JAR 66 CATEGORY B1

MODULE 11.10
uk FUEL
SYSTEMS
engineering
CONTENTS
SYSTEM LAY-OUT................................................................................3
1.1.1 Rigid tanks.....................................................................3
1.1.2 Rigid Metal Tanks..........................................................4
1.1.3 Flexible Fuel Tanks........................................................5
1.1.4 Tank Coverings..............................................................5
1.1.5 Attachments and Fittings...............................................6
1.1.6 Integral Fuel Tanks........................................................7
1.1.7 Tank Numbering.............................................................10
1.1.8 Water Draining...............................................................10
SUPPLY SYSTEMS...............................................................................1
1.2 Engine Fuel Feed........................................................................1
1.2.1 Design Requirements of an Aircraft Fuel Feed System..1
1.2.2 Engine Fuel Feed (Multi Tank and Booster Pumps).......2
1.2.3 Engine Fuel Feed (Collector Tanks)...............................2
1.2.4 Engine Fuel Feed (Collector Tanks)...............................Error!
Bookmark not defined.
1.2.5 Engine Fuel Feed (Fuel Cells).......................................3
1.3 fuel feed components..................................................................4
1.3.1 Fuel Pumps (Booster Pumps)........................................4
1.3.2 Jet Pumps......................................................................6
1.3.3 Sequence Valves...........................................................8
1.3.4 Transfer Valves..............................................................9
L.P. Valve.....................................................................................9
Cross Feed Valve........................................................................10
1.4 APU Fuel Feed............................................................................10
DUMPING, VENTING AND DRAINING................................................1
1.5 Dumping (Jettison)......................................................................1
1.6 The Vent Sub-System..................................................................4
1.6.1 General..........................................................................4
1.6.2 Venting Due to Heat.......................................................4
1.6.3 Unpressurised System Venting......................................4
1.6.4 Pressurised Fuel Tanks..................................................4
1.6.5 Float Valves...................................................................8
1.6.6 Vent Pipe Drains............................................................9
CROSS-FEED AND TRANSFER..........................................................1
1.7 Two Man Crew............................................................................2
1.8 Three Man Crew..........................................................................2
1.9 Cross Feed..................................................................................3
INDICATIONS AND WARNINGS..........................................................1
1.10 Fuel Level Sensing......................................................................4
1.10.1 High Level Sensing........................................................5
1.10.2 Overflow Sensing...........................................................5
1.10.3 Low Level Sensing.........................................................5
1.10.4 Calibration Sensing (Fuel Trim only)..............................5

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1.10.5 Under Full Level Sensing...............................................5
1.11 Fuel Quantity System Measurement and Indication....................6
1.12 Principle of Capacitance Gauging...............................................6
1.13 Fuel Quantity Indicating System..................................................7
1.13.1 Capacitance Index Compensator...................................8
1.13.2 Measurement.................................................................10
REFUELLING AND DEFUELLING.......................................................1
1.14 Refueling.....................................................................................1
1.15 Defuelling....................................................................................6
LONGITUDINAL BALANCE FUEL SYSTEMS....................................1
1.16 Supersonic Flight Fuel Transfer...................................................1

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SYSTEM LAY-OUT

The following example of a system layout is for a typical large commercial twin
aircraft. The number of tanks and system complexity will vary from aircraft to
aircraft. Clearly a four-engine aircraft will have more components than a twin.
The figure shows a typical fuel cell layout

Typical Fuel Cell Layout

Figure 1
NOTE: For additional range, some operators will install centre tanks, these are
offered as optional on most single isle and wide bodied aircraft.Fuel Tanks
Fuel tanks normally fall into three categories of construction:
Rigid
Flexible
Integral

1.1 RIGID TANKS

These are normally made from metal or plastic material, they are fitted internally
where space permits. Flexible fuel tanks have an advantage over rigid tanks,
because they can be shaped and fitted into odd shaped spaces where rigid tanks
cannot be fitted. In general, flexible tanks are lighter and easier to handle and
store than rigid tanks. Integral fuel tanks are of rigid construction because they
are part of the airframe structure. They are not independent items like the other
tanks.
Whatever the construction method, fuel tanks should be shaped so that almost all
the fuel is available to the engine. Awkward pockets which prevent fuel from
leaving the tank are undesirable and are avoided if possible.

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1.2 RIGID METAL TANKS

Typical Rigid Internal Fuel Tank

Figure 2

Fuel tanks are made in shapes and sizes to fit the spaces available in each
particular airframe and therefore the size and shape of the fuel tanks will not be
the same for all aircraft. Metal fuel tanks are constructed from aluminium alloy,
stainless steel or tinned steel and they are riveted, welded, or soldered together.
The tank is a light structure which is strengthened by the use of internal stiffeners,
angle pieces and by incorporating baffles to give strength and which are
necessary, in large tanks, to reduce the effects of fuel surge caused when the
aircraft manoeuvres. Secure attachment of a rigid tank within the airframe may
be achieved by built-in padded cradles and padded metal straps. The cradle is
shaped to match the contours of the tank and the straps secure the tank to its
cradle. Each tank will have the brackets, strap guides and fittings to match the
aircraft structure into which the tank is to be fitted.
It must be stressed that very few aircraft over 5,700 kg would utilise metal rigid
tanks, except when long range tanks are fitted in the cargo hold, i.e. commercial
IATA LD6 containers, etc.

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1.3 FLEXIBLE FUEL TANKS

Flexible fuel tanks may be constructed with thin and very flexible walls (called bag
tanks) or they may be made of thicker less flexible material. These tanks are
made in shapes to fit particular spaces in the aircraft structure and their flexibility
enables the tanks to be folded and inserted through a small aperture, which
would not allow a rigid tank of similar capacity to be fitted. Because flexible tanks
can be made in shapes to suit most of the space available, a greater fuel capacity
is made available to a particular aircraft when flexible tanks are used. Some
aircraft fuel systems are designed to include rigid, flexible and external fuel tanks
so that the greatest possible fuel load is carried.
The compartment for a flexible fuel tank is made as smooth as possible on the
inside and projecting joints are covered to prevent chafing the tank material.
Before a tank can be fitted, the compartment must be properly cleaned out and all
swarf and loose items removed.
After a flexible tank has been inserted into the tank compartment, the tank is
carefully unfolded and the various external fittings are aligned. Usually the walls
of the more flexible tanks are attached to the compartment walls by a type of
press-stud fitting. When filled with fuel, the tank expands to contact the walls of
the tank compartment so that the weight of the fuel is carried by the aircraft
structure and not by the tank. Because the load is not carried by the tank, flexing
of the aircraft structure does not impose harmful loads upon the tank material.
Flexible fuel tanks are resilient, like an inner tube and because they are resilient,
the tanks can withstand a considerable amount of distortion or shock loading. If a
flexible tank is not completely full it is unlikely to burst on a crash impact.

1.4 TANK COVERINGS

Protective Covering
A protective covering may be fixed to the outside of a flexible fuel tank. The
covering is not special to type and similar covering materials are used to protect
different types of tank. The protective covering usually consists of several layers
of fabric, or fabric and rubber, which are cemented to the material of the tank with
adhesives. When a tank is fitted with a protective cover it, in general, becomes
stiff enough to support its own weight and retain its shape. However, when the
various metal fittings are added, the tank will sag and it needs support when
fitted.
Some tanks, which do not have protective covers, are reinforced by nylon fabric
or net. This type of reinforcement does not stiffen the tank, which remains very
flexible and limp. This type of tank cannot support its own weight and is the type
which is sometimes called a bag tank.

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Self-Sealing Coverings
These coverings have been developed to reduce the magnitude of a fuel leak if,
for any reason, the fuel tank is pierced or ruptured. The self-sealing covering is
usually made from layers of cellular rubber with an overall protective cover of
glass fabric or nylon fabric on the outside. This type of rubber is a material that is
immediately affected by contact with fuel. If a tank leaks, the cellular rubber
swells on contact with the fuel and forces its way into the puncture to block the
hole and reduce or stop the leak. Unfortunately, minor leaks may remain
undiscovered for some time until the self-sealing cover begins to swell and bulge
on the outside.

1.5 ATTACHMENTS AND FITTINGS

To complete a flexible fuel tank, provision must be made for attaching fuel system
components and for joining each tank into the fuel system. The fuel tank is
constructed with moulded connectors and apertures of an appropriate size and
position but because of the flexible nature of the material, each aperture needs to
be reinforced before a system component can be fitted. Each aperture is
strengthened and stiffened by fitting a metal attachment ring. The attachment
rings are sometimes called stud rings or bolt rings.

Attachment Rings and Moulded Connections

Figure 3

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1.6 INTEGRAL FUEL TANKS

An integral fuel tank is a fuel-proofed space in the aircraft structure which is filled
with fuel and provided with the appropriate fittings and connections for fuel feed,
fuel transfer, air lines, vents and fuel pumps required at that particular position in
the fuel system. Connections and fittings cause few problems, but sealing and
fuel proofing the aircraft structure is the vital element, which decides the success
of the integral tank. An integral wing tank is usually an area of a mainplane
between the front and rear spars and bounded by the external skin, which covers
the wing structure. The tank area is sealed and fuel proofed during assembly.
Special sealants are used under controlled conditions and the skin attachments,
structures, rivets and bolts are assembled whilst the sealant is wet. Dry
assemblies cannot be adequately sealed afterwards.
Before assembly, all the structural parts that become integral fuel tanks are
cleaned to a particular specification; the clean parts are immediately coated with
a special sealant and assembled wet. It is important that the joints are finished
(rivets closed or bolts tightened) before the sealant sets. This first coating of
sealant is called the interfay and it should bond with all parts of the joint. After
the joint is tightened it is necessary to remove the surplus sealant that has been
squeezed out as the joint closed. After cleaning the work, a neat coating of
sealant is applied at the edges of the joint; this coating is called the fillet (see the
figure) and it should be strong enough to cope with any flexing between the parts.
A final brush-on coat of sealant is applied to overlap the joint and fillet. Interfay,
fillet and the brush-on coat are part of the standard treatment for sealing integral
fuel tank structures and all use a similar sealant. As an aid to quick production,
the joint can be covered by a barrier coating of a quicker drying substance. The
barrier-coating material is not the same as the sealant used for jointing and it will
not prevent or cure leaks. The barrier-coat becomes tack-free in a relatively short
time and it is applied over partially cured sealants to reduce the possibility of
contamination from swarf, when work must continue in the area of an uncured
joint. To extend the leak-free life of the integral fuel tank, take great care when
handling or working on the skin area which covers the integral fuel tank.

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Integral Tank Sealing

Figure 4

Generally speaking, large commercial aircraft have three tanks in each wing,
inner fuel tank, outer fuel tank and a surge tank. On some aircraft the fuel tanks
are referred to as fuel cells. A centre tank is sometimes available as a standard
option.
Each fuel tank has additional space for 2% expansion of the fuel without spillage
into the surge tank. Removable access panels are provided in the lower wing
surface. The centre tank, if fitted, is accessible through manholes in the rear
span.

Manholes

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Figure 5

Tank Numbering, Capacity and Layout

Figure 6

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1.7 TANK NUMBERING

Aircraft manufacturers number fuel tanks, in which case the philosophy will be
from left to right, nose to tail.

Fuel Tank Layout

Figure 7

1.8 WATER DRAINING

Water drain valves are provided at low points of each tank. All valves may be
opened with standard tools and the outer seal of the valve is replaceable without
emptying the tanks.

Water Drain Valve

Figure 8

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Fuel Tank Drain Points

Figure 9
A typical system has a water scavenge system fitted in the optional centre tank.
Two jet pumps using tappings on the tank pumps for motive power, collect water
from low points and discharge it towards the fuel pump inlet. Removable access
panels are provided in the lower wing surface. The optional centre tank is
accessible through two manholes in the rear spar.

Water Scavenge System

Figure 10

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Figure 12

2.4 ENGINE FUEL FEED (FUEL CELLS)

Another multi tank system is the use of fire cells. In normal conditions, each
engine is supplied from one pump in the optional centre tank or both pumps in the
tank of its own wing. Any one pump can supply the maximum demand of one
engine. A cross-feed pipe, controlled by a double motor actuated spherical plug
valve, allows both engines to be fed from one side or all the fuel to be used by
one engine. The valve is mounted on the rear spar in the centre section.
Two plug-in a.c. driven booster pumps supplied from different busbars are fitted in
each tank. Each pump has a suction inlet. On each side, the two pumps in the
wing tank and one pump in the centre tank (when fitted) deliver fuel via a built in
non-return valve into a single pipe. The pumps in the wing tanks are fitted with
pressure relief sequence valves that ensure that when all pumps are running, the
centre tank pumps will deliver fuel preferentially. No sequence valves are
provided on a two tank version aircraft.
In each wing tank the pumps are located in a collector box. The box is fed by
gravity through flap non-return valves. This ensures that the system can continue
to supply fuel under negative g or transient manoeuvres. A bypass is provided
at the pumps to permit gravity feed.
Air release valves are fitted to the feed lines.
The supply of fuel to each engine can be shut off by an engine LP valve mounted
on the front spar. This is a spherical plug valve driven by a double motor
actuator. To provide the maximum integrity, the two actuators are supplied from
different busbars and the cables are routed separately.
Controls and indications for pumps and crossfeed valves of the feed system are
located on the overhead panel. In normal operation, all wing pumps will remain
on throughout the flight. If a centre tank is fitted, switching of pumps is automatic.
If there are no malfunctions, no action is required during flight.
The engine LP valves are controlled by operating the engine fire handles.

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Engine Fuel Feed

Figure 13

3 FUEL FEED COMPONENTS

3.1 FUEL PUMPS (BOOSTER PUMPS)

Pumps employed in aircraft fuel systems differ in size, shape, output, etc.
However regardless of type and any special features they may have, they all
operate on the same principle and consist of very similar components.
Each tank is normally provided with two fuel pumps. They are all identical and
interchangeable. These pumps are installed in the canister assemblies to enable
replacement without de-fuelling the tank.
The fuel pumps are centrifugal pumps driven by 115 volts, three phase motors.
The output of each pump is about 250-300 litres per minute. Maximum fuel
pressure at zero flow is about 38 p.s.i.
Each pump includes a non-return and a by-pass valve.

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The by-pass valve is to reduce the pressure drop allowing an engine to be
operated on suction feed up to about 6000 feet.
They are protected by a thermal fuse, which is activated at approximately 175
degrees centigrade.

Fig 14

Some pumps have special features that are dictated by the aircraft role and any
design requirements namely:
a. Pressure relief valve.
b. Non-return valve.
c. AC DC motor.
d. Thermal trip devices.
e. Cannister shut off valve to facilitate pump replacement with fuel in the tanks.

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Cannister Assembly
Figure 15

3.2 JET PUMPS

These are another method of transferring fuel around an aircraft fuel system.
They use fuel bled from the booster pump which is continually fed through the
central nozzle into a venturi. The depression created in the venturi draws fuel
from the surrounding tank, in through the filter then up through the venturi tube
and either into the next fuel tank or straight to the collector box.

Jet Pump
Figure 16

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Figure 17

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3.3 SEQUENCE VALVES

Sequence valves are fitted to give an automatic transfer from one tank to another,
the following example is for an aircraft with pumps in the centre tank, inner tank
and outer tank.
The valve limits the fuel pressure of the outer tank pumps from 38 psi to 17.5 psi.
This is to give priority to the inner tank fuel pumps for structural reasons.
When the inner tanks are empty, the engines will be automatically supplied from
the outer tanks So the outer fuel pumps run continuously.

Sequence Valves
Figure 18

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3.4 TRANSFER VALVES

The example at figure 13 shows the fuel tank split into two cells at rib 15. To
enable transfer to take place, two transfer valves are fitted in this instance at rib
15. Operation of these valves is actuated by a signal from low level sensors
shown just inboard of rib 2.

3.5 L.P. VALVE

LP Valve
Figure 19

The L.P. shut off valve enables isolation of the fuel system in the event of fire and
engine maintenance, i.e. engine removal. Located at the top of the pylon on the
outside of the front wing spar it will be controlled normally be operation of the fire
handles and activated by either a pair of electric motors or mechanically as
shown above.

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3.6 CROSS FEED VALVE

Cross-feed Valve
Figure 20

The cross feed valve enables fuel to be fed to any engine from any tank.
Normally of a spherical type construction with two 28 VDC electric motors
mounted on a differential gearbox. One motor only will drive the valve at any
time, the other motor is a back up. The cross feed valve would normally be fitted
on the rear spar as shown in the figure.

4 APU FUEL FEED

The feed to the APU is taken from the left engine feed but may be taken from the
right engine feed when the cross feed valve is open.
The tank booster pumps can supply fuel to the APU at the required pressure. For
starting the APU without electrical power available for the tank pumps, a separate
pump is provided that can be operated from the aircraft batteries and is mounted
in the feed line on the rear spar of the centre section.
The supply of fuel to the APU can be shut off by a valve mounted on the rear spar
of the centre section. It is a spherical plug valve driven by a double motor
actuator. To provide the maximum integrity, the two actuators are supplied from
different busbars and the cables are located in separated routes.
The feed pipe emerges from the top of the tank and passes through the
pressurised fuselage in a drained and vented shroud that extends to the APU fire
wall.

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APU Fuel feed

Figure 21

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The jettison operation is controlled from a jettison panel located either on a flight
engineers station or from an overhead panel on a two crew configuration.
Normally the panel is protected by a quick release cover.
In the following example, two switches are provided to operate the jettison valve.

i. A primary switch for motor number one.

ii. A guarded secondary switch for motor number two.

Fuel Jettison Control

Figure 25

The position of the right and left-hand jettison valve is monitored by two magnetic
indicators, showing green cross-line when the valve is closed and in-line when
the valve is open. As is common with this type of indicator, it will show amber
cross-line to indicate transit or malfunction.

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6 THE VENT SUB-SYSTEM

6.1 GENERAL

An air vent is fitted to the top of each tank to allow free flow of air in and out of the
tank as the fuel level rises and falls. This is known as inwards and outwards
venting and is required to prevent over pressurisation of the tanks as the fuel
level rises and depressurisation as it falls.

6.2 VENTING DUE TO HEAT

Another important aspect of an aircraft vent sub-system is that it must be able to

cope automatically with any expansion and/or contraction of the fuel. As the fuel
expands, due to heat, the vent must allow air and sometimes fuel, to escape to
atmosphere via vent pipes. Conversely the sub-system must allow air into the
tanks during contraction of the fuel when the outside air temperature (OAT) is
decreasing.

6.3 UNPRESSURISED SYSTEM VENTING

This is a very simple method of venting tanks which requires only that fuel tank
vent orifices be connected to a vent pipe gallery, which leads to atmosphere
directly. Venting of this type is found mainly in small aircraft; some helicopters
and aircraft with low flight ceilings.
The disadvantages of open orifice or open vented tanks are that they are
subject to fuel venting during manoeuvres, they limit the maximum ceiling of the
aircraft due to the fact that fuel boils at the low ambient atmospheric pressure
found at altitude; danger of cavitation in fuel supply lines if fuel should boil;
increased rate of evaporation (REID VAPOUR PRESSURE) leading to a greater
fire risk.
REID VAPOUR PRESSURE (RVP) the rate at which fuel gives off vapour.
Obviously there are many inherent problems with the open vented system. It is
for many reasons that most aircraft fuel systems are pressurised.

6.4 PRESSURISED FUEL TANKS

On most large aircraft, the fuel tanks are vented through a pipe connected to the
surge vent tank. The vent pipes are sized to prevent tank overpressure in the
event of a refuel cut off failure.
In the example shown, the centre tank vent pipe is connected to the left-hand
surge vent tank.
The inner and outer tank pipes are connected to the relevant side surge vent
tank.

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The centre tank vent pipe ends inside the surge vent tank at the top. The inner
and outer vent pipes end about 3 centimetres above the bottom of the surge vent
tank.
These ends are arranged so that any fuel overflowing into the surge vent tank is
drawn back into the wing tanks by suction, as long as one or more fuel pumps are
running. On some aircraft fuel pumps are fitted to pump the fuel back to the
tanks from the surge tank and will be activated by a float switch.
Each vent tank is vented to atmosphere via the NACA valve.
This valve ensures tank pressurisation during flight and allows the fuel to flow out
in the event of a high level cut-off failure during refuelling.
On some aircraft a frangeable disc is fitted in the surge tank to prevent structural
damage caused by over pressure. A flame arrester is also fitted in the NACA
intake in case of ground fires.

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Venting System
Figure 26

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Figure 27

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6.5 FLOAT VALVES

Each wing tank is provided with an additional vent opening.

This opening is connected to the corresponding venting line and controlled by a
vent float valve situated at the highest point of the tank.

Vent Float Valve

Figure 28

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6.6 VENT PIPE DRAINS

At the lowest points of each vent pipe, a self-draining non-return valve is

connected. The type shown is made of synthetic rubber.

Vent Drain Valve

Figure 29

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The use of the centre wing box as a tank on some aircraft has made it necessary
to protect this area against leaking fuel. A vapour seal is installed around the
forward and lower part of the tank. The space between the tank sink and the
vapour seal is ventilated with air coming from the air conditioning system. The air
is directed to the outside through several small outlets. If the tank has a fuel leak,
the vent air line will collect this fuel and drain it through these outlets.

External Ventilation of Centre Tank

Figure 30

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7 TWO MAN CREW
Providing the mode selector is set to AUTO, the transfer valves (fuel cells) will
automatically function. The valves will be signalled to open by means of low level
sensors in the inner cell. Both valves will open when either tank quantity falls to
the appropriate level. Once open they will be latched open. The valves are
automatically closed at the next refuel operation. The ECAM/EFIS systems page
(Fuel) will display valve operation, there is no direct control from the overhead
panel.
The X feed valves would normally be closed in flight. To open the valve the push
button switch on the overhead panel would have to be pushed on OPEN. A light
indicates position.

8 THREE MAN CREW

Older aircraft will have a fuel control panel on the flight engineers panel. This
example is taken from a wide-bodied twin. No in flight transfer from tank to tank
is possible, but fuel can be fed from any tank to any engine. The valves in this
instance are not called TRANSFER VALVES but TANK SHUT OFF VALVES.

Fuel Control Panel

Figure 32

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Each centre tank shut-off valve is controlled by a three-position selector: ON,
AUTO and SHUT.
The normal position is AUTO. In this position the valves are open when the tank
is full and automatically shut when the tank is empty.
This is indicated by magnetic indicators, showing:-
Green in-line, when the valves are open.
Green cross-line, when the valves are shut.
Amber, during the transit or when there is a failure.
The inner tank and outer tank shut off valves are each controlled by a rotary
selector.
They are marked by an engraved line to show the selected position.
In-line for open.
Cross-line for closed.
Inside of the rotary selector are disagreement lights. They illuminate during the
transit of the valve. The light extinguishes when the valve has reached the
selected position, but it will remain on when the valve has a different position to
the switch.

9 CROSS FEED
There is a fifth rotary selector situated just between the other four.
This is the selector for the cross-feed valve.
As this valve is provided with two electrical motors, the selector has two different
engravings marked I and II.
In-line I means the valve is opened by motor I and in-line II means that the
valve is opened by motor II. Cross-line means the valve is closed. The knob also
includes a disagreement light. The function is identical to the lights of the other
selectors.

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Cross Feed
Figure 33

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SYSTEMS
engineering

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering
1 High level sensing.
2 Overflow sensing.
3 Low level sensing.
4 Under full level sensing.
5 Level sensing for calibration (Fuel Trim only).

10.1 HIGH LEVEL SENSING

High level sensing is installed to prevent an overfilling of the fuel tanks. When the
fuel washes around the respective sensor, the:
associate refuel/defuel valve closes.
blue FULL light on the fuelling panel comes on.
The high level signal from the inner and outer tanks could be used for
computation purposes in the fuel quantity computer, when refuelling in AUTO
MODE.

10.2 OVERFLOW SENSING

If during refuelling the high level shut off system fails, fuel enters the adjacent
vent tank and washes around the overflow sensor. This is indicated by the amber
FULL light on the refuel panel.

10.3 LOW LEVEL SENSING

Low level sensing is divided into:

outer tank low level and
inner/centre tank low level sensing.
If the outer tank LO LVL sensor is exposed to air, the associated amber LO LVL
light comes on.
The inner/centre tank low level sensing have only in the AUTO MODE a function
(ref. fuel pump control).

10.4 CALIBRATION SENSING (FUEL TRIM ONLY)

Calibration sensors are installed in centre tanks, inner tanks and trim tank. They
give a signal at a predetermined filling level in the trim tank for accuracy test of
the fuel quantity indication during refuelling. For the trim tank the calibration
sensor switching level is corrected by the stabiliser position.

10.5 UNDER FULL LEVEL SENSING

When the fuel quantity drops in either outer tank below a certain level, the
maximum flight speed (VMO) becomes reduced in order to protect the wing
structure. The sensor signals are sent to the ADC (Air Data Computer).

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering
11 FUEL QUANTITY SYSTEM MEASUREMENT AND INDICATION
The system has the following tasks:
1 Measuring of the fuel quantity in the tanks.
2 Indicating of the fuel quantity on:
The fuel quantity indicator.
The pre-selector.
The ECAM system fuel page.
ECAM/EFIS.
3 Controlling of automatic refuelling.
4 Fuel quantity messaging to the flight management computer.
The system comprises:

1 fuel quantity computer.

2 capacitance probes.
3 capacitance index compensator.
4 cadensicon sensor.
5 attitude sensor.
6 THS position detector.
7 associated indicator in the flight compartment.

12 PRINCIPLE OF CAPACITANCE GAUGING

A capacitor is an electrical device which stores electrical charge. The amount of
charge it can hold depends upon three physical properties of the capacitor itself,
namely:
a. The surface area of the plates.
b. The size of the gap between the plates.
c. The insulating material (dielectric) between the plates.

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 JAR 66 CATEGORY B1
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uk FUEL
SYSTEMS
engineering
In a fuel tank capacitor stack two of the above are fixed, ie. the area of the
plates and the gap between them. The only variable is the dielectric which, in a
fuel tank, is either fuel or air or both. The amount of charge held in the capacitor,
when the tank is full, will be of a preset value. As the fuel level falls, the dielectric
will gradually change to air and the amount of charge stored will reduce. This
change in capacitance is sensed by a signal conditioner and the change in fuel
level is thus sensed.

13 FUEL QUANTITY INDICATING SYSTEM

Each tank has installed a group of probes arranged so that a minimum of one
probe is immersed at all times, the number of probes will vary from aircraft to
aircraft. The following example is from a wide-bodied twin fitted with a fuel trim
system.
The number of probes is:
6 in each outer tank.
6 in each inner tank.
4 in the centre tank.
The probes of each group are wired in parallel and connected to a summing
adapter, located on the wing rear spar. The probe level signals are sent to the
fuel quantity computer.

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering
Wing Capacitance Probe Installation
Figure 38

13.1 CAPACITANCE INDEX COMPENSATOR

One compensator is installed in each tank to the lowest located capacitance

probe.
Separated wiring for these units is routed to the fuel quantity computer.
The purpose of the index compensator is to sense the different types of fuels,
additives, etc. and make correction signals for accurate fuel readings.

Capacitance Index Compensator - Installation

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering
Figure 39

Probe Installation Trim Tank

Figure 40

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uk FUEL
SYSTEMS
engineering
13.2 MEASUREMENT

The signals from the capacitance probes in each tank are sent via adapters to the
fuel quantity computer. The computer calculates the fuel quantity. To increase
the measuring accuracy, further signals enter the computation:

capacitance index compensator, balances different fuel types.

Condensicon sensor:
Senses while refuelling the:
Density
Dielectric constant of running fuel.
Attitude Sensor:
Senses on ground and in flight the attitude of the aircraft to the:
Roll axis (longitudinal)
Pitch axis (lateral)
The attitude signal computation depends on the AIR/GRND signal (wing
bending direction).
THS Position Detector
Senses the THS position steady and gives its signal to the fuel quantity
computer for correction of trim tank fuel measurement.

Fuel Quantity Indicator

The fuel quantity of the tanks is normally displayed in 10 kg steps. Power supply
and the indication signals are delivered by the fuel quantity computer. To avoid
transmission errors, the indicator sends feedback signals to the computer. The
indicator is also used for test purposes. In the test mode, the indicator displays
different number codes.

The examples shown are from an aircraft with a two-man crew. The refuelling
system will be looked at later. The aircraft is a twin with a centre tank, an inner
and an outer tank.

Note: The LO LVL lights in the indicator receive their signals from the outer tank
LO LVL sensing circuit.

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering
14.1 PRESSURE REFUEL FUNCTIONAL DESCRIPTION

Fuel flows from the refuel adapters into the refuel/jettison manifold. When the
refuel valves open, fuel flows from the manifold into the fuel tanks. A flow tube at
the end of each refuel valve decreases the exit force of the fuel. The flow tube
also puts the fuel in different parts of the tank.

Refuel System Layout

Figure 42

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 JAR 66 CATEGORY B1
MODULE 11.10
uk FUEL
SYSTEMS
engineering
As each tank reaches full, the high level sensor signals the refuel valve to close
to stop fuel flow. When all refuel flow ceases, fuel that is left in the refuel/jettison
manifold goes through the manifold drain valves and into the main tanks. The
manifold has two vacuum relief valves. These valves permit air into the manifold
when the fuel leaves via the manifold drain valves.

Refuel Manifold Drain Valve

Fig 43

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SYSTEMS
engineering
If a refuel system failure prevents the refuel valves from closing, fuel goes into the
surge tanks. If the fuel gets to the level of the surge tank float switches, the switch
closes, and all refuel valves are closed.

Surge Tank Float Switch

Fig 44

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 JAR 66 CATEGORY B1
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uk FUEL
SYSTEMS
engineering
15 DEFUELLING

Defuelling a pressure type fuel system is almost the reverse of the refuelling
procedure. A de-fuel bowser would be connected to the single fuel point coupling,
and using a combination of both the bowsers suction pump and the aircrafts own
fuel supply booster pumps, selected tanks can have their contents returned to the
bowser.

Defuel System Layout

Fig 45

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LONGITUDINAL BALANCE FUEL SYSTEMS
The weight of the fuel is a large percentage of an aircrafts total weight, and the
balance of the aircraft in flight changes as the fuel is used. These conditions add
to the complexity of the design of an aircraft fuel system. In small aircraft the fuel
tank or tanks are located near the centre of gravity so the balance changes very
little as the fuel is used. In large aircraft, fuel tanks are installed in every available
location and fuel valves allow the flight engineer to keep the aircraft balanced by
scheduling the use of the fuel from the various tanks. High performance military
jets and more modern civil aircraft will use a fully automatic fuel scheduling
system to reduce the workload on the flight crew.

16 SUPERSONIC FLIGHT FUEL TRANSFER

Longitudinal Fuel Transfer

Figure 46

Issue 1 04 Sept 2001 Page 1

In supersonic flight the aerodynamic centre of pressure moves aft, thus changing
the longitudinal stability. This is compensated in the Concord by moving the
centre of gravity by shifting fuel as necessary between the fuel tanks in the fin
and the wings as shown in the previous diagram, the front and rear tanks are
Trim tanks, and the centre section contains the main tanks.

Issue 1 04 Sept 2001 Page 2

 INTENTIONALLY BLANK

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