LEVEL I - ATA 28 Fuel

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL I - ATA 28 Fuel
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL I - ATA 28 FUEL

Fuel System Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Fuel Storage Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Engine Feed Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
APU Fuel System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Fuel Transfers Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Refuel Defuel System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . .36
Jettison System Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Fuel Quantity & Management System Pres. (1) . . . . . . . . . . . . . . . . .54
Fuel System Maintenance (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL I - ATA 28 Fuel Page 1
FUEL SYSTEM INTRODUCTION (1)

General
The fuel system comprises different sub-systems, which are:
- storage,
- engine feed,
- APU fuel,
- fuel transfers,
- refuel/defuel,
- jettison,
- and fuel quantity and management.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL SYSTEM INTRODUCTION (1) Apr 18, 2006
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GENERAL
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL SYSTEM INTRODUCTION (1) Apr 18, 2006
FUEL STORAGE PRESENTATION (1)

General
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.
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL STORAGE PRESENTATION (1) Apr 18, 2006
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GENERAL

Storage
On the A380-800, fuel is stored in eleven fuel tanks.
In the wings there are:
- the feed tanks numbers 1 and 2 (LH) and numbers 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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STORAGE

Fuel Tanks
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 through manhole panels.
Each tank has one or more water drain valves.
Each tank also has fuel operated jet pumps used for water scavenging.
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FUEL TANKS

Venting System
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, which have open ends and are installed with float vent valves.
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 engine feed tanks are vented into the feed tanks
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,
which have open ends and are installed with float vent valves. The
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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 bottom of 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
ENGINE FEED PRESENTATION (1)

General
The engine feed system makes sure that the fuel is supplied to all the
engines during all flight conditions 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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MAINTENANCE COURSE - T1 & T2 (RR / Metric) ENGINE FEED PRESENTATION (1) Apr 18, 2006
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GENERAL

Engine Feed Fuel Pump
For each part of the engine feed fuel pump system, there are two fuel
pumps installed in each feed tank collector cell, one main pump and one
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 FUEL PUMP

Low-Pressure Shut-Off System
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

Crossfeed System
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 and 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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CROSSFEED SYSTEM

Heat Exchanger Fuel System
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 of 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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HEAT EXCHANGER FUEL SYSTEM
APU FUEL SYSTEM PRESENTATION (1)

General
The APU fuel system supplies fuel to the Auxiliary Power Unit.
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 P/BSW starts the 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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MAINTENANCE COURSE - T1 & T2 (RR / Metric) APU FUEL SYSTEM PRESENTATION (1) Apr 18, 2006
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GENERAL
APU FUEL SYSTEM PRESENTATION (1)

APU Fuel system
Selection of the APU P/BSW on the overhead panel controls the fuel
demand of the APU.
The APU is supplied fuel from the number 4 engine feed tank. If the main
or standby engine 4 feed pump is operating, the pressure is normally
sufficient to operate the APU.
However, if the pumps are not selected or 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 use. The APU LP valve located
at the rear end of the APU fuel feed line, isolates the fuel supply at the
APU.
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
FUEL TRANSFERS PRESENTATION (1)

General
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 and 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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GENERAL

Fuel Transfers
Load alleviation and CG control, or CG control and main, fuel transfers
can be operated simultaneously.
Simultaneous main and load alleviation transfers however, are prohibited.
Main transfers are inhibited until any load alleviation transfer to the outer
tanks is completed.
Load Alleviation Tranfers
Load alleviation transfers are done in a specified sequence, which is:
- transfers from inner tanks then from mid tanks to the outer tanks
after take-off, to reduce structural loads on the wing,
- transfers from the outer tanks to inner tanks, then to mid tanks and
finally to feed tanks, prior to landing, to reduce fatigue loads (when
the aircraft is on the ground),
- transfers from the trim tank to inner tanks, then to mid tanks and
finally to feed tanks, prior to landing, to reduce structural loads.
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FUEL TRANSFERS - LOAD ALLEVIATION TRANFERS

Fuel Transfers (continued)
Main Transfers
Main transfers are inhibited until any load alleviation transfer to the
outer tanks is completed.
Main transfers are done in a specified sequence, which are:
- inner tanks to feed tanks,
- mid tanks to feed tanks,
- trim tank to feed tanks,
- outer tanks to feed tanks.
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FUEL TRANSFERS - MAIN TRANSFERS

Fuel Transfers (continued)
CG Transfers
CG transfers are done in a specified sequence, which is:
- trim tank to inner tanks,
- trim tank to mid tanks,
- trim tank to feed tanks.
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FUEL TRANSFERS - CG TRANSFERS

Fuel Transfer Routes
Wing transfers are done by using the forward gallery (or the aft gallery
in case of failure) and transfer pumps, 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 pump
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
REFUEL DEFUEL SYSTEM PRESENTATION (1)

General
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 and Management System (FQMS).
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) REFUEL DEFUEL SYSTEM PRESENTATION (1) Apr 18, 2006
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GENERAL

General (continued)
CG Targeting
To perform 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 target, 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
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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.
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GENERAL - CG TARGETING

General (continued)
Fuel Routes
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 (45 minutes, for a block fuel of 261200
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liters, on top of reserves of 21,6 tons already on board).
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GENERAL - FUEL ROUTES

Automatic Refuel From The Cockpit
To perform an automatic refuel from the cockpit, a required fuel quantity
is set using the Multi Function Display (MFD). Pushing the REFUEL
push-button, on the overhead panel 1255 VM, starts the refuel. The FQMS
will then automatically distribute the fuel, taking into account the aircraft
CG.
During automatic refueling 'REFUEL IN PROGRESS' is displayed on
the Engine/Warning Display (E/WD) and 'CKPT REFUEL' will be
displayed on the Integrated Refuel Panel (IRP).
When refueling is complete the E/WD message is removed, the END
light will come on the REFUEL switch and 'CKPT REFUEL END' will
be displayed on the IRP.
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AUTOMATIC REFUEL FROM THE COCKPIT

Automatic Refuel From The IRP
Before doing an automatic refuel on the ground, a SHUT OFF TEST
must be initiated from the IRP. A Preselected Fuel Quantity (PFQ) value,
is then set on the IRP. Selection of the AUTO REFUEL mode sends a
signal to the FQMS which commands the refuel isolation valves and the
auxiliary refuel valves to open. The FQMS automatically distributes the
set quantity of fuel in the correct (and safe) fuel tank configuration.
A 'REFUEL IN PROGRESS' message is displayed on the Engine/Warning
Display in the cockpit and an 'AUTO REFUEL' message is displayed on
the refuel/defuel panel status display.
At the end of the refuel, the 'REFUEL IN PROGRESS' is removed from
the Engine/Warning Display and an 'AUTO REFUEL END' is displayed
in the STATUS window of the IRP.
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AUTOMATIC REFUEL FROM THE IRP

Manual Refuel
Manual pressure refueling is the alternative method of refueling the
aircraft. The FQMS makes sure that longitudinal and lateral balance is
maintained throughout the refuel.
Before doing a manual refuel, a SHUT OFF TEST must be initiated.
The operator manually controls the distribution of fuel in the fuel tanks
(within the safety limits of the FQMS) by selection of the
REFUEL/DEFUEL VALVES switches on the IRP.
The MODE SELECT switch is set to MANUAL REFUEL to get a manual
operation of the valves.
The operator sets the REFUEL/DEFUEL VALVES switches to OPEN
as required, and the FQMS commands the related inlet valves open.
A 'REFUEL IN PROGRESS' message is displayed on the Engine/Warning
Display in the cockpit and a 'MAN REFUEL' message is displayed on
the IRP.
Each inlet valve selected in open position can be manually closed from
the IRP. But the FQMS automatically closes a valve when the related
Fuel Quantity Indicating (FQI) system indicates hi-level condition.
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MANUAL REFUEL

Automatic Ground Transfer
Automatic Ground Transfer is designed to move the fuel between the
tanks to get a specific target aircraft CG position for a given payload
distribution. Fuel transfers can be necessary to reach Gross Weight CG
target according to ZFCG and ZFW data recorded after refuel.
To initiate an Automatic Ground Transfer, an operator must select the
cockpit 'AUTO GND XFR' push-button on the 'FUEL' section of the
cockpit overhead panel (1255VM), select all tank pump push-buttons on
the cockpit overhead fuel panel (1235VM) and enter ZFW and ZFCG
via any of the three available sources (OIT, OMT or FMS).
The FQMS will then re-distribute the fuel in a controlled manner.
The pumps in source tanks are commanded to run and the inlet valves of
target tanks open, to reach the fuel quantity target of the deficient tanks.
A 'GND XFR IN PROGRESS' message will be displayed on the
Engine/Warning Display (EWD) and 'CKPT XFR' will be displayed on
the IRP.
When transfer is completed, the 'GND XFR IN PROGRESS' message is
replaced with 'GND XFR COMPLETED' on the EWD, the END light
on the 'AUTO GND XFR' push-button is lighted on and 'CKPT XFR
END' will be displayed on the IRP.
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AUTOMATIC GROUND TRANSFER
JETTISON SYSTEM PRESENTATION (1)

General
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 initiated manually, but it can be
stopped manually or automatically. It is always under the control of the
Fuel Quantity and 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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MAINTENANCE COURSE - T1 & T2 (RR / Metric) JETTISON SYSTEM PRESENTATION (1) Apr 18, 2006
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GENERAL
JETTISON SYSTEM PRESENTATION (1)

Jettison System
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 2500 kg (3520 lb) per minute.
Fuel is simultaneously jettisoned from the outer, mid and inner tanks of
each wing. If there is fuel in the trim tank, 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
FUEL QUANTITY & MANAGEMENT SYSTEM PRES. (1)

General
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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GENERAL

- Integrity: checking of system computations to ensure safety and high
FQMS Architecture integrity,
- Monitor: checking of system conditions to detect erroneous
The FQMS comprises a number of electronic LRUs/LRMs, fuel system
computations,
application software and sensors.
- CG Measurement: second computation of aircraft gross weight, aircraft
Part of the FQMS application software is installed on two Fuel Quantity
longitudinal center of gravity and aft center of gravity target,
Data Concentrators (FQDCs), the primary part of the software is installed
- System BITE: system health determination, side changeover control,
on four CPIOM-Fs.
collection of system fault reports, fault isolation and reporting and
The FQDCs interface between the system's in-tank sensors and probes,
management of interactive dialogue with CMS.
pumps and valves, and the CPIOM-Fs. The following sensors and probes
in the system are:
- capacitance probes, for fuel level measurement,
- Probe Compensators Temperature Units (PCTUs), for fuel permittivity
measurement,
- dual element temperature sensors, for fuel temperature measurement,
- arrangement of a compensator (with integral single 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 CPIOM-Fs is divided into seven
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partitions. Each partition is responsible for the realization of certain

FQMS functions. The 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 around the aircraft,
defuel or jettison, generation of pump/valve control stimuli and fault
- CG Measurement: computation of aircraft gross weight, aircraft
longitudinal center of gravity and aft center of gravity target and fault
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FQMS ARCHITECTURE

FQMS & ADCN
The four CPIOM-Fs 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.
They also interface with several of the Integrated Control Panels (ICPs)
located on the cockpit overhead and with other systems through the
Avionics Data Communication Network (ADCN) including certain
aircraft systems for display on the flight deck.
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L1W06161 - L0KT0T0 - LM28P7000000001
FQMS & ADCN
FUEL SYSTEM MAINTENANCE (1)

Fuel Safety Items
When you work on aircraft, make sure that you obey 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.
L1W06161 - L0KT0T0 - LM28P8MAINT0001
Make sure that you have the proper fire fighting equipment available.
The fuel/kerosene is poisonous. 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.
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL SYSTEM MAINTENANCE (1) Apr 18, 2006
L1W06161 - L0KT0T0 - LM28P8MAINT0001
FUEL SAFETY ITEMS
MAINTENANCE COURSE - T1 & T2 (RR / Metric) FUEL SYSTEM MAINTENANCE (1) Apr 18, 2006
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

LEVEL I - ATA 28 Fuel

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TECHNICAL TRAINING MANUAL

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LEVEL I - ATA 28 FUEL

FUEL SYSTEM INTRODUCTION (1)

FUEL STORAGE PRESENTATION (1)

FUEL STORAGE PRESENTATION (1)

FUEL STORAGE PRESENTATION (1)

FUEL STORAGE PRESENTATION (1)

vent/surge tank is connected to the atmosphere through a NACA intake

ENGINE FEED PRESENTATION (1)

ENGINE FEED PRESENTATION (1)

ENGINE FEED FUEL PUMP

ENGINE FEED PRESENTATION (1)

LOW-PRESSURE SHUT-OFF SYSTEM

ENGINE FEED PRESENTATION (1)

ENGINE FEED PRESENTATION (1)

HEAT EXCHANGER FUEL SYSTEM

APU FUEL SYSTEM PRESENTATION (1)

APU FUEL SYSTEM PRESENTATION (1)

APU FUEL SYSTEM

FUEL TRANSFERS PRESENTATION (1)

FUEL TRANSFERS PRESENTATION (1)

FUEL TRANSFERS - LOAD ALLEVIATION TRANFERS

FUEL TRANSFERS PRESENTATION (1)

FUEL TRANSFERS - MAIN TRANSFERS

FUEL TRANSFERS PRESENTATION (1)

FUEL TRANSFERS - CG TRANSFERS

FUEL TRANSFERS PRESENTATION (1)

FUEL TRANSFER ROUTES

REFUEL DEFUEL SYSTEM PRESENTATION (1)

REFUEL DEFUEL SYSTEM PRESENTATION (1)

REFUEL DEFUEL SYSTEM PRESENTATION (1)

liters, on top of reserves of 21,6 tons already on board).

GENERAL - FUEL ROUTES

REFUEL DEFUEL SYSTEM PRESENTATION (1)

AUTOMATIC REFUEL FROM THE COCKPIT

REFUEL DEFUEL SYSTEM PRESENTATION (1)

AUTOMATIC REFUEL FROM THE IRP

REFUEL DEFUEL SYSTEM PRESENTATION (1)

REFUEL DEFUEL SYSTEM PRESENTATION (1)

AUTOMATIC GROUND TRANSFER

JETTISON SYSTEM PRESENTATION (1)

JETTISON SYSTEM PRESENTATION (1)

FUEL QUANTITY & MANAGEMENT SYSTEM PRES. (1)

FUEL QUANTITY & MANAGEMENT SYSTEM PRES. (1)

partitions. Each partition is responsible for the realization of certain

FUEL QUANTITY & MANAGEMENT SYSTEM PRES. (1)

FQMS & ADCN

FUEL SYSTEM MAINTENANCE (1)

FUEL SAFETY ITEMS

AN EADS JOINT COMPANY

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