HEAT EXCHANGER DESCRIPTION

ENGINE FEED SYSTEM DESCRIPTION (3)

HEAT ECHANGER CONTROL

APU FUEL SYSTEM DESCRIPTION (3)

APU FUEL DESCRIPTION - APU FUEL FEED LINE

APU FUEL SYSTEM DESCRIPTION (3)

The pump element comprises an impeller driven by a 28V brushless DC.

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APU FUEL SYSTEM DESCRIPTION (3)

FUEL TRANSFER SYSTEM DESCRIPTION (3)

is connected to a fuel pipe. Its outlet lets fuel be discharged directly

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FUEL TRANSFER SYSTEM DESCRIPTION (3)

Manual Transfer Control

TRANSFER CONTROL - AUTOMATIC TRANSFER CONTROL ... GROUND TRANSFERS CONTROL

JETTISON SYSTEM DESCRIPTION (3)

JETTISON SYSTEM DESCRIPTION (3)

- all transfer tanks are empty,

FUEL QUANTITY & MANAGEMENT SYS INTERFACE DESC (3)

These switches include:

FUEL SYSTEM MAINTENANCE (3)

broadcasted to the CMS.

TESTS - OMS INTERACTIVE TESTS OVERVIEW & FQDC MEMORY DUMP

FUEL SYSTEM MAINTENANCE (3)

DATALOADING - SPECIFIC UPLOADING ITEMS

FUEL SYSTEM MAINTENANCE (3)

This Page Intentionally Left Blank

FUEL SYSTEM OPERATION, CONTROL & INDICATING (3)

FUEL SYSTEM OPERATION, CONTROL & INDICATING (3)

ENGINE FEED AND CROSSFEED SYSTEM

FUEL SYSTEM OPERATION, CONTROL & INDICATING (3)

FUEL SYSTEM OPERATION, CONTROL & INDICATING (3)