Airbus_28_A300_A310_Fuel

ATA 28 Fuel

MTT M540000/R3.4 16AUG01 For Training Purposes Only

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A300/A310 Fuel System GENERAL DESCRIPTION The Fuel System includes six tanks with two (2) fuel pumps each, the Vent System, Fuel Quantity Indicating System (FQIS), Refuel/Defuel System, and the associated Fuel System Controls and Indicators. The fuel is stored in integral wing tanks, in a Center Tank located in the Wing Center Box, and in a Trim Tank (A300 Only) located in the Horizontal Stabilizer Assembly. Normally the wing tanks supply the engine on their respective side, but each engine and the APU can crossfeed from any Wing or Center Tank. APU fuel is provided from the LH side of the Crossfeed L ine. The fuel feed sequence is automatic. Negative acceleration has no adverse effect on fuel supply. To shut off the fuel supply to the engines and APU, three electrically controlled Fuel Fire Shutoff Valves are


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provided (One Per Engine and APU). Each individual tank is shut off by an electrically controlled Isolation Valve. Refueling and Defueling is possible, if required, by Battery Number 1 power only. Fuel transfer between Wing and Center Tanks is possible on the ground only. When Outer Tank fuel is consumed, VMO is reduced (Maximum Operating Speed). The tanks contain adequate baffling to prevent undue fuel movement. For removal of water accumulation in the tanks, 10 Water Drain Valves are provided: Two (2) in each Outer Tank and Center Tank, One (1) in each Inner Tank and Vent Tank (Surge Tank). Tank). An additional volume in each tank allows for a 2% thermal expansion of fuel without spillage. In the Center Tank, a Water Drain Scavenge Scavenge System enables water to be drawn into the Main Main Engine Number 1 and 2 Ffeed System and consumed.

ATA 28 A300/A310

A300/A310 Fuel System - Tank Layout

A300-600R

A310-200


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Engine and APU Fuel Feed DESCRIPTION

AUTOMATIC FEED MODE SELECTION

Each tank is equipped with two fuel pumps. Each Outer Tank is provided with an Isolation Valve which connects it to the Main Engine Fuel Feed Manifold. An Isolation Valve connects the LH Inner tank pumps and the Center Tank LH Pump to the LH side of the manifold, another one connects the RH Inner Tank Pumps and the Center RH Tank Pump to the RH side of the manifold. The Isolation Valves are electrically operated and manually controlled. The Crossfeed Line and the Crossfeed Valve interconnect the left and the right side of the Crossfeed Manifold. The Crossfeed Valve is electrically operated simultaneously by two motors. Each engine is fed from the respective side of the manifold. Pump activation is controlled by the automatic fuel feed sequence or by manual selection. The APU is fed from the left side of the Crossfeed Line. If the APU is started without tank pumps available, the APU LP (Low Pressure) Fuel Boost Pump will operate. The pump is automatically activated when the fuel supply pressure is below 22 PSI (17.5 PSI). By selecting the Crossfee d Valve OPEN, an engine can be fed from the opposite side of the Main Engine Fuel Manifold and the APU from the right side of the Crossfeed Line. In case of a fire, the fuel supply to the Engine(s) 1 / 2 or the APU is shut off by the LP Valves Fire Shutoff Valves) which are electrically operated by two motors (One only in the case of APU), when the related ENG FIRE or APU FIRE handle is pulled. The Inner and Center Tank Pumps cannot run at the same time. The tank pumps are controlled controlled by the INR, CTR and OUTR TK PUMP switches on the FUEL Panel 430VU section of the Overhead Panel in the Flight Compartment, which also permits selection of the Automatic Feed Mode (Center and Inner Tanks Only).


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The Outer Tank Pumps are not connected by the Automatic Feed Mode. The Automatic Feed Mode is selected, provided at least one pump in each Inner and Center Tank is selected NORM. It will be deselected if any of the four pumps (Two Pumps per Tank) in the LH/RH Inner Tanks or the two pumps (LH/RH Center Tank Pumps) in the Center Tank are selected OFF, or if the MODE SELECTOR on the REFUEL/DEFUEL Panel 110VU (A300/Some A310) or REFUELL/DEFUEL Panel on the Maintenance Panel (A310 Only) is selected REFUEL. REFUEL. Fuel Feed Mode is then MANUAL MANUAL and all the pumps are then directly controlled from their respective Pushbutton Switch (PBsw). AUTOMATIC FEED MODE SEQUENCE At engine start, if CTR TK is not empty , CTR TK will feed. 3 minutes later the Inner Tank Pumps feed. After takeoff, at Leading Edge Slat retraction, CTR TK feeds again until it is empty (A300/A310). If fuel is carried in the Trimmable Horizontal Stabilizer (THS), the Fuel Feed Sequence operates in a different mode. NOTE: NOTE: In the case of landing with fuel in the Center Tank, feeding will transfer to Inner Tanks three (3) minutes after touchdown, until engine shut down.

ATA 28 A300/A310

A300/A310 Fuel System - Schematics


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Fuel Transfer System Two pumps in each Wing and Center Tank supply fuel to the Main Engines 1 and 2. The pumps supply fuel at the necessary necessary pressure and flow rate through Wing Tank Isolation Valves and Low Pressure V (Fire Shutoff Valves). If the Crossfeed Valve is OPENED, fuel supplie d to Main Engine 1 or 2, or both Main Engines 1 and 2 from any Main Tank (Center, Inner or Outer Tanks). During this mode of operation, fuel can be quantities can be controlled to control fuel balance between the Left and Right Wings.


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A Fuel Transfer System automatically supplies fuel to the Center Tank from the Trim Tank (A300 Only), or from the Center or Inner Tank(s) to the Trim Tank (A300 Only), through a double walled flexible hose and stainless steel rigid pipe housed in an alloy shroud. This system controls the Aircraft Center of Gravity (CG) during flight conditions . The Automatic Transfer is overridden by the Trim Tank Isolation Valve System (A300 Only). Under certain flight conditions, transfer may be manually overridden at any time.

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A300/A310 Fuel System - Schematics


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A300 FUEL Panel 430 VU

OPERATION 1.

4.

ENG 1, APU and ENG 2 LP VALVE ANNUNCIATORS The position of the LP valves in the fuel feed lines to both engines and the APU is displayed. The valves close only when the respective FIRE handle is pulled. In line Flowbar comes on Green, SHUT light is off. The valve is open. SHUT SHUT light comes on Amber, the flowbar is off. The valve is closed.

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OUTR TK/PUMP 1 AND 2 PUSHBUTTON SWITCHES Control tank pumps in outer tanks. ON (P/B switch pressed -in) Pump is in operation, but fuel is only fed when delivery pressure from inner or center tank pumps drop below threshold. OFF (P/B switch released-out) released-out) Pump is deactivated, the OFF light comes on White. LO PR The light comes on Amber when the delivery pressure drops due to pump failure or fuel starvation. The LO PR light is inhibited when the pump is switched OFF. Illumination of the LO PR light activates the ECAM system. •

X FEED FLOWBAR, PUSHBUTTON SWITCH The P/B switch controls the operation of the fuel cross feed valve. Released-out The flowbar comes on Green and crosses the system synoptic. The valve is closed. Pressed-In The flowbar comes on Green and is in line. The valve is open. The indication "FUEL X FEED" is given on the SCAM MEMO page.

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ISOL VALVES PUSHBUTTON SWITCHES All four P/B switches a re guarded. T hey control th e position of th e related tank isolation valve in the fuel feed line. The inner tank isolation valves shut off the fuel supply from the respective center tank pump as well. P/B switch pressed-in The valve is opened. The flowbar comes on Green, in line. P/B switch released-out The valve is closed. The OFF light comes on White. The flowbar is off. Flowbar flashing The valve position disagrees with the P/B switch setting. •

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A300 FUEL Panel (Continued) 5. INR TK/PUMP TK/PUMP AND CTR TK/PUMP PUSHBUTTON PUSHBUTTON SWITCHES. The 3 pair of pushbuttons permit the selection of the feed mode logic. - if one pump at least in each tank is selected NORM, the automatic feed mode is selected. - if the four pumps in the INR tanks tanks or the two pumps in the CTR tank are selected OFF, the automatic feed mode is deselected. Norm (P/B switch pressed in) Pump operation depends on FEED MODE - AUTO: pump is activated according to feed mode logic. - MAN: pump is directly activated. OFF (P/B switch released out) Pump is not activated. The White light is ON. FAULT The light comes on Amber, associated with ECAM. - as a single warning, when the delivery pressure drops. This indicates a pump failure or fuel starvation. - associated with all the other inner (or center) tank pump FAULT lights in case of automatic feed mode failure. The FAULT light is inhibited when the switch is selected OFF.

NOTE: 1. When one one of the two CTR TANK TANK pumps is running, running, the indicatio indication n "CTR TANK FEEDING" is given on the ECAM MEMO page. 2. Switching Switching from CTR CTR to to INR tanks tanks feeding feeding may may occur occur prematurely prematurely during climb, due to pitch angle.

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A300/A310 FUEL Panel 430 VU


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A300/A310 Fuel System - RH ECAM FUEL Page


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A300/A310 Fuel System - Component Description 1.

JET PUMP A jet pump, located in each Outer Tank, maintains a Collector Bay full of fuel. The jet pump obtains its primary fuel supply from the two outer tank pumps which are located in the collector bay. A check valve in the primary supply line prevents air from entering the system when the pumps are not operating. The jet pump draws its induced fuel from just outboard of STA1068 (RIB15) and delivers it to the collector bay at a pressure not exceeding 1.5 psi. Excess fuel is allowed to flow outboard through small holes at the top of STA1068 (RIB15). This arrangement ensures that the outer tank pumps, which are always running, are capable of supplying fuel for a limited period under negative 'g' conditions.

A check valve, installed in the pump delivery port, prevents back-flow through the pump. The pumps are equipped with non-resettable thermal fuses to prevent pump temperatures of above 392°F (200°C). 3.

A pressure switch on the pump delivery side is actuated when pressure is greater than 6 PSI. Insufficient pressure to operate the switch, when the pump should be running, causes an Amber warning to illuminate on the flight deck related to the pump which has failed. 4.

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FUEL FEED PUMP PRESSURE SWITCHES

SEQUENCE VALVES

FUEL FEED PUMPS Each main fuel tank contains two centrifugal booster pumps driven from different electric power supplies. Each pump is installed in a canister so that the pump may be removed without emptying the fuel. tank. The pump inlet is surrounded by a non-icing inlet screen designed to prevent the passage of any object which could restrict fuel flow or damage any fuel system component. Each pump has a stall pressure not exceeding 40 psi and can deliver 25,199 Lbs/Hour of fuel at 17 PSI (22 PSI). One pump is capable of meeting the flow-rate and pressure requirements of one engine at takeoff power. The pumps are driven by 115VAC/Three (3) Phase motors.


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The sequence valves are pressure relief valves which are attached to secondary outlets on the canisters of the outboard tank pumps. These valves prevent the pump outlet pressure from rising above 17.5 PSI (Also know as 22 PSI).

ATA 28 A300/A310

A300/A310 Fuel System - Component Locations


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Fuel System Valves - Component Description 1.

CROSSFEED VALVE

3.

The valve, which is flange-mounted in the center tank on the rear spar, is an electrically-actuated electrically-actuated spherical plug type and comprises a body with line attachments, spherical plug and control. spindle. The control spindle protrudes through the rear spar and the electrical actuator is mounted outside the tank. 2.

LOW PRESSURE VALVE (LP VALVE) The LP Valve (Fire Shutoff Valve), which is flange-mounted by the inlet port to an adapter on the front spar, is an electrically-actuated spherical-plug type and comprises a cast body with line attachment, spherical plug and control spindle. The actuator comprises two electric motors driving a common gearbox to provide 90 degree spherical-plug travel. Microswitches stop the motors at the end of travel and complete the position indication circuits. The motors drive the reduction gear which allows either motor to drive the valve when the other is not electrically powered or is mechanically incapable of rotating. Final drive is through a locking mechanism (Autoloc) which disengages the output shaft from the reduction gear when the motors are signaled to stop by the limit switches.


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ISOLATION VALVE The Wing Tank Isolation Valves are electrically actuated, spherical-plug valves, of two inch diameter, and consist of a body with pipe attachments, a ball, and spindle. The wing tank isolation valves flange mount to the inside of the tank rear; the spindles protrude through the tank walls, and the wing tank isolation valve electrical actuators are mounted on the outside of the tank. The trim tank isolation valve is mounted inside the trim tank in the transfer fuel feed line, close to the tank outlet, in the lower skin. The mounting of the valve and actuator is such that reactive loads are not transmitted to the fuel lines.

ATA 28 A300/A310

A300/A310 Fuel System - Component Location


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Fuel Vent Surge Tank System Description At the tip of each wing, a Vent Surge Tank is connected to the atmosphere by a flush NACA Intake (NACA is the abbreviation for National Advisory Committee of Aeronautics – USA / up to Year 1958 and now NASA (National Aeronautics and Space Administration) / USA since Year-1958) and to the tanks by vent pipes. Each Inner (or Outer) Tank is connected to the Vent Surge Tank located in its respective wing. The Center Tank vents into the LH Wing Vent Tank.

Fuel in the Vent Surge Tank is siphoned back and goes into its associated tanks when when the engines demand fuel fuel from these tanks. Fuel may be vented vented overboard when the Vent Vent Surge Tank is full. full. As additional overpressure protection each Inner Tank, Center Tank and Vent Surge Tanks are provided with Overpressure Protectors consisting of carbon safety discs. The positioning of Overpressure Carbon Safety Discs ensures that the fuel loss is limited in the event of an overpressure conditions.

The Vent System ensures positive pressure on the fuel in specific pitch and roll attitudes of the aircraft. It prevents tank overpressure during refueling. It takes the excess fuel, in in case of a Refuel/Defuel Refuel/Defuel Valve Valve failure or in case of high thermal expansion, to the Vent Surge Tanks which serve as expansion chambers.


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Fuel Tank Vent System - General View


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Center and Inner Tanks Tanks - Warning Logic

Shown below are the different warnings that will occur in the Flight Compartment in the event the fault fault shown occurs in the Center and Inner Tanks. Tanks. Also depicted graphically are the different Flight Phases at which the warnings will or will not occur.


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Center and Inner Tanks Tanks - Warning Logic


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Fuel Quantity Indication System (FQIS) Description Each tank is equipped with several capacitance probes. In each tank one probe is fitted with a Capacity Index Compensator which sense s the dielectric constant of the fuel. The signals from the probes are processed in a computer which also receives signals from: A CADENSICON which samples fuel during refueling and provides fuel specific gravity and dielectric constant. The Caden sicon Unit samples the first 888 pounds of fuel coming onboard from the Fuel Truck or Line Ramp Fuel Hydrant being distributed to the selected fuel tanks.

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The fuel sampling information data for oncoming fuel Specific Gravity (SG) and Dielectric Constant measure is sent to the Fuel Quantity Indicating System Amplifier. The measured data information of the oncoming fuel from the fueling source is compared with the Onboard Fuel Tank Specific Gravity and Dielectric Constant. This is required to calculate the amount of fuel required by the setting of the Refueling Panel 110VU Preselector Unit to allow proper loading of fuel in the aircraft fuel tanks.


An Attitude Sensor providing Roll and Pitch Angle. The sensor is located in the Avionics Bay, in the aft left hand corner or the bay, below the Inertial Reference System (IRS) Number 2 Unit mounting platform. The sensor is adjustable for aircraft attitude in a level condition to provide accurate Roll and Pitch Attitude Angle during automatic refueling operations.

The resulting quantity in each tank is displayed individually on the FUEL QTY indicator. The quantities are also displayed on the FUEL QTY indicator on the refuel/defuel panel. The quantity indicating is also used to actuate the fuel shut off at a preselect ed level during refu eling. As a back -up for tank quantity measuring on the ground, manual (magnetic) stick indicators are mounted in the bottom of each tank.

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A300 Fuel Quantity Indicating System

Located at Zone 612 STA 515 R/H WIng


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Fuel Quantity Indication A. FUEL QUANTITY I NDICATOR

B. FF/FU INDICATORS

1. OUTR, OUTR, INR, INR, CTR/TT CTR/TT TANKS TANKS FUEL QTY Fuel quantity in each tank is displayed in a window in lbs x 1000.

A Fuel Flow-Fuel used indic ator is provided fo r each engine.

Last digit of each indicator may be replaced by a dash in case of: cadensicon failure attitude sensor failure pitch angle greater than 15° for at least 4 minutes. This means that the quantity indication is still valid but no longer accurate enough. To avoid spurious indication of fuel quantity indicator error when fuel tanks are almost empty, dashes will not be displayed when any single tank has a fuel quantity of less than 1100 lbs. In the case of unknown fuel characteristics a combination of standard and previously measured right inner tank fuel characteristics will be used. 2.

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FF INDI INDICA CATI TION ON The mass fuel flow to the engine is indicated by a pointer on a scale graduated in lbs/hr x 1000.

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FU CO OU UN TE TE R On the digital read out, fuel used is indicated in lbs x 1000. Th e total fuel quantity consumed by the engine is indicated as computed by integration of the fuel flow parameter. The fuel used indication is reset to 0 automatically (when they simultaneously receive these two signals:) Aircraft on ground Engine start (start valve opened).

LO LVL LVL War Warni ning ng Lig Light hts s Low level lights come on Red when the remaining fuel quantity in the related outer tank. drops to approximately 1765 lbs. The ECAM system is activated.


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Flight Compartment Fuel Quantity Indication


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Aircraft Fuel System - Fuel Level Probes 1.

FUEL PROBES

3. CADENSICON

Each probe consists of high mechanical strength, insulated laminated epoxy glass tubes; the inner walls are coated with pure silver to form the capacitor surfaces. Several coats of lacquer are used to protect against chemical agents. Each probe is equipped with an attachment tab and centering ring, for attachment to the tank structure. Terminals are identified by number and color coding, and differing sizes are used to help safeguard against wrong connection. Trim tank probes have bayonet-type terminals, identified by color coding. Each set of probes is located so that at least one probe is always cutting the fuel surface. Any change in fuel quantity therefore results in a change in probe immersion and a consequent change in probe capacitance. 2.

CAPACITANCE INDEX COMPENSATOR

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The compensators are of similar construction to the probes. A compensator unit is located at the bottom of each tank and is immersed in fuel until the tank is almost empty. The unit has a drip shield for protection against condensing water vapor, and terminals similar to those on the fuel probes. Each compensator has a capacitance proportional to the dielectric constant of the fuel.


The cadensicon is located on the front spar of the right wing, with its inlet connected to the refuel branch line, downstream of the right inner tank refuel/ defuel valve. Its outlet is conne cted back into the right inner tank. Thus, when the right inner tank is receiving fuel, a sample is passing through the cadensicon. The cadensicon is mounted on an adapter plate, containing two self-sealing poppet valves which which allow the cadensicon to be removed with fuel in the tank. The adapter plate also contains a check valve to prevent air being sucked through the cadensicon during suction defueling. Housed in the cadensicon are a capacitor, which provides a signal proportional to the dielectric constant of the incoming fuel, and densitometer, which provides a signal proportional to fuel density. COMPUTER The computer is packaged in a 3MCU case which carries fuel signal connections on the front face and power and output connections on the back face. Also on the front face is a RESET/MEMORY CLEAR pushbutton switch. NOTE: NOTE: SUMMING ADAPTER: One high impedance and one lo impedance summing adapter is located in each tank wall. The probes within each tank are wired through the summing adapters so that, by disconnecting the adapter, individual probes may be checked for correct characteristics.

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Wing Tank Fuel System - Fuel Quantity Indication


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A300-605R CG Control System (CGCS) CENTER OF GRAVITY CONTROL COMPUTER The CGCC is active when: the mode selector on the FUEL panel is selected AUTO one of the two TRIM PUMPS is selected on. It has two channels. Channel 1 is the command channel and channel 2 is monitoring.

NOTE 1: If 1: If the CGCC is not able to acquire an aft target CG because the TRIM tank has reached high level, CG control is interrupted and resumed automatically when the target CG is reached by fuel consumption.

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NOTE 2: If, 2: If, during CG control the INR wing tanks are empty but there is still fuel in the TRIM tank, the CGCC controls the CTR TK fuel quantity between 500 kg (1102 lbs) and 1 ton until the TRIM TK is empty.

NORMAL FUNCTION The CGCC computes the actual center of gravity according to: the ZFCG ZFCG and the ZFW entered through through the FMC by the crew. crew. the pitch angle from IRS and the FQI information In climb up to FL205 with slats IN, the CG target is used only in case of too aft CG to start a forward transfer. Above FL205, automatic forward and aft transfers are possible, depending on CGCC logic. In descent, crossing FL205, all fuel contained in the trim tank is transferred forward, provided the FWD CG limit is not exceeded and the CTR tank is not overfilled. I n case of: Manual FWD transfer in flight (more than 10 seconds) or degraded accuracy of FQI data The regulated CG is 1.5% more forward than the target value. NOTE: NOTE: A STATUS message is displayed on ECAM. The CGCC maintains the CG within 0.5% MAC forward of the target CG by means of fuel transfer: from CTR or INR tanks to TRIM tank or, from TRIM tank to CTR tank only. •

NOTE 3: 3: If, during the flight the FL205 is never reached, the trim tank fuel will not be completely automatically transferred forward before landing.

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ALTERNATE MODE A discrepancy between the command (FQI data) and the monitor channels or certain peripheral failure conditions cause the CGCC to enter the alternate mode which only controls forward transfer, ensures the CG is maintained within safe limits, and prevents CTR tank overfilling. MANUAL MODE The CGCC can be overridden by selecting manually FWD on the MODE pushbutton. A fast forward transfer is initiated regardless of CGCC commands and of CTR tank high levels signals. The CGCC automatic functions will resume if AUTO is reselected on the MODE pushbutton.

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A300-605R CG Control System - CGCS


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A300-605R CG Control System - CGCS AUTOMATIC MODE

If the CG does not conform to the stored value for the appropriate flight phase, a Forward or Aft transfer will be initiated.

To operate the system, one or both TRIM TK pump pushbutton switches must be pressed in, the TRIM TK AUTO/MODE switch released (out) and Zero Fuel Center of Gravity (ZFCG) and Zero Fuel Weight (ZFW) fed into the Flight Management System (FMS).


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Forward transfer will normally be in steps of 661 lb. to 772 lb. until inner tanks are empty, then: Forward transfers will be in steps of 1102 lb. These quantities are to give (in cruise) a CG approx. 0.5% forward of target with subsequent fuel burn bringing CG back to target.

ATA 28 A300/A310

A300-605R CG Control System (CGCS) - Trim Tank Pumps


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A300-605R Trim Tank Controls - FUEL Panel 430VU 1.

TRIM TK MODE PUSHBUTTON SWITCH •

AUTO In flight, CG is automatically controlled by the CGCC (provided one TRIM TK PUMP at least is selected ON and the TRIM TK ISOL VALVE p/b switch is not selected OFF).

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FWD The FWD light illuminates White. Fuel is transferred forward (provided one TRIM TK PUMP, at least, is selected ON and the TRIM TK ISOL VALVE p/b switch is not selected OFF).

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FAULT light Illuminates Amber when: the CGCC is at fault or the CG moves aft of the limit.


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TRIM TK PUMP 1 (OR 2) PUSHBUTTON SWITCH •

NORMAL POSITION The PUMPS are activated according to the CGCC logic or if TRIM TK MODE p/b switch is selected FWD.

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OFF The light illuminates White. The PUMPS cannot be activated.

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LO PR Illuminates Amber if low pressure is detected.

TRIM TK ISOL VALVE PUSHBUTTON SWITCH •

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AUTO The valve is OPEN or SHUT depending on its logic.

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OFF The light illuminates White. The valve is closed.

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FLOW BAR (Green) In line when the valve is open. Flashing during the valve transit.

ATA 28 A300/A310

A300-605R Trim Tank Controls - FUEL Panel 430VU

1 MTT M540000/R3.4 16AUG01 For Training Purposes Only

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3 ATA 28 A300/A310

A300-605R A300-605 R Center of Gravity Control System (CGCS) - Warning Logic

Shown below are the different warnings that will occur in the Flight Compartment in the event the fault shown occurs in the Center of Gravity Control System (CGCS). Also depicted graphically are the different Flight Phases at which the warnings will or will not occur.


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A300-605R Center of Gravity Control System (CGCS) - Warning Logic


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Secondary Fuel Gauging System - Magnetic Level Indicators (MLIs) (MLIs) GENERAL

DESCRIPTION

The system comprises: Manual (Magnetic Level Indicator – MLI) stick indicators used to measure fuel depth in each tank. An attitude indicator to measure aircraft attitude in roll and pitch axes.

When the stick latch is unlocked, the rod can be slowly withdrawn. When the attraction between the fuel stick magnet and the float magnet is felt, the fuel depth can be read on the rod.

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These two values are then used to read the fuel quantity in the Fuel Quantity Charts.

NOTE: Do not use force when withdrawing indicator rod as this will disengage float magnet from the rod magnet and bring the rod down onto the mechanical stop.

MANUAL (MAGNETIC) STICK INDICATORS Location: They are located as follows: two in each outer tank three in each inner tank and one in the center tank • • •


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A310 Secondary Fuel Gauging System - MLI Component Location


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Flight Compartment - FUEL Panel (430 VU) 1.

ENG 1, APU and ENG 2 LP VALVE ANNUNCIATORS

3.

The position of the LP valves in the fuel feed lines to both engines and the APU is displayed. The valves close only when the respective FIRE handle is pulled. In line Flowbar comes on Green, SHUT light is off. The valve is open. SHUT SHUT light comes on Amber, the flowbar is off. The valve is closed. •

ISOL VALVES PUSHBUTTON SWITCHES All four P/B switches are gua rded. They co ntrol the positio n of the related tank isolation valve in the fuel feed line. The inner tank isolation valves shut off the fuel supply from the respective center tank pump as well. P/B switch pressed-in The valve is opened. The flowbar comes on Green, in line. P/B switch released-out The valve is closed. The OFF light comes on White. The flowbar is off. Flowbar flashing The valve position disagrees with the P/B switch setting. •

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X FEED FLOWBAR, PUSHBUTTON SWITCH The P/B switch controls the operation of the fuel cross feed valve. Released-out The flowbar comes on Green and crosses the system synoptic. The valve is closed. Pressed-In The flowbar comes on Green and is in line. The valve is open. The indication "FUEL X FEED" is given on the SCAM MEMO page. •

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OUTR TK/PUMP 1 AND 2 PUSHBUTTON SWITCHES Control tank pumps in outer tanks. ON (P/B switch pressed-in) Pump is in operation, but fuel is only fed when delivery pressure from inner or center tank pumps drop below threshold. OFF (P/B switch released -out) Pump is deactivated, the OFF light comes on White. LO PR The light comes on Amber when the delivery pressure drops due to pump failure or fuel starvation. The LO PR light is inhibited when the pump is switched OFF. Illumination of the LO PR light activates the ECAM system. •

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Flight Compartment - FUEL Panel 430 VU

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A300/A310 Refueling/Defueling System Description

AUTOMATIC PRESSURE REFUELI NG

Two standard pressure refuel/defuel couplings (2.5 Inch) are mounted under the RH wing. Refueling and defueling may be completed from this station. Refueling or defueling is controlled from the refuel/defuel panel at the outer side of the RH air conditioning compartment. Refuel/defuel valves which are electrically controlled, open or shut off the fueling lines to the individual tanks. The refuel/defuel valves can be opened manually by mechanical controls at the wing LE and the LH main gear well, if electrical power is not available.

The maximum refueling pressure is 50 PSI. The desired quantity of fuel can be selected by the fuel quantity preselector on the refuel/defuel panel. With the automatic loading sequence, the outer tanks are normally completely filled while, simultaneously, the remaining fuel load is distributed to the inner and center tanks based upon the fuel load required.


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Refueling is automatically terminated when the preselected quan tity is reached. Complete refueling can be achieved in about 24 minutes. In case of automatic system malfunction, refueling can be controlled by placing the REFUEL/REFUEL VALVES switches in OPEN or SHUT position as required. Each tank is fitted with high level sensors to control the maximum refuel quantity. If sensors are submerged, the corresponding refuel/defuel valve closes.

ATA 28 A300/A310

A300/A310 Refueling/Defueling System - Component Location

A300-605R SHOWN WITH TRIM TANK INSTALLATION


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Refueling / Defueling System 1.

CENTER TANK RELIEF VALVE

STANDBY GRAVITY REFUELING

The center tank is provided with a relief valve which is open when the refuel/defuel panel door is open. In case of excessive replenishment of the tank due to quantity preselector and high level sensor malfunction , the valve enables fuel to be delivered into the RH inner tank. If this valve is not open, center tank refueling (or defueling) is not possible. 2.

TRANSFER VALVES

When open, the transfer valve connects the engine fuel feed system to the refuel/ defuel system. The transfer valve is an electrically-actuated spherical-plug valve of two inch diameter, similar to the tank isolation valves. The valve is installed on the inside of the center tank wall by a flange comprised of the body, spherical plug and spindle. The spindle protrudes through the tank wall and connects with the electrical actuator installed on the outside of the tank. 3.

After removing sealing caps on top o f the wings, the indiv idual wing tanks can be refueled by gravity, if absolutely required. To refuel the center tank, the fuel transfer procedure has to be applied. FUEL TRANSFER On the ground, fuel can be transferred from any tank to any other tank. The transfer valve must be open. The refuel/defuel valves of the tank supplying fuel must be shut and the fuel tank pump activated. The refuel/defuel valves of the tanks to be supplied must be open. REFUELING Refueling can be performed by suction applied at the refuel/defuel couplings (up to 11 psi) and/or using the fuel pu mps with the transfer valve open.

REFUEL/REFUEL VALVES POWER SUPPLY FOR REFUELING/REFUELING

Each refuel/defuel valve is installed in an aluminum alloy canister having fuel inlet and outlet connections. The canisters for the inner and outer tanks are flange bolted to the aft face of the front spar within the inner tank of each wing. The canisters for the center tank and trim tank are flange bolted to the forward dace of the rear spar within the center tank. A se cond trim t ank canister is flange bolted to the rear face of th e front spar in the trim tank.


For refueling and defueling, normally the APU generator should be on line or an external electrical power source connected to the aircraft. However; if required, refueling is possible with aircraft battery power. In this case battery 1 supplies the FUELING BUS with DC and through the emergency inverter with AC.

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Refueling / Defueling System - Component Location


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Refuel / Defuel Control Panel 110VU 1.

2.

FUEL QUANTITY PRESELECTOR PRESELECTED Quantity The quantity for automatic refueling is governed by the setting of the preselector. The counter displays the preselected total fuel quantity in lbs x 1000. The Knob must be pulled then turned to adjust the preselected quantity to the desired value. ACTUAL Quantity This counter displays the actual quantity in lbs x 1000. Knob must be pushed in to read actual.

GUARDED PUSHBUTTON TEST SWITCH When pressed-in, high level and overflow sensor circuits are tested. The test is successful when all the six HIGH LEVEL lights and L, R and TT OVERFLOW lights come on. In addition, a test of the fuel indication circuits is initiated. A successful test is indicated by 8's displayed in all positions of the FUEL QTY indicator windows, and the preselected and actual quantity indicator.

7.

TRANSF VALVE GUARDED SWITCH This switch controls the transfer valve which connects the fuel crossfeed line with the refuel/defuel line. OPEN The valve is open, fuel can be transferred from one tank to the other by respective fuel pump activation. CLOSE Normal position, transfer valve closed.

FUEL QTY SWITCH Enables selection on the FUEL QTY indicator of this panel the indication of CTR TK or trim tank or CTR plus trim tank quantity.

3.

FUEL QTY INDICATOR The indicator is the same as the one used in the flight compartment.

4.

HIGH LEVEL INDICATOR LIGHTS A light comes ran Blue if the high level senso r in a tank is submerged. The corresponding refuel/defuel valve closes automatically. Illuminates when pressed to test.

5.

6.

•

•

8.

•

OVERFLOW L,R AND TT WARNING LIGHTS A light comes on Ambe r when the overflo w sensor in the rela ted vent surge tank is submerged. Illuminates Illuminates when pressed to test.

•

9.


PWR SUPPLY GUARDED SWITCH This switch controls the power supply mode for the refuel/defuel system. NORM System can be powered by external power source or by APU generator. BAT System is powered by BAT 1 and EMER inverter.

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APU EMERGENCY/SHUT DOWN PUSHBUTTON SWITCH This P/B switch is guarded. When pressed (in), the APU shutdown sequence is initiated.

ATA 28 A300/A310

REFUEL / DEFUEL Panel 110VU


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Refuel / Defuel Panel 110VU 10. REFUEL/DEFU EL VALVES SWITCHES These switches control the operation of the valves for each individual tank. They are guarded at NORMAL. NOTE: For NOTE: For REFUEL: trim tank valve will not open unless CTR tank valve is also selected OPEN. For DEFUEL, with fuel in trim tank, CTR tank cannot be defuelled unless trim tank is also selected. •

•

•

Valves are controlled by automatic fueling logic depending on position of the MODE SELECTOR switch and quantity preselection. Valves close automatically when high level is detected, and mode switch is in refuel position. OPEN Valves open when the MODE SELECTOR switch is in DEFUEL position or when it is in REFUEL position and high level sensor is not submerged. SHUT Valves closed independent from MODE SELECTOR switch position.


11. MODE SELECTOR SWITCH This switch controls the operating mode for automatic fueling and the activation of REFUEL/DEFUEL VALVE switches for manual operation. OFF Refuel/defuel valves closed, switches not activated. REFUEL Refuel/defuel valves operated by auto refueling logic (NORMAL) and switches activated for manual operation (OPEN or SHUT), provided the high level sensors are dry. DEFUEL Refuel/defuel valve switches activated for manual operation (OPEN or SHUT), regardless of level sensor signals. •

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•

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A300 / Some A310 Refuel / Defuel Control Panel 110VU and Some A310 Panel 476VU

RH AIR CONDITIONING FAIRING AREA -

PANEL 476VU

PANEL 110VU


FLIGHT DECK

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ATA 28 A300/A310

A300 Fuel Level Sensors DESCRIPTION

OPERATION

Fuel Level Sensors, located in each tank, feed signals to a multi channel amplifier which detects and amplifies the signals and supplies switching functions to the appropriate circuits.

When the sensing thermistor is in air, its temperature is raised by the applied current. When the thermistor is immersed, the high thermal conductivity of the fuel, in comparison with air, causes the thermistor temperature to fall. The associated associated change in resistance causes causes a voltage change to be sensed by the amplifier.

LEVEL SENSOR DESCRIPTION Each sensor consists of a number of resistors and thermistors, which are mounted on a printed circuit board, and provide a constant temperature compensated current supply to sensing thermistors. The circuitry is potted, in a thermosetting compound, to provide high thermal inertia while the sensing thermistor is exposed to the tank environment. The sensor assembly is mounted in a perforated protective can on a Wing Tank Rib or Floor Member, as appropriate.


AMPLIFIER (FIN 8QJ) The rack mounted amplifier is supplied from the aircraft 28VDC Busbar and contains a channel for each level sensor. The amplifier provides the following functions: A Current Power Supply, limited to intrinsically safe values, for each sensor. A Detection Circuit Circuit to identify immersion of the sensing thermistor. thermistor. A Power Amplifier and switching stage to provide the appropriate output to the switching circuits.

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A300-605R Fuel Level Sensors - Component Location - With Trim Tank


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Center Wing Tank - Fuel Vapor Seal GENERAL DESCRIPTION VAPOR SEAL / CENTER TANK

DRAINAGE AND EXHAUST / CENTER TANK

The vapor seal comprises a flexible glass fiber membrane coated with an elastomer. Within certain areas, adjacent to equipment in the air conditioning compartment, compartment, the vapor seal is made of aluminum alloy. The membrane is attached to the pressure floor and fuselage sides to provide a sealed interspace at the tank front face and lower surface. The membrane is retained by aluminum alloy clamp strips and bolts.

A drainage and exhaust network at low points in the base of the vapor seal is connected to an outlet in a drain mast located in the fuselage bottom skin. The system network forms the ventilation air exhaust path and liquid drain path. The drain points are located on each side of the vapor seal at STA2983 (FR47/48) and the drain mast between STA3248 (FR52) and STA3301 (FR53).

VENTILATION SYSTEM / CENTER TANK Air flows from the pressurize d zone through a line located at STA2612 (FR40/41) which is connected to a transverse distribution pipe immediately below the pressure floor. The distribution pipe has holes drilled along its length through which the air flows by cabin to ambient pressure differential.


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Center Wing Tank Tank - Vapor Seal - Component Location Location


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A300-605R Trim Tank - Fuel Vapor Seal GENERAL DESCRIPTION VAPOR SEAL/TRIM TANK

DRAINAGE AND EXHAUST SYSTEM/TRIM TANK

The vapor seal comprises a flexible membrane coated with an elastomer. The membrane is attached to the tank structure front, rear and sides up to the horizontal stabilizer cut out cover shield. The membrane is retained by aluminum alloy clamp strips and bolts. VENTILATION SYSTEM/TRIM TANK

A drainage and exhau st network at two lo w points in the b ase of the trim tank vapor seal is connected to the trim tank transfer pipe shroud. The shroud drain line is connected to an outlet in the drain mast located in the fuselage bottom skin between STA3248 (FR52) and STA3301 (FR53). The system network forms the ventilation air exhaust path and the liquid drain path in the trim tank fuel transfer line and the A.P.U. fuel feed line.

Air flows from the air inlet located at the LH side of the lower rear fuselage cone (FR86/87) via a flexible hose to a T-joint from which two distribution pipes are connected. Air then flows into the vapor seal interspace at the front spar area via the distribution pipes, by ambient pressure differential.


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A300-605R Trim Tank - Vapor Seal - Component Location


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Left Wing Outer Fuel Tank - Fuel Temperature Probe GENERAL DESCRIPTION A Tank Fuel Temperature System provides indication of Fuel Temperature on the LH ECAM-MEMO Page. The Fuel Temperature Sensor is positioned in the LH Outer Fuel Tank on the Left Wing Rear Spar structure.


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Left Wing Outer Fuel Tank - Fuel Temperature Sensor - Component Location


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Engine Pylon Assembly - Fuel Line Routing GENERAL DESCRIPTION A double double walled fuel line leads from the forward area of the wing thru the pylon to the engine disconnect junction box. The sections of the fuel line are located within pylon compartments.

This provides better atomization of the incoming fuel to the engine to increase engine performance due to improved combustion of the cold fuel from the Wing Fuel Tanks

The double walled fuel line is routed adjacent to the Bleed Air System Precooler Assembly. The purpose of using hot radiated engine bleed air to the to warm the incoming fuel to the Main Engine Fuel System prior to being burned in the Engine Combustion Section.

Engine and pylon compartments have been designed to prevent fluid leakage from coming in contact with an ignition source.


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Engine Pylon - Main Engine Fuel Line - Routing Location


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Maintenance Panel Controls and Indications - FUEL Test Panel 1.

FUEL QTY/FAULT SIM & LO LVL TEST SELECTOR SWITCH Allows testing of the outer tanks low level sensors and the 2 channels of the quantity indicating system.

2.

FAULT SIM ANNUNCIATOR Each FAULT light illuminates White when the selector switch is selected CHAN 1 (or 2) to indicate satisfactory operation of the corresponding system.

3.

4.

NOTE: A reset of CGCC is only possible if the CGCC bite has been read. 5.

SYS MONITOR PUSHBUTTON SWITCH Monitors and tests the quantity indicating system. Release-out: FAULT light comes on White if a fault is detected by the incorporated BITE. Pressed-i n: TEST light comes on White. FUEL QTY indicator displays a code indicating the detected failure.


CGCC FAULT LIGHT (A300 Only) Illuminates White if a CGCC fault is detected.

CTR TK RELIEF VALVE ANNUNCIATOR (A300 Only) OPEN light comes on White White when when the valve is fully fully open. open. SHUT light comes on White when the valve is fully closed.

6.

ENG 1 (or 2) LP (Low Pressure)VALVE ANNUNCIATOR FAULT light comes on Amber when: The valve is closed by one motor only or one of the two relays provided to isolate the valve opening supply to its associated motor (in case of failed fire handle contact) is inoperative. NOTE : The LP Valve is also called Engine Fire Shutoff Valve.

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Maintenance Panel - FUEL Test Panel BITE

1

6

2 3

5

4

A300-605R PANEL SHOWN WITH CGC SYSTEM TRIM TANK CGCS = CENTER OF GRAVITY CONTROL SYSTEM


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ATA 28 A300/A310

Fuel Tank Access And Working Areas DESCRIPTION - INNER AND OUTER TANKS Each Inner and Outer fuel tank is divided into working areas corresponding to the compartments located between Wing Structural Ribs. Each Wing Rib is identified by white color paint on the outboard side of each rib in the mid-position.

Compartments not provided with manholes are accessible from adjacent compartments through manholes in the Wing Ribs internal structural areas.

Most of these compartments have manholes located in the LH/RH Wing lower surface areas.


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Wing Fuel Tank Manhole Covers - Types and Locations


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Fuel Tank Access - Center Tank GENERAL DESCRIPTION The Center Tank is divided into three compartments, separated by bulkheads. Two manholes in the Rear Spar at STA 2982/FR47, accessible from the Hydraulics Bay (Main Landing Gear Wheel Wells), provide access to the two rear compartments through manholes in the bulkheads.


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Center Wing Tank Manhole Covers - Component Location


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A300-605R Fuel Trim Tank - Tank Access GENERAL DESCRIPTION Manholes in Trim Tank lower surface allow access to Rib Compartments. Rib Compartments not provided with a manhole are accessible through an adjacent compartment. Panel 312AR gives access to the two Center Section manholes.


Each Trimmable Horizontal Stabilizer (THS) Rib is identified by white color paint on the outboard side of each rib in the mid-position.

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A300-605R Trim Tank Access - Manhole Location


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A300/A310 Crossfeed Flow Bar Indication Failure - MEL Procedure


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A300/A310 Crossfeed System - Component Location

A300 FUEL Panel 430VU Shown


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Fuel Quantity Computer - Location


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Center of Gravity Control Computer - Location


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Fuel Level Amplifier - Location


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THIS PAGE INTENTIONALLY INTENTIONALLY LEFT BLANK ATA 28 - END COURSE CODE - M540000


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Airbus_28_A300_A310_Fuel

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