a380_level i - Ata 28 Fuel

A380 TECHNICAL TRAINING MANUAL MANUAL GENERAL FAMILIARIZATION COURSE - T4 (RR Trent 900) LEVEL I - ATA 28 Fuel

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A380 TECHNICAL TRAINING MANUAL

LEVEL I - ATA 28 FUEL

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Fuel System Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fuel Storage Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Feed Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Engine Feed Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 APU Fuel System Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . 30 APU Fuel System Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . 34 Fuel Transfers Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . . . . 38 Fuel Transfers Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . . . . 42 Refuel Defuel System Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . 46 Refuel Defuel System Presentation (US) (1) . . . . . . . . . . . . . . . . . . . 52 Jettison System Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . . . 58 Jettison System Presentat ion (US) (1) . . . . . . . . . . . . . . . . . . . . . . . . 62 Fuel Quantity Management System Presentation (Me) (1) . . . . . . . . 66 Fuel Quantity Management System Presentation (US) (1) . . . . . . . . 70 Fuel System Maint enance (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Fuel Tank Safety Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 76


FUEL SYSTEM INTRODUCTION (1) General

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The fuel system comprises different sub-systems, which are: - storage, - engine feed, - APU fuel, - fuel transfers, - refuel/defuel, - jettison, - and fuel quantity management.


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FUEL STORAGE PRESENTATION (1) General

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The main function of the storage system is to safely store the fuel, which supplies the engines and APU. The storage system contains fuel in tanks and safely lets the fuel thermally expand. It regulates tank air pressure. It also gives protection against fire and means to collect condensed water from the fuel tanks. On the aircraft, fuel is stored in eleven fuel tanks. In the wings there are: - the feed tanks 1 and 2 (LH) and 3 and 4 (RH), - the LH and RH inner tanks, - the LH and RH mid tanks, - the LH and RH outer tanks. In the Trimmable Horizontal Stabilizer (THS) is the trim tank. In each wing there is a surge tank and a vent tank. These tanks are used for temporary storage of any fuel that overflows from the wing tanks and for wing tank air venting. On the right hand side of the THS there is a vent/surge tank. This tank is used for temporary storage of the fuel that overflows from the trim tank and for trim tank air venting.


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FUEL STORAGE PRESENTATION (1) Fuel Tanks

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The feed tanks are used to supply fuel to the engines. They have one closed area called the collector cell, which is a reservoir for the engine fuel feed pumps. A dedicated jet pump is used to keep the collector cell full. All other fuel tanks are storage and transfer tanks. Access to the tanks is gained throu gh manhole panels. Each tank has one or more water drain valves.


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FUEL STORAGE PRESENTATION (1) Venting System

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The tank venting system keeps the air pressure in the fuel tanks near to the external air pressure. The tank venting system prevents abnormal differential pressure, which could damage the fuel tank/aircraft structure. This function is especially necessary during the refuel or defuel operations and when the aircraft climbs or descends. This system also gives all means to safely discharge from the aircraft, any fuel overflowing from the fuel tanks. The tank venting system is a fully automatic mechanical system. There are no manual controls and no electrical components. WING TANKS Each wing fuel tank is individually connected to the surge tank by internal vent pipes. The surge tank is connected to a vent tank, which is connected to the atmosphere through a NACA intake and flame arrestor. The collector cells in the engi ne feed tanks are vented into the feed tan ks through holes located at the top of the cells. TRIM TANK The trim tank is connected to a vent/surge tank by internal vent pipes. The vent/surge tank is connected to the atmosphere through a NACA intake and flame arrestor. Vent protectors (flame arrestors) prevent the ignition of the fuel vapor in the wing vent tanks and in the trim vent/surge tank in case of external fire. If abnormal condition occurs in the fuel system, which causes large quantities of fuel to enter the vent tank or the vent/surge tank, then the vent protectors let the fuel flow freely overboard. Overpressure protectors located in the vent tanks or the vent/surge tank, makes sure that the pressure in the vent tanks, or the vent/surge tank, and thus the fuel tanks, does not exceed the design limits.


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VENTING SYSTEM L

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ENGINE FEED PRESENTATION (ME) (1) General

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The engine feed system makes sure that the fuel is supplied to all the engines during all flight condi tions and can be isolated from one or more engines, when necessary. The engine feed fuel pump system comprises four independent parts, one per engine. Under normal operation, each part supplies the fuel from its related feed tank to the associated engine. The crossfeed system can interconnect each part of the engine feed pump system. The engine Low-Pressure (LP) shut-off system lets each engine be isolated or shut-off from the engine feed system. These operations are controlled from the cockpit integrated control panels and the related information is shown on the ECAM FUEL page of the System Display (SD).


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ENGINE FEED PRESENTATION (ME) (1) Engine Feed Fuel Pump

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For each part of the engine fuel feed system, there are two fuel pumps installed in each feed tank collector cell, one main pump and on e standby pump. Each pump has a pressure switch to monitor the output fuel pressure. Each fuel pump system is usually manually controlled from the P/BSWs on the overhead-integrated control panel 1235 VM. When the main pump is in low-pressure condition, the related standby pump automatically starts. Engine feed information is shown on the ECAM FUEL page of the SD.


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ENGINE FEED PRESENTATION (ME) (1) Crossfeed System

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The crossfeed system enables any engine to be fed from any engine feed tank. It can be also used to correct fuel imbalance between tanks, in case of emergency condition or for maintenance purpose. The crossfeed system has four crossfeed valves, which are normally closed. When a crossfeed valve is open, the related fuel feed is available in a common fuel gallery between all the four valves. If a second crossfeed valve is opened, the two fuel feed systems are connected together. The crossfeed valves can be manually controlled by the four P/BSWs identified on the overhead-integrated control panel 1235VM as CROSSFEED 1 to CROSSFEED 4. Alternatively, the aircraft wiring automatically controls the crossfeed valves: - in the event of an electrical emergency condition, - by the Fuel Quantity Management System (FQMS) for an automatic ground transfer. The crossfeed valve position is shown on the ECAM FUEL page of the SD.


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ENGINE FEED PRESENTATION (ME) (1) Low-Pressure Shut-Off System

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The engine Low-Pressure shut-off system has one LP valve per engine. Each valve can be opened or closed using the related ENG MASTER switch (1125 VU) on the cockpit pedestal. In case of engine fire, the operation of the engine FIRE P/BSW on the overhead-integrated control panel 1245 VM, will close the related LP valve and stop the fuel supply to the engine. The LP valve position data is shown on the ECAM FUEL page of the SD.


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LOW-PRESSURE SHUT-OFF SYSTEM L

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ENGINE FEED PRESENTATION (ME) (1) Heat Exchanger Fuel System

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The A380 has a pair of Hydraulic Heat Exchangers (HHX), in order to cool down the high-pressure hydraulic fluid. This system acts as a back-up only in the event of a failure of the primary air/hydraulic heat exchanger. A bypass line on the engine fuel feed pipes o f the engine 1 and the engine 4, diverts some fuel through the fuel/hydraulic heat exchangers via an isolation valve and then returns the heated fuel to the related engine feed tank. Control of the isolation valve, and thus feed fuel recirculation, is fully automatic from the FQMS. Recirculation is inhibited when the related feed tank contains insufficient fuel.


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ENGINE FEED PRESENTATION (US) (1) General

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The engine feed system makes sure that the fuel is supplied to all the engines during all flight condi tions and can be isolated from one or more engines, when necessary. The engine feed fuel pump system comprises four independent parts, one per engine. Under normal operation, each part supplies the fuel from its related feed tank to the associated engine. The crossfeed system can interconnect each part of the engine feed pump system. The engine Low-Pressure (LP) shut-off system lets each engine be isolated or shut-off from the engine feed system. These operations are controlled from the cockpit integrated control panels and the related information is shown on the ECAM FUEL page of the System Display (SD).


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ENGINE FEED PRESENTATION (US) (1) Engine Feed Fuel Pump

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For each part of the engine fuel feed system, there are two fuel pumps installed in each feed tank collector cell, one main pump and on e standby pump. Each pump has a pressure switch to monitor the output fuel pressure. Each fuel pump system is usually manually controlled from the P/BSWs on the overhead-integrated control panel 1235 VM. When the main pump is in low-pressure condition, the related standby pump automatically starts. Engine feed information is shown on the ECAM FUEL page of the SD.


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ENGINE FEED PRESENTATION (US) (1) Crossfeed System

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The crossfeed system enables any engine to be fed from any engine feed tank. It can be also used to correct fuel imbalance between tanks, in case of emergency condition or for maintenance purpose. The crossfeed system has four crossfeed valves, which are normally closed. When a crossfeed valve is open, the related fuel feed is available in a common fuel gallery between all the four valves. If a second crossfeed valve is opened, the two fuel feed systems are connected together. The crossfeed valves can be manually controlled by the four P/BSWs identified on the overhead-integrated control panel 1235VM as CROSSFEED 1 to CROSSFEED 4. Alternatively, the aircraft wiring automatically controls the crossfeed valves: - in the event of an electrical emergency condition, - by the Fuel Quantity Management System (FQMS) for an automatic ground transfer. The crossfeed valve position is shown on the ECAM FUEL page of the SD.


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ENGINE FEED PRESENTATION (US) (1) Low-Pressure Shut-Off System

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The engine Low-Pressure shut-off system has one LP valve per engine. Each valve can be opened or closed using the related ENG MASTER switch (1125 VU) on the cockpit pedestal. In case of engine fire, the operation of the engine FIRE P/BSW on the overhead-integrated control panel 1245 VM, will close the related LP valve and stop the fuel supply to the engine. The LP valve position data is shown on the ECAM FUEL page of the SD.


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ENGINE FEED PRESENTATION (US) (1) Heat Exchanger Fuel System

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The A380 has a pair of Hydraulic Heat Exchangers (HHX), in order to cool down the high-pressure hydraulic fluid. This system acts as a back-up only in the event of a failure of the primary air/hydraulic heat exchanger. A bypass line on the engine fuel feed pipes o f the engine 1 and the engine 4, diverts some fuel through the fuel/hydraulic heat exchangers via an isolation valve and then returns the heated fuel to the related engine feed tank. Control of the isolation valve, and thus feed fuel recirculation, is fully automatic from the FQMS. Recirculation is inhibited when the related feed tank contains insufficient fuel.


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APU FUEL SYSTEM PRESENTATION (ME) (1) General

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The APU fuel system supplies fuel to the Auxiliary Power Unit (APU). The system comprises a dedicated fuel line connected to the engine 4 fuel feed system of the right wing, two valves and an APU fuel pump. The APU MASTER SWitch controls t he APU fuel supply. The APU FIRE P/BSW can stop the APU fuel supply. The APU fuel system status is shown on the ECAM FUEL page of the System Display (SD).


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APU FUEL SYSTEM PRESENTATION (ME) (1) APU Fuel system

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Selection of the APU MASTER SWitch on the overhead panel controls the fuel demand of the APU. The APU is supplied with fuel from th e number 4 engine feed manifold. If the main or standby engine 4 feed pump is operating, the pressure is normally sufficient to operate the APU. However, if the pressure in the fuel line is not sufficient, the APU fuel pump will start automatically and will supply fuel to the APU. The APU fuel system has two valves that control the fuel supply to the APU, the APU pipe isolation valve and the APU Low Pressure (LP) valve. The APU pipe isolation valve prevents the APU fuel line from being pressurized when the APU is not in u se. The APU LP valve located at the rear end of the APU fuel feed line isolates the APU from the fuel supply. If an emergency situation occurs (APU fire or emergency shut down) or if the Fuel Quantity Management System (FQMS) detects an APU feed line damage, the APU fuel pump stops, the APU pipe isolation valve and the APU LP valve are automatically controlled to the close position. The ECAM FUEL page of the SD indicates the status of the APU fuel system.


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APU FUEL SYSTEM L

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APU FUEL SYSTEM PRESENTATION (US) (1) General

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The APU fuel system supplies fuel to the Auxiliary Power Unit (APU). The system comprises a dedicated fuel line connected to the engine 4 fuel feed system of the right wing, two valves and an APU fuel pump. The APU MASTER SWitch controls t he APU fuel supply. The APU FIRE P/BSW can stop the APU fuel supply. The APU fuel system status is shown on the ECAM FUEL page of the System Display (SD).


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APU FUEL SYSTEM PRESENTATION (US) (1) APU Fuel system

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Selection of the APU MASTER SWitch on the overhead panel controls the fuel demand of the APU. The APU is supplied with fuel from th e number 4 engine feed manifold. If the main or standby engine 4 feed pump is operating, the pressure is normally sufficient to operate the APU. However, if the pressure in the fuel line is not sufficient, the APU fuel pump will start automatically and will supply fuel to the APU. The APU fuel system has two valves that control the fuel supply to the APU, the APU pipe isolation valve and the APU Low Pressure (LP) valve. The APU pipe isolation valve prevents the APU fuel line from being pressurized when the APU is not in u se. The APU LP valve located at the rear end of the APU fuel feed line isolates the APU from the fuel supply. If an emergency situation occurs (APU fire or emergency shut down) or if the Fuel Quantity Management System (FQMS) detects an APU feed line damage, the APU fuel pump stops, the APU pipe isolation valve and the APU LP valve are automatically controlled to the close position. The ECAM FUEL page of the SD indicates the status of the APU fuel system.


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APU FUEL SYSTEM L

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FUEL TRANSFERS PRESENTATION (ME) (1) General

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The wing transfer system controls the movement of fuel between wing fuel tanks. The trim transfer system controls the longitudinal Center of Gravity (CG) of the aircraft. For this function the system moves fuel from the wing tanks to the trim tank (aft transfer) or from the trim tank to the wing tanks (forward transfer). Aft transfers are only possible when the aircraft is on the ground. There are 3 types of transfers: - main transfers: to supply fuel to the feed tanks, - load alleviation transfers: to alleviate structural loads in flight or on ground, - Center of Gravity (CG) transfers: to control CG and to fulfill longitudinal aircraft balance. They are automatically controlled by the Fuel Quantity Management System (FQMS) but can be manually overridden. Transfer data is displayed on the ECAM FUEL page of the System Display (SD).


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FUEL TRANSFERS PRESENTATION (ME) (1) Fuel Transfer Routes

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Wing transfers are done by using the forward gallery (or the aft gallery in case of failure) transfer pumps, transfer valves and inlet valves. Trim transfers use the trim pipe and valves to connect to the aft gallery (or the forward gallery in case of failure). All transfers are controlled by the FQMS, provided that all transfer pumps are selected ON, using their related P/BSWs on the overhead-integrated control panel 1235 VM. Manual override is possible from the FUEL panel.


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FUEL TRANSFER ROUTES L

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FUEL TRANSFERS PRESENTATION (US) (1) General

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The wing transfer system controls the movement of fuel between wing fuel tanks. The trim transfer system controls the longitudinal Center of Gravity (CG) of the aircraft. For this function the system moves fuel from the wing tanks to the trim tank (aft transfer) or from the trim tank to the wing tanks (forward transfer). Aft transfers are only possible when the aircraft is on the ground. There are 3 types of transfers: - main transfers: to supply fuel to the feed tanks, - load alleviation transfers: to alleviate structural loads in flight or on ground, - Center of Gravity (CG) transfers: to control CG and to fulfill longitudinal aircraft balance. They are automatically controlled by the Fuel Quantity Management System (FQMS) but can be manually overridden. Transfer data is displayed on the ECAM FUEL page of the System Display (SD).


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FUEL TRANSFERS PRESENTATION (US) (1) Fuel Transfer Routes

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Wing transfers are done by using the forward gallery (or the aft gallery in case of failure) transfer pumps, transfer valves and inlet valves. Trim transfers use the trim pipe and valves to connect to the aft gallery (or the forward gallery in case of failure). All transfers are controlled by the FQMS, provided that all transfer pumps are selected ON, using their related P/BSWs on the overhead-integrated control panel 1235 VM. Manual override is possible from the FUEL panel.


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FUEL TRANSFER ROUTES L

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REFUEL DEFUEL SYSTEM PRESENTATION (ME) (1) General

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The refuel/defuel system controls the flow of fuel into or out of the aircraft. Two refuel/defuel couplings are installed in the leading edge of each wing providing an interface between the refuel/defuel system and the external fuel source. The refuel/defuel procedures can be initiated and controlled from the overhead panel in the cockpit or from the Integrated Refuel Panel (IRP) in the RH lower belly fairing. The different refuel/defuel system operations are: - automatic refuel from the cockpit, - automatic refuel from the IRP, - manual refuel, - manual pressure defuel, - manual suction defuel, - automatic ground transfer (Center of Gravity control), - manual ground transfer. In all modes of operation overbalance and overflow protection is done by the Fuel Quantity Management System (FQMS).


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REFUEL DEFUEL SYSTEM PRESENTATION (ME) (1) CG Targeting

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To do an automatic refuel, the FQMS uses two different control methods: - CG targeting method, where the FQMS controls fuel loading and distribution to achieve a specific target aircraft Centre of Gravity (CG), - single vector method, where the FQMS controls fuel loading and distribution in accordance with a fixed/predefined sequence. To refuel to a specific CG t arget, the actual Zero Fuel Weight (ZFW) and the Zero Fuel Center of Gravity (ZFCG) values must be entered into the fuel management function through any of these means by: - manual entry onboard the aircraft using the Multi-Function Display (MFD) and Flight Management System (FMS), - manual entry on board the aircraft using the Onboard Maintenance Terminal (OMT) or the Onboard Information Terminal (OIT), - automatic uplink of data from an airline ground terminal using the Aircraft Communication Addressing and Reporting System (ACARS). If specific ZFW and ZFCG values are not given, then the aircraft will be refueled to default values using the single vector method. During an automatic refuel, the FQMS controls, which tanks receive fuel, when they receive fuel and the quantity of fuel they receive. The fuel management function calculates the fuel mass necessary in each tank to reach the ground CG target. During a manual refuel, the operator controls the fuel loading and distribution within the safety limits set by the FQMS. After refueling, if new or updated ZFW and ZFCG values are entered, an automatic ground transfer can be done from the cockpit with the AUTO GND XFR P/ BSW.


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CG TARGETING L

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REFUEL DEFUEL SYSTEM PRESENTATION (ME) (1) Fuel Routes

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To fill the tanks, the refuel/defuel coupling is connected, via auxiliary refuel valves to 2 galleries of interconnected pipe-work, the forward gallery and the aft gallery. The layout of the pipe-work gives two separate routes into each wing fuel tank. In each tank, individual branch pipes end by an inlet valve. The fuel feed system is connected to forward gallery via a transfer/defuel valve. The trim pipe is connected to each aft and forward gallery, via a trim pipe isolation valve. The trim line ends with 2 trim tank inlet valves which give the only refuel route to the trim tank. Downstream of each tank inlet valve, the tank piping is connected to a single or group of refuel diffusers. All valves are controlled by the FQMS. To fill the fuel tanks to their maximum capacity, the aircraft must be at the usual ground attitude datum of level +/- 2 degrees. With four fuel hoses connected (to the refuel/defuel couplings), the minimum time to refuel the aircraft (from the tanks empty to the maximum capacity) at a refuel supply pressure of 2.75 bar (40 psi) is approximately 60 minutes.


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FUEL ROUTES L

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REFUEL DEFUEL SYSTEM PRESENTATION (US) (1) General

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The refuel/defuel system controls the flow of fuel into or out of the aircraft. Two refuel/defuel couplings are installed in the leading edge of each wing providing an interface between the refuel/defuel system and the external fuel source. The refuel/defuel procedures can be initiated and controlled from the overhead panel in the cockpit or from the Integrated Refuel Panel (IRP) in the RH lower belly fairing. The different refuel/defuel system operations are: - automatic refuel from the cockpit, - automatic refuel from the IRP, - manual refuel, - manual pressure defuel, - manual suction defuel, - automatic ground transfer (Center of Gravity control), - manual ground transfer. In all modes of operation overbalance and overflow protection is done by the Fuel Quantity Management System (FQMS).


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REFUEL DEFUEL SYSTEM PRESENTATION (US) (1) CG Targeting

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To do an automatic refuel, the FQMS uses two different control methods: - CG targeting method, where the FQMS controls fuel loading and distribution to achieve a specific target aircraft Centre of Gravity (CG), - single vector method, where the FQMS controls fuel loading and distribution in accordance with a fixed/predefined sequence. To refuel to a specific CG t arget, the actual Zero Fuel Weight (ZFW) and the Zero Fuel Center of Gravity (ZFCG) values must be entered into the fuel management function through any of these means by: - manual entry onboard the aircraft using the Multi-Function Display (MFD) and Flight Management System (FMS), - manual entry on board the aircraft using the Onboard Maintenance Terminal (OMT) or the Onboard Information Terminal (OIT), - automatic uplink of data from an airline ground terminal using the Aircraft Communication Addressing and Reporting System (ACARS). If specific ZFW and ZFCG values are not given, then the aircraft will be refueled to default values using the single vector method. During an automatic refuel, the FQMS controls, which tanks receive fuel, when they receive fuel and the quantity of fuel they receive. The fuel management function calculates the fuel mass necessary in each tank to reach the ground CG target. During a manual refuel, the operator controls the fuel loading and distribution within the safety limits set by the FQMS. After refueling, if new or updated ZFW and ZFCG values are entered, an automatic ground transfer can be done from the cockpit with the AUTO GND XFR P/ BSW.


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CG TARGETING L

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REFUEL DEFUEL SYSTEM PRESENTATION (US) (1) Fuel Routes

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To fill the tanks, the refuel/defuel coupling is connected, via auxiliary refuel valves to 2 galleries of interconnected pipe-work, the forward gallery and the aft gallery. The layout of the pipe-work gives two separate routes into each wing fuel tank. In each tank, individual branch pipes end by an inlet valve. The fuel feed system is connected to forward gallery via a transfer/defuel valve. The trim pipe is connected to each aft and forward gallery, via a trim pipe isolation valve. The trim line ends with 2 trim tank inlet valves which give the only refuel route to the trim tank. Downstream of each tank inlet valve, the tank piping is connected to a single or group of refuel diffusers. All valves are controlled by the FQMS. To fill the fuel tanks to their maximum capacity, the aircraft must be at the usual ground attitude datum of level +/- 2 degrees. With four fuel hoses connected (to the refuel/defuel couplings), the minimum time to refuel the aircraft (from the tanks empty to the maximum capacity) at a refuel supply pressure of 2.75 bar (40 psi) is approximately 60 minutes.


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FUEL ROUTES L

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JETTISON SYSTEM PRESENTATION (ME) (1) General

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In case of an emergency situation, the jettison system is used to dump fuel overboard to decrease the aircraft gross weight before landing. The jettison system operation can only be init iated manually, but it can be stopped manually or automatically. It is always under the control of the Fuel Quantity Management System (FQMS). Only the fuel in the transfer tanks is jettisoned. There is no fuel jettison from the feed tanks. The jettison system data is displayed on the ECAM FUEL page of the system display (SD).


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JETTISON SYSTEM PRESENTATION (ME) (1) Jettison System

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Once fuel jettison has been manually initiated by means of two guarded P/BSWs, ARM and ACTIVE, located on the cockpit overhead panel 1211 VM, operation of the jettison system is automatic. The jettison valves are controlled by the FQMS via the aircraft wiring. The jettison-rate is approximately 3300 kg (7275 lb) per minute. Fuel is simultaneously jettisoned from the outer, mid and inner tanks of each wing. If there is fuel in the trim t ank, a forward fuel transfer occurs. Up to twelve transfer pumps can be automatically started to supply the fuel flow from the fuel tanks to the forward and aft galleries. The fuel flows through the galleries, the left and right jettison valves, the jettison pipes and overboard of each wing. The system can be manually stopped by the crew through the guarded P/BSWs, ARM and ACTIVE, or automatically if the FQMS stops the operation at a pre-set jettison final gross weight. The jettison system data is displayed on the ECAM FUEL page of the (SD).


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JETTISON SYSTEM PRESENTATION (US) (1) General

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In case of an emergency situation, the jettison system is used to dump fuel overboard to decrease the aircraft gross weight before landing. The jettison system operation can only be init iated manually, but it can be stopped manually or automatically. It is always under the control of the Fuel Quantity Management System (FQMS). Only the fuel in the transfer tanks is jettisoned. There is no fuel jettison from the feed tanks. The jettison system data is displayed on the ECAM FUEL page of the system display (SD).


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JETTISON SYSTEM PRESENTATION (US) (1) Jettison System

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Once fuel jettison has been manually initiated by means of two guarded P/BSWs, ARM and ACTIVE, located on the cockpit overhead panel 1211 VM, operation of the jettison system is automatic. The jettison valves are controlled by the FQMS via the aircraft wiring. The jettison-rate is approximately 3300 kg (7275 lbs) per minute. Fuel is simultaneously jettisoned from the outer, mid and inner tanks of each wing. If there is fuel in the trim t ank, a forward fuel transfer occurs. Up to twelve transfer pumps can be automatically started to supply the fuel flow from the fuel tanks to the forward and aft galleries. The fuel flows through the galleries, the left and right jettison valves, the jettison pipes and overboard of each wing. The system can be manually stopped by the crew through the guarded P/BSWs, ARM and ACTIVE, or automatically if the FQMS stops the operation at a pre-set jettison final gross weight. The jettison system data is displayed on the ECAM FUEL page of the (SD).


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JETTISON SYSTEM L

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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (ME) (1) General

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The Fuel Quantity Management System (FQMS) automatically controls and monitors most of the sub-systems of the fuel system. This is achieved using avionics computing units to acquire system data, do various computations and generate control and indication signals/data. The main functions are: - fuel quantity measurement, - fuel temperature measurement, - Centre of Gravity calculation, - fuel transfer control/management, - system indications, - system monitoring and test, - fault reporting. These functions are hosted in the system's avionics resources.


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (ME) (1) FQMS Architecture

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The FQMS comprises a number of electronic LRUs/LRMs, fuel system application software and sensors. Part of the FQMS application software is installed on two Fuel Quantity Data Concentrators (FQDCs), the primary part of the software is installed on four CPIOMs-F. The FQDCs interface between the system's in-tank sensors and probes, pumps and valves, and the CPIOMs-F. The following sensors and probes in the system are: - capacitance probes, for fuel level measurement, - Probe Compensators Temperature Units (PCTUs), for fuel permit tivity measurement, - dual element temperature sensors, for fuel temperature measurement, - arrangement of a compensator (with single integral temperature sensor) and a densitometer (with single integral temperature sensor) on a common back plate named Fuel Properties Measurement Units (FPMUs), for determination of the characteristics of an uplifted fuel. The FQMS also includes an Integrated Refuel Panel (IRP), which is used to control and observe ground operations such as refuel, defuel and ground transfers. The FQMS Application Software in the CPIOMs-F is divided into seven partitions. Each partition is responsible for the realization of certain FQMS functions. The partitions are split in MONitor and COMmand partitions. The COM partitions and their corresponding functions are: - Measurement: fuel quantity determination, fuel temperature determination, overflow condition determination and fault monitoring/reporting, - Management: management of fuel uplift, fuel transfer b etween aircraft tanks, defuel or jettison, generation of pump/valve control stimuli and fault monitoring/reporting,

- CG Measurement: computation of aircraft gross weight, aircraft longitudinal center of gravity and aft center of gravity target and fault monitoring/reporting. The MON partitions and their corresponding functions are: - Integrity: checking of system computations to ensure safety and high integrity, - Monitor: checking of system conditions to detect erroneous computations, - CG Measurement: second computation of aircraft gross weigh t, aircraft longitudinal center of gravity and aft center of gravity target, - System BITE: system health determination, side changeover control, collection of system fault reports, fault isolation and reporting and management of interactive dialogue with CMS. The four CPIOMs-F are grouped into pairs to form two computing lanes or sides. Through the two FQDCs, each side receives, via ARINC 429 communication buses, data from probes and s ensors as well as feedback data from the fuel system's active pumps and valves. They also receive data from the Integrated Refuel Panel.


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (US) (1) General

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The Fuel Quantity Management System (FQMS) automatically controls and monitors most of the sub-systems of the fuel system. This is achieved using avionics computing units to acquire system data, do various computations and generate control and indication signals/data. The main functions are: - fuel quantity measurement - fuel temperature measurement - Centre of Gravity calculation - fuel transfer control/management - system indications - system monitoring and test - fault reporting These functions are hosted in the system's avionics resources.


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (US) (1) FQMS Architecture

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The FQMS comprises a number of electronic LRUs/LRMs, fuel system application software and sensors. Part of the FQMS application software is installed on two Fuel Quantity Data Concentrators (FQDCs), the primary part of the software is installed on four CPIOMs-F. The FQDCs interface between the system's in-tank sensors and probes, pumps and valves, and the CPIOMs-F. The following sensors and probes in the system are: - capacitance probes, for fuel level measurement, - Probe Compensators Temperature Units (PCTUs), for fuel permit tivity measurement, - dual element temperature sensors, for fuel temperature measurement, - arrangement of a compensator (with single integral temperature sensor) and a densitometer (with single integral temperature sensor) on a common back plate named Fuel Properties Measurement Units (FPMUs), for determination of the characteristics of an uplifted fuel. The FQMS also includes an Integrated Refuel Panel (IRP), which is used to control and observe ground operations such as refuel, defuel and ground transfers. The FQMS Application Software in the CPIOMs-F is divided into seven partitions. Each partition is responsible for the realization of certain FQMS functions. The partitions are split in MONitor and COMmand partitions. The COM partitions and their corresponding functions are: - Measurement: fuel quantity determination, fuel temperature determination, overflow condition determination and fault monitoring/reporting, - Management: management of fuel uplift, fuel transfer b etween aircraft tanks, defuel or jettison, generation of pump/valve control stimuli and fault monitoring/reporting,

- CG Measurement: computation of aircraft gross weight, aircraft longitudinal center of gravity and aft center of gravity target and fault monitoring/reporting. The MON partitions and their corresponding functions are: - Integrity: checking of system computations to ensure safety and high integrity, - Monitor: checking of system conditions to detect erroneous computations, - CG Measurement: second computation of aircraft gross weigh t, aircraft longitudinal center of gravity and aft center of gravity target, - System BITE: system health determination, side changeover control, collection of system fault reports, fault isolation and reporting and management of interactive dialogue with CMS. The four CPIOMs-F are grouped into pairs to form two computing lanes or sides. Through the two FQDCs, each side receives, via ARINC 429 communication buses, data from the two group of probes and sensors as well as feedback data from the fuel system's active pumps and valves. They also receive data from the Integrated Refuel Panel.


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FUEL SYSTEM MAINTENANCE (1) Fuel Safety Items

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When you work on aircraft, make sure that you o bey all the AMM safety procedures. This will prevent injury to persons and /or damage to the aircraft. Here is an overview of main safety precautions relative to the fuel system. Make sure that the safety area is clear and clean. Respect the safety precautions within the safety distances. During a refueling, the area must be kept clear to let the tanker move away in an emergency. Aircraft must not be refueled less than 30 meters (100ft) from radar or HF radio equipment under test or in operation in the aircraft or ground installation. Put the '' NO SMOKING '' warning notices around the work area. Ground and bond the aircraft. In the work area: - do not use any material / tool which may cause sparks, - use only necessary and approved electrical / electronic equipment, - make sure the air flow is sufficient to work safely in tanks, otherwise use a respirator, - do not pull or move metal objects along the ground, - immediately flush away or remove any fuel leakage. Make sure that you have the proper fire fighting equipment available. The fuel/kerosene is pois onous. Avoid any contact between fuel and your eyes, mouth, nose, ears or your skin. Use the approved protective clothing to prevent personal contamination and formation of static electricity.


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FUEL TANK SAFETY PRESENTATION (1) General Following three fuel tank explosions over the past 14 years which resulted in 346 fatalities, the U.S Department of Transportation's Federal Aviation Administration (FAA), have introduced new regulations to imp rove fuel tank safety. These regulations relate to the prevention of ignition sources within fuel tanks of current type certificated aircraft. They require carrying out a one-time fuel system safety and design review.

Critical Design Configuration Control Limitations (CDCCL)

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The FAA issued Special Federal Aviation Regulation (SFAR) 88 which gives a detailed description of the CDCCL concept. The DGAC requested the SFAR 88 (TGL 47) to be added to PART 145, PART M and PART 147 to reinforce the application of these regulations. This includes: - a conception part intended to aircraft design features, - a maintenance part. A CDCCL is a limitation requirement to preserve a critical ignition source prevention feature of the fuel system design that is necessary to prevent the occurrence of an unsafe condition. The function of the CDCCL is to give instructions to retain the critical ignition source prevention feature during configuration change that may be caused by alterations, repairs or maintenance actions. The aircraft manufacturers have to emit a document to their customers giving the list of all the maintenance tasks impacted by the CDCCL. For AIRBUS this document is called the Fuel Airworthiness Limitations and it is added to the Airworthiness Limitation Section part 5. CDCCL items are listed in Airworthiness Limitations Form.


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FUEL TANK SAFETY PRESENTATION (1) Fuel System Design Configuration

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The Airbus aircraft fuel systems have, by design, a number of features that are intended to protect the system from inadvertent ignition.


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a380_level i - Ata 28 Fuel

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