-You must keep CDCCL items in a serviceable condition.

It is possible that damage, wear or changes to a

CDCCL item can cause a fuel tank explosion.

-The fuel system is designed to operate in these limits:

· maximum certificated altitude (39797 ft.) · ambient conditions.

# System Description:
-The storage system:
· contains the fuel for the engines and the APU
· helps to protect the fuel system against fire
· gets the warm fuel from the IDGs and returns it to the wing tanks
· keeps the air pressure in the fuel system near to the external air pressure.
-Each wing contains a vent surge tank. The vent surge tanks are installed outboard of each
wing tank.
-The vent surge tanks temporarily hold the fuel so that leakage does not occur during:
· aircraft movement on the ground · aircraft rotation at take-off.

-All the fuel tanks and the surge tanks have water drain valves at their lowest point.
-After a refuel operation to the maximum tank capacity, the fuel can expand 2% (20 deg.C)
temperature increase) without leakage at the refuel attitude and during:
· subsequent towing · aircraft movement on the ground · take-off.

@ TANKS - DESCRIPTION AND OPERATION:

-There is one fuel tank in each wing (divided into an inner and outer cell) and one in the center
wing box. The total usable fuel capacity is 19003 KG/18730 KG/18971 KG/18697 KG .The
total unusable fuel capacity is 82.1 L/64.4 KG(SPECIFIC GRAVITY=0.785).

A. LH and RH Wing Tanks:

-The fuel tanks and the vent surge tanks are between the front and the rear spars of the
wing box, and the wing top and bottom skins. Ribs connect the front spar to the rear spar
and divide the wing into compartments. Some of these ribs are sealed, and thus divide the
wing box into the different tanks. The tanks are located as follows:
· the LH(RH) wing tank (inner cell) is between RIB1 and RIB15
· the LH(RH) wing tank (outer cell) is between RIB15 and RIB22
· the LH(RH) vent surge tank is between RIB22 and RIB26.
* Access to the wing and vent surge tanks is through the access panels in the wing bottom skin.

B. Center Tank:
-The center tank is located between:
· the RIB1 (LH) and the RIB1 (RH) · the front spar FR36 and the rear spar FR42
· the center wing top and bottom skin.
* Access to the center tank is through the access panels in the rear spar.

C. Water Drain Valves:

- Each tank has one or more water drain valves. These are used to:
· drain the water from the fuel in the fuel tanks
· drain all the remaining fuel from the tank (for maintenance).
· outboard of RIB22 (vent surge tank) · outboard of RIB15 (wing-tank outer-cell)
· outboard of RIB1 (wing-tank inner-cell) · inboard of RIB1 LH and RH (center tank).
-TOTAL 8 WATER DRAIN VALVE ; 6 IN WING TANK (3 IN EACH WING),2 IN CTR TANK...
- The primary components are:
· the body, which has a mounting flange · a remote inlet (wing-tank water drain only)
· an outer valve and spring · an inner valve and spring · a support guide.
- The mounting flange connects the valve to the aircraft skin. The body contains the inner and
outer valves and springs. The inner valve is installed in the outer valve and the springs keep the
two valves in the closed position. The support guide keeps the two valves aligned when they
operate.
-WING TANK=The remote inlet has a short pipe connected to it, which goes to the lowest part of
the fuel tank.
-Center tank and the vent surge tanks= Do not have a remote inlet.Thus they only drain their
adjacent area.
D. Clack Valves:
- Clack valves are at the bottom of the RIB2.
- The clack valves in the RIB2 let the fuel enter the area between RIB1 and RIB2 but do not let
fuel outboard of the RIB2. This makes sure that the main fuel pumps are always in fuel.

@ TANK VENTING SYSTEM - DESCRIPTION AND OPERATION:

- The tank venting system keeps the air pressure in the fuel tanks near to the external air
pressure. This function prevents a large difference between these pressures which could cause
damage to the fuel tank/aircraft structure. This function is most important:
· during the refuel or defuel operations · when the aircraft climbs or descends.
-The operation of the tank venting system is fully automatic. There are no manual controls.

- The fuel tank venting system has these components:

· the vent protector (flame arrestor) · the surge-tank overpressure protector
· the wing tank overpressure protector · the center tank overpressure protector
· the wing tank vent float valve · the check valves

- The LH(RH) wing has a vent surge tank between the RIB22 and the RIB26. The vent surge
tank is open to the external air through a stack pipe which is connected to a NACA duct.The
vent surge tank lets the air flow through it in each direction.
- It is also a temporary reservoir for the fuel that can come into it from the vent pipes. The
vent surge tanks have a capacity (before fuel can flow overboard) of 190 L.
- The vent protector is installed in the stack pipe. If a ground fire occurs, it prevents the ignition
of the fuel vapour in the surge tank (and thus the tank venting-system). It also lets the air flow
freely through it in two directions, and prevents ice formation.
- If a failure occurs in the fuel system (which causes large quantities of fuel to enter the surge
tank), then the vent protector lets the fuel flow freely overboard.

-SURGE TANK (AIR IN/OUT)> STACK PIPE (THROUGH VENT PROTECTOR) > NACA DUCT

- The overpressure protector in the vent surge tank makes sure the pressure in the vent surge
tank is not more than the specified limit.
- If the flow of air into (or out of) the surge tank is blocked, the overpressure protector breaks to
release the pressure. OR
- If fuel enters the vent surge tank and causes the overpressure protector to break, then this fuel
will go overboard.

- Each wing tank and the center tank has a vent system. The vent pipes in the LH wing tank and
the center tank connect to the LH vent surge tank through the LH stringer vent duct. The vent
pipes in the RH wing tank connect to the RH vent surge tank through the RH stringer vent duct.

- The vent for the LH(RH) inner cell between RIB2 and RIB3. One end of the pipe is open and
turned to face the upper wing at the highest point adjacent to RIB2/front spar. The other
end of the vent pipe is connected to the stringer vent duct outboard of RIB2.
- The vent for the LH(RH) inner cell between RIB14 and RIB15. A float valve is connected to
the inboard end of the pipe between RIB14 and RIB15. The other end of the vent pipe is
connected to the stringer vent duct between RIB17 and RIB18.

- The stringer vent duct is an integral pipe that starts inboard of RIB2 and ends in the surge tank
at RIB22.
-Check valves are installed at the lowest points of the vent pipes and the stringer vent ducts.
The check valves let the fuel that has entered the wing tank vent system return to the related
wing tank.

- The vent for the center tank is a pipe which is open at each end. The pipe has an upturned
end fitting in the center tank to make sure the fuel does not enter the vent pipe. The pipe
connects the middle of the center tank to the LH vent surge tank at RIB22. A check valve is
installed on the pipe at its lowest point. The check valve lets the fuel that has entered the
vent pipe return to the center tank.

- The center tank has an overpressure protector installed on the inner face of the LH RIB1.
The overpressure protector makes sure that the pressure in the center tank is not more than the
specified limit. If the pressure in the center tank increases to a specified value, the
overpressure protector breaks to release the pressure (into the LH wing tank).

A. Overpressure Protector(SURGE TANK):

- The primary components of the overpressure protector are:
· a body
· a carbon disc (burst disc)
· a collecting grid with a retaining ring.
-One end of the body has a mounting flange which attaches it to the access panel.. The burst
disc is located at the other end of the body and is held in place with a flange. The collecting grid
is held next to the burst disc with the retaining ring.
-If a difference between external pressure and internal pressure occurs (which is more than the
permitted tolerance), the burst disc breaks. If the burst disc breaks (because of low internal
pressure), then the collecting grid does not let the pieces of the disc go into the vent surge tank.
-The burst disc has a white cross painted on its lower side. When you can see this, the burst
disc is not Broken.

B. Overpressure Protector – Wing Tank Inner Cell:

The primary components of the overpressure protector are:
· a body · a carbon disc (burst disc) · an extension tube.
One end of the body has a mounting flange which attaches it to the access panel.. The burst
disc is located at the other end of the body and is held in place with a flange.
-If a difference between the external pressure and the internal pressure occurs (which is more
than the permitted tolerance) the burst disc breaks.
-THERE IS NO GREED LIKE OVER PRESSURE PROTECTOR OF SURGE TANK.

C. Overpressure Protector - Center Tank/Outer Cell:

-The primary components of the overpressure protector are:
· a body · a carbon disc (burst disc) · a basket · a collecting grid.
-CENTER TANK=The body has a mounting flange which connects the overpressure protector to
the inner face of the LH RIB1.
-OUTER CELL=The body has a mounting flange which connects the overpressure protector to
the outer face of the RIB15.
- The burst disc is installed in the body between the collecting grid and the basket.
- The collecting grid prevents the movement of particles into the wing tank.
- IF PRESSURE B/W CTR TANK AND WING TANK ABOUT 10 TO 11 PSI,DISC WILL BURST.
- IF PRESSURE B/W INNER AND OUTER TANK ABOUT 10 TO 11 PSI,DISC WILL BURST.

D. Vent Protector:
-The components of the vent protector are: · a body · an ice protector · a flame arrestor.
-The body has a flange at both ends which connects to the NACA intake. The ice protector
and the flame arrestor are located in the body on a flange. A locking ring holds the ice
protector and the flame arrestor in position.

E. Vent Float Valve:

-The primary components of the vent float valve are: · a body · a arm assembly · a float
- The body is open at each end. One end of the body has a flange for installation. A valve
plate is located on the arm of the float assembly and the float assembly attaches to a hinge lug
on the body. The float assembly usually hangs down which keeps the valve open. When
the fuel lifts the float assembly the valve plate closes the valve.

# Operation/Control and Indicating:

- The operation of the tank venting system is fully automatic. There is no manual control of the
system and the system gives no indications.

@ WING CENTER TANK EXTERNAL VENTILATING SYSTEM:

-The system has: · a vapor seal · a ventilating air supply pipeline · a drainage line.
A.Vapor Seal
- The vapor seal membrane is a sheet of composite material (Nomex fabric with Viton rubber)
attached to 'Z' members on the underside of the tank with aluminum clamp strips and bolts.
- Formed aluminum edge strips, seal the membrane to the perimeter of the tank. Aluminum
fittings are used where the ventilating air supply pipe and the manual magnetic indicator Pass
through the membrane.

B.Leak Monitor
-The leak monitor has a spur pipe that connects to the drain line between the center box and
drain mast. A manually operated check valve is installed on the end of the spur pipe. The check
valve lets a sample of the drainage to be taken to show if there is any fuel leakage from the
root-ribs of the wing tank. The valve is operated to release the fuel by depressing the valve
piston.This lifts the check valve and lets the fluid flow through the outer valve assembly.

C.Drain Mast
- The drain mast is an aluminum fairing bolted to the underside of the fuselage. The vapor seal
drainpipe and the belly fairing drain to atmosphere through the drain mast.

@ INTERCELL TRANSFER - DESCRIPTION AND OPERATION:

-The intercell transfer system has:
· two intercell transfer valves
· two intercell-transfer-valve actuators
· two intercell-transfer-valve drive shafts .
-The intercell transfer valves is on the outboard side of RIB 15 near to the bottom of the rib and
the wing front spar and near to the bottom of the rib and the wing rear spar.
-The intercell-transfer-valve actuator is on the front face of the wing front spar and on the rear
face of the wing rear spar. Thus the actuators can be replaced without access to the related fuel
tank.
-The actuators are connected to their related intercell transfer valve by the intercell-transfer-
valve drive shaft. The actuators are attached to their related drive shaft by the V-band clamps.
-The intercell transfer system is controlled automatically by the FLSS and the FQIC. When one
of the two low level sensors becomes dry, the FLSCU1/2 will send an open signal to the two
actuators.
-When open the intercell transfer valves stay latched open until the next refuel operation. At the
start of a refuel operation the intercell transfer valve actuators are de-latched by the FQIC.
-During a refuel using battery power, the intercell transfer valves are not energized and will
not operate. If the intercell valves are in the open position, they will not close and it is not
possible to refuel to maximum capacity.
-During a refuel using APU or External power the intercell transfer valves are energized
and it is possible to refuel to maximum capacity.

-One operation of the electrical motor will turn the ball valve through 90 deg. to open and close
the valve. switches in the actuator control this 90 deg. movement and set the electrical circuit
for the next operation.

• INTER CELL XFER VALVE: BALL TYPE VALVE

• XFER ACTUTOR DRIVEN BY ELECTRICAL MOTOR AND DIFFERENTIAL GEAR.
• DRIVE SHAFT AND ACTUATOR CONNECTED BY V BAND CLAMP.
• ACTUATOR > DRIVE SHAFT > BALL TYPE XFER VALVE

# Operation/control:
- The intercell transfer system is operated and controlled automatically by the FQIC and the
FLSS.
- The 28VDC BUS 2 and the 28VDC ESS SHED BUS energized the motor of transfer valve
actuator.

- STARTING OF REFUEL OPS > 4 XFER VALVE OPEN > WHEN ANY 1 OF 2 LOW LEVEL
SENSOR BECOME WET > FLSS SEND COMAND > CLOSE ALL VALVES BY 4 ACTUATOR
>OUTER CELL REFUELED > INNER CELL REFUELED > CLOSE REFUEL PANEL..

- When open, the intercell transfer valves will stay open until the next refuel operation, when
they will be allowed to close by a signal from the FQIC.

- IN FLIGHT FUEL PUMP TAKE FUEL FROM INNER TANK > WHEN ANY 1 OF 2 LOW
LEVEL SENSOR BECOME DRY > FLSS SEND COMAND > OPEN ALL VALVES BY 4
ACTUATOR > FUEL XFER FROM OUTER CELL TO INNER CELL…

# TEST : The intercell transfer valves are tested during the FLSCU BITE test. The test results
are shown (on the ground) on the Multi-purpose Control and Display Units (MCDUs).
# INDICATION: The position of the intercell transfer valves is shown on the ECAM SD FUEL
page.
-If specified failures occur (a valve fails open or both the valves in a wing fail closed) in
the intercell transfer system:
· the ECAM SD FUEL page is shown · a warning is shown on the ECAM EWD
· an audible warning occurs in the cockpit
· the MASTER CAUT light, on the cockpit glareshield panel, comes on.

-If the two intercell transfer valves in a wing tank fail to open when commanded:
· the Fuel Quantity Indication (FQI) for the related outer cell goes amber in color.
· the FQI for the related outer cell is shown boxed. This is to indicate that the outer cell fuel is
not available
· the Fuel On Board (FOB) FQI on the SD FUEL page is shown amber and boxed. This is to
indicate that the FOB is not fully usable.
· the FOB FQI on the ECAM EWD is shown amber and half boxed. This is to indicate that the
FOB is not fully usable.

@ FUEL RECIRCULATION - COOLING - DESCRIPTION AND OPERATION:

-The Intergrated Drive Generator (IDG) oil-cooling system and engine oil system use part of the
fuel supply to each engine. During oil cooling the temperature of the fuel increases. The fuel
recirculation for the cooling system (recirculation system) moves the warm fuel from the engine
to the wing tank.

- The recirculation system has (for each engine):

· a recirculation pipe
· a recirculation check-valve
· a recirculation pressure-holding valve

- The recirculation pipe is between the FRV and the pressure holding valve at the outboard
face of RIB17 in the wing tank. Two holes, one each side of RIB16, let the warm fuel go into the
wing tank outer cell.

-The recirculation check valve is attached to the lower surface of the wing bottom skin in
the engine pylon. It connects the recirculation pipe from the engine to the recirculation pipe in
the wing. When the recirculation system is not in operation, it closes to prevent a fuel flow from
the wing tank to the engine.

-The pressure holding valve is on an adapter that attaches to the outboard face of RIB17.
When the recirculation system is in operation, the pressure holding valve keeps a pressure of
1.07 bar (15.5 psi) in the recirculation pipe. This pressure makes sure that the warm fuel in the
recirculation pipe does not boil.

- RECIRCULATION PIPE > CHECK VALVE > PRESSURE HOLDING VAVLE > OUTER CELL.
- PIPE FUEL > INLET OF CHECK VALVE > VALVE PLATE LIFT BY FUEL PRESSURE.
- FUEL FROM OUTLET OF CHECK VALVE > VALVE CLOSED BY SPRING PRESSURE.
- FUEL PRESSURE LESS THAN 15.5 PSI > SPRING KEEP THE HOLDING VALVE CLOSED.
- FUEL PRESSURE MORE THAN 15.5 PSI > LIFT THE VALVE FROM SEAL > VAVLE OPEN.
- LH WING FUEL DATA > FLSCU 1 > THROUGH FADEC 1
- RH WING FUEL DATA > FLSCU 2 > THROUGH FADEC 2

- The FLSCU1 or FLSCU2 sends a signal to close the related FRV (through the FADEC) if
one of these conditions occur:
· the fuel temperature sensor in the wing tank inner cell sends a high fuel temperature
signal 52.5 deg.C.
· the fuel temperature sensor in the wing tank outer cell sends a high fuel temperature
signal 55 deg.C.
· low fuel pump pressure occurs on that side of the aircraft (that is gravity fuel supply is in
operation with the crossfeed valve closed)
· low fuel pump pressure occurs on two sides of the aircraft (that is gravity fuel supply is in
operation with the crossfeed valve open)
· the surge-tank overflow sensor becomes 'wet'
· the sensor 38QJ1 or 38QJ2 becomes 'dry' (wing tank fuel-contents decreases to 280 kg).
- The FADEC closes its related FRV if the IDG oil temperature is not between certain limits

# INDICATION:
- The temperature of the fuel in the wing tank inner and outer cell is given on the ECAM System
Display.
- FUEL page.Fuel temperature warnings are given on the Engine/Warning Display (EWD).
@ DISTRIBUTION - DESCRIPTION AND OPERATION:
-The fuel distribution system is in four parts. These are:
· the supply to the engine · the supply to the Auxiliary Power Unit (APU)
· the refuel/defuel system · the main transfer system.

@ MAIN FUEL PUMP SYSTEM - DESCRIPTION AND OPERATION:

-The main fuel pump system supplies the fuel from the fuel tanks to the engines. The system
has six main fuel pumps (main pumps):
· two in each wing tank · two in the center tank.
- The main pumps in each wing operate together continuously to supply fuel to their related
engine.The Fuel Level Sensing Control Units (FLSCUs) normally control the main pumps in the
center tank automatically. They supply fuel to their related engine during flight when the fuel in
the wing tank is below a specified level. The wing tank pumps each have a sequence valve that
makes sure the center tank fuel is supplied to the engines first.
“OR”
-The main fuel pump system supplies the fuel from the wing tanks to the engines. The system
has four main fuel pumps (main pumps), two in each wing. The main pumps in each wing
operate together to supply fuel to their related engine.

A. Fuel Pump Canister:

-The fuel pump canister has = · a body · an outlet valve · a slide valve.
-The body is hollow to contain the fuel pump. A mounting flange at the bottom of the body
attaches the canister to the fuel tank. The fuel entrance to the canister is immediately above the
mounting flange and a wire mesh strainer protects it. The slide valve closes to seal the fuel
entrance to the canister when the fuel pump is removed. When the pump is installed it holds the
slide valve in the open position.

-The canister has two primary fuel outlets. One outlet contains the outlet valve and is the fuel
supply to the engine feed pipe. The other outlet has a sequence valve. A small opening in
the side of the canister connects the fuel pump to: the pressure switch and the jet pumps.
“OR”
-The canister has two primary fuel outlets. The one outlet contains the outlet valve and is the
fuel supply to the engine feed pipe. The other outlet is the fuel supply to the jet pump. A
small opening in the side of the canister connects the pressure from the fuel pump to:
· the related pressure switch · the recirculation system.

- The vent valve is installed in a flametrap at the top of the canister. Gas or air that is removed
from the fuel by the pump, is sent back to the fuel tank through the vent valve. The valve
prevents fuel flow in the opposite direction and is opened by a probe in the related fuel pump.

# OUTLET VALVE OF CANISTER:

-The primary components of the outlet valve are:
· the inlet body= HINGE WITH FUEL PUMP CANISTER OUTLET WITH O RING SEAL
· the outlet body=CONTAIN VALVE ASSY AND SEAT.
-NO FUEL PRESSURE=SPRING HOLD THE VALVE ASSY AT SEAT(NO MOVEMENT)
-FULE PRESSURE MORE THAN 2.5 PSI=IT PUSHED THE VALVE ASSY FROM SEAT.

B. Fuel Pump Element:

-The fuel pump element has:
· a rotor assembly · an impeller assembly · an inducer assembly
· a shaft · three thermal switches.
-The pump element is assembled vertically. The rotor assembly is at the top. The impeller
assembly is in the center and the inducer assembly is at the bottom. The shaft connects the
three assemblies together.
-The rotor assembly is a 3 phase 115VAC electrical motor. When energized it turns the
shaft and the impeller and inducer assemblies. The inducer makes a suction that causes
fuel to come through the impeller assembly. The impeller assembly pressurizes and pushes
the fuel out of the canister.
-The three thermal switches are in the electrical circuit of the fuel pump element. If the
temperature of the pump element increases to more than 175 deg.C the switches operate.
This causes the pump element to stop. It cannot operate again and must be replaced

C. Scavenge Jet Pumps:(EITHER 6 OR 4)

-The jet pump has:· a jet pump body · a jet adaptor assembly.
-The jet pump body fully contains the jet adaptor assembly. The jet pump body has a flange at
one end for installation to the tank rear spar. The jet pump body also has three threaded
openings. These openings are as follows:
· Z is the outlet from the jet pump
· Y is the inlet from the fuel tank · X is the inlet from the related main pump.
-The jet adaptor assembly has:· a Non-Return Valve (NRV) · a jet nozzle.
-The NRV has a spring and a valve assembly. If the related main pump has a failure, or is
set to off, the spring closes the NRV. Thus fuel cannot enter a main pump that is set to
off.
-When the related main pump is on, fuel goes into the jet pump through the opening X. The
fuel moves through the NRV and the jet nozzle. The jet nozzle decreases the pressure and
increases the velocity of the fuel that goes through it. This decrease in pressure and
increase in velocity causes a suction pressure at the inlet Y. The fuel at the inlet Y is moved
through the jet pump, with the fuel from the main pump, and out at the opening Z.

-DEPENDS ON AIRCRAFT,NEO and some OTHER aircraft not having 2 scavenge jet pump in CTR
TANK because they don’t have FUEL PUMP IN CTR TANK.
D. Fuel-Pump Pressure Switch:(BELOW 6 PSI > FAULT LT ON P/B S/W ON)
-The primary components of the fuel-pump pressure switch are the body and the banjo adapter.
-The contains: · a flexible diaphragm · a switch mechanism · an electrical microswitch.
- The flexible diaphragm isolates the switch mechanism and the microswitch from the fuel.
- When the fuel pressure increases to (8 psi), the flexible diaphragm moves to operate the
switch mechanism (which opens the contacts of the microswitch).
-When the fuel pressure decreases to (6 psi), the flexible diaphragm moves (in the opposite
direction) to operate the switch mechanism and close thecontacts of the microswitch.

E. Check Valve:
-ONE CHECK VALVE PER WING TANK : The check valves 37QM(38QM) are in the fuel line
between the surge tank and the related jet pump. They make sure that fuel cannot enter the
surge tank through the related jet pump if the main pumps fail or are set to off.

-ONE CHECK VALVE PER PUMP IN WING TANK:The check valves 33QM(36QM),
34QM(35QM) are in the line to the scavenge jet pumps.
-FUEL PRESSURE MORE THAN SPECIFIED LIMIT > CHECK VALVE OPEN
-FUEL PRESSURE LESS THAN SPECIFIED LIMIT > CHECK VALVE CLOSED > PREVENT FUEL

F. Sequence Valve:(NOT FOR ALL AIRCRAFT)

- When the fuel pressure at the valve inlet is more than (25.2 psi), the valve opens. The fuel
then moves from the valve inlet back into its related fuel tank.
- When the fuel pressure at the valve inlet decreases to a specified value, the valve closes.
- The valve body has four openings to let the fuel out and back into its related fuel tank.
- The covers prevent damage to the valve and make sure that the fuel enters the tank smoothly.
- The valve body contains the poppet valve, the spring and the valve guide. The poppet
valve closes the valve body inlet and a spring keeps it in this position…

G. Air Release Valve:

- The body of the air release valve has a mounting flange at the bottom and the rubber check
valve at the top. Internally the valve has three chambers, which are:
· a vent chamber · a diaphragm chamber · a float chamber.
- The valve has these conditions of operation:

# Stable or suction condition.

When the pressure in the valve is equal to (or less than) the pressure in the fuel tank, the rubber
check valve closes (to seal the valve).

# Air-in-fuel condition.
If air (which is caught in the fuel pipe) goes into the float chamber, the float falls. This opens the
opening to the diaphragm chamber. During the fuel pump operation this air becomes
pressurized which causes:
(1) the diaphragm/vent valve assembly to move to the open position
(2) the rubber check valve to open
(3) the air to bleed from the valve (and thus from the fuel pipe).

# Bled-of-air condition.
When the fuel goes into the float chamber:
(1) the float lifts and seals the opening to the diaphragm chamber
(2) the diaphragm/vent valve assembly moves to the closed position
(3) the rubber check valve closes to seal the valve.
# Operation/Control and Indicating:(NOT FOR ALL AIRCRAFT)
- The center tank pumps have two modes of operation, manual and automatic. The MODE SEL
P/BSW, on the FUEL panel, controls these modes of operation.
-In manual mode (MODE SEL P/BSW released out), the operation of the center tank pumps is
controlled by the CTR TK PUMPS 1 and 2 P/BSWs.
-In automatic mode (MODE SEL P/BSW pushed in), and with the CTR TK PUMPS 1 and 2
P/BSWs set to ON:
· the center tank pumps are set to on and off automatically during specified flight phases
· the center tank pumps will supply fuel to the engines, as required, when the fuel is at specified
levels.

-ALL AIRCRAFT NOT FITTED WITH AUTO FUEL FEED SYSTEM , BECAUSE THEY DOESN’T
FITTED WITH CTR TANK PUMPS.

# EWD Messages:The warning messages given are:

(a) FUEL L TK PUMP 1 LO PR (b) FUEL L TK PUMP 2 LO PR
(c) FUEL L TK PUMPS 1+2 LO PR (d) FUEL CTR TK PUMP 1 LO P
(e) FUEL CTR TK PUMPS LO PR (f) FUEL CTR TK PUMPS OFF
(g) FUEL AUTO FEED FAULT:-The fuel pumps are set to on with the fuel condition as follows:
· left or right wing tank contains less than 5000 kg of fuel
· center tank contains more than 250 kg of fuel.
-The center tank pumps do not stop after the slats are extended.
-The center tank pumps do not stop 5 minutes after the related low level sensors are dry.

@ APU FUEL PUMP SYSTEM - DESCRIPTION AND OPERATION:

-The APU fuel pump system supplies the necessary fuel to operate the APU in all operation conditions.
The APU fuel supply is tapped from the engine feed line. The fuel pressure for the APU comes from either
the engine fuel pumps or the APU fuel pump.
A. Description of the Pump Element:
(1) The pump element is a centrifugal type impeller which is driven by a 3 phase electric
motor, supplied with single phase 115 V AC at 400HZ. The fuel that circulates through the
unit, cools and lubricates the pump element. A thermal fuse, set at 175DEG.C, protects the
motor from an overheat condition.
-NORMAL OPS > ESSENTIAL BUSBAR TO 115V AC > FUEL PUMP
-WHEN ESS BUS BAR NOT ENERGIZED > STATIC INVERTER BUS 115 V AC TO PUMP.

B. Description of the Pump Canister:

(1) The pump canister contains the pump and is attached to the wing-box rear spar. A
drain gutter collects any fuel leakage and drains it away from the installation area. The
engine fuel crossfeed and the APU fuel lines are bolted to the canister within the tank.

C. Description of the Pressure Switch:

(1) The pressure switch has a cylindrical chamber with a banjo type head. A bolt secures it to a
check valve on the rear spar. fuel pressure in the crossfeed line goes through the check valve
and the banjo head to operate a microswitch in the chamber.
-PRS < 22 PSI > MICRO S/W CLOSED > 28V DC TO APU FUEL PUMP RELAY> PUMP ON

D. VENT APU FUEL LINE P/B S/W (GRND MAINT PURPOSE, FITTED AT APU FIREWALL)
-P/B PRESSED > FUEL LINE VENT RELAY ENERGIZED BY 28 V DC > PUMP SUPPLIED BY
ESS BUS OF 115V AC > FUEL DRAIN FROM VENT VALVE > STOP WHEN P/B RELEASED.
E.Drain and Vent Valve(GRND MAINT PURPOSE, FITTED AT APU FCU)
- The fuel drain and vent valve is installed in the APU compartment at the fuel inlet connection to
the FCU. It permits the APU fuel-feed line to be drained of fuel and bled of air during
maintenance of the system.

F. Description of the APU Inlet Low Pressure Switch:

(1) The APU inlet low pressure switch is installed in the APU compartment at the fuel inlet
connection to the FCU. It operates on fuel absolute pressure in the APU fuel-feed line at the
inlet to the FCU. When it operates, it transmits a signal to the ECB..
(2) The switch closes > the inlet pressure decreases to (15.8091 +0.8702 psi or -0.8702 psi).
(3) The switch opens > the inlet pressure increases to (17.2595 +0.8702 psi or -0.8702 psi).

G. Description of the Fuel-Feed Line:

- The APU fuel-feed line connects the engine fuel-feed line with the APU fuel distribution
system. The APU fuel-feed line installation includes:
· a aluminium-alloy tube, installed from the crossfeed line to the top of the wing center tank
(immediately forward of FR42),
· a double-walled vented hose, installed from FR42 to FR80,
· high-pressure Teflon flexible hose which incorporates spacing rings to support and locate the
hose in its tube,
· a fire sleeve from FR80 to the APU fuel inlet connection,
· a drain tube, which connects to the vented shroud, at its lowest point (top of the wing center-
box,immediately forward of FR42) with the drain mast,
· a drain mast at FR47, which connects to the drain tube. It permits the fuel to drain overboard if
a fuel leak occurs in the hose.

-As long as one of the main-engine fuel pumps is operating and the fuel pressure in the APU
fuel feed line is higher than (22 PSI), monitored by the APU Fuel-Pressure Switch, the APU
Fuel Pump is in standby mode (not operating).
-As soon the main-engine fuel pump stops and/or the fuel pressure in APU fuel-feed line
drops below (22 PSI), the APU fuel pump, energized by the APU Fuel-Pressure Switch,
takes over/supports the fuel supply of the APU.

-APU MASTER S/W ON > MAIN RELAY ENERGIZED > LOW PRS ACCTUATOR OPEN THE
APU LP VALVE > APU FUEL FEED LINE CONNECT TO MAIN ENG FEED SYSTEM

-APU S/D (AUTOMATIC OR MANUAL) > MAIN RELAY DE ENERGIZED > LOW PRESSURE
ACTUATOR CLOSE THE LP VALVE > APU FUEL PUMP STOPPED IF RUNNING…

@ CROSSFEED SYSTEM - DESCRIPTION AND OPERATION:

-The crossfeed system has:
· a crossfeed valve actuator · a crossfeed valve · a V-band clamp

A. Crossfeed Valve:
-The primary components of the crossfeed valve are:
· the valve body with a mounting flange-FWD FACE OF REAR SPAR
· the ball valve with its valve spindle-ATTACHED WITH DRIVE ASSY
· the drive assembly-ATTACHED WITH ACTUATOR
-The crossfeed valve is installed in the fuel pipe in the center tank.This fuel pipe connects the
fuel supply pipes of the left wing to the fuel supply pipes of the right wing.
B. Crossfeed Valve Actuator:
-The crossfeed valve actuator has two electrical motors which drive the same differential gear to
turn the ball valve through 90 deg. Limit switches in the actuator control this 90 deg. movement
and set the electrical circuit for the next operation. One of the two motors can open/close the
valve if the other motor does not operate. A V-band clamp attaches the actuator to the flange of
the drive assembly.
-POWER SUPPLY:motor 1,the 28VDC ESS BUS “OR”· motor 2, the 28VDC BUS 2

# Operation/Control and Indicating:

-The crossfeed valve is controlled manually.
-When the X FEED P/BSW is pushed (in):
· the 28VDC supply energizes the two electrical motors of the actuator
· the crossfeed valve turns to the open position
· the crossfeed valve signals its position to the ECAM FUEL page display.

-When the same P/BSW is released (out):

· the 28VDC supply energizes the two electrical-motors of the actuator
· the crossfeed valve turns to the closed position
· the crossfeed valve signals its position to the ECAM FUEL page display.

-The crossfeed valve position is shown on the FUEL page of the ECAM System Display.
-If the crossfeed valve is not in the set position:
· the message FUEL X FEED VALVE FAULT is shown on the ECAM Engine/Warning Display Page
· the crossfeed valve indication is shown amber on the ECAM SD FUEL page.

-CROSSFEED P/B > ACTUATOR POSITION > SDAC1/SDAC2 > ECAM FOR INDICATION

@ ENGINE LP FUEL SHUT OFF - DESCRIPTION AND OPERATION:

-The LP fuel shut-off system has two independent electrical control circuits for each LP fuel-
valve. They connect through a control relay to these related switches:
· the ENG MASTER switch · the FIRE PUSH switch

A. LP Fuel Valve: The LP fuel-valve has:

· a valve body
· a ball valve with a thermal relief valve-The thermal relief valve is installed in the ball valve.
When the LP valve is closed, the thermal relief valve operates at (12 psi) to (22 psi) to release
downstream fuelpressure (caused through thermal expansion) back through the valve.
· a valve spindle-Connect to actuator
· a mounting flange-Connection to frount spar

B. LP Fuel Valve Actuator:(INSTALLED ON LP VALVE BODY BY DRIVE ASSY)

-The LP fuel-valve actuator has two electrical motors which drive the same differential-gear
to turn the ball valve through 90 deg. The limit switches in the actuator control this 90 deg.
movement and set the electrical circuit for the next operation. One of the two motors can
open or close the valve if the other motor does not operate.
-The actuator drive shaft has a see/feel indicator where it goes through the actuator body.
The see/feel indicator gives an indication of the valve position without removal of the LP
fuel-valve.
-Actuator send data to SDAC1/SDAC2 for ECAM INDICATION.

C. Operation/Control and Indicating:

-The engine LP fuel shut-off system is controlled manually.
-NOTE: If the LP fuel-valve of one engine is closed, all the fuel in the aircraft is still available to
the other engine.
-Each actuator has two motors, which get their power supply from different sources:
· the 28VDC ESS BUS supplies the motor 1
· the 28VDC BUS 2 supplies the motor 2.
- The electrical supply to each motor goes through a different routing.
-The routing for motor 1 is along the front spar.
-The routing for motor 2 is along the rear spar and then forward through the flap track
fairing at RIB6.

MASTER S/W ON > LP VALVE OPEN BY ACTUATOR BY RELAY SIGNAL

MASTER S/W OFF > LP VAVLE CLOSE BY ACTUATOR BY RELAY SIGNAL
ENG FIRE P/B RELEASED > LP VALVE CLOSED BY RELAY SIGNAL

-IF ANY FAILURE OCCUR, the ECAM to show a failure message on the EWD, and the FUEL
page to show on the SD.

@ REFUEL/DEFUEL SYSTEM - DESCRIPTION AND OPERATION:

A. Refuel/Defuel Control Panel :
-The primary components on the refuel/defuel control panel are:
· the control panel · the fuel quantity preselector · the fuel quantity indicator.
-The control panel has:
· a BATT POWER (refuel-on-battery) switch · a MODE SELECT switch
· a MODE SELECT OPEN light · a TEST P/BSW
· three fuel tank hi-level indicator-lights · three REFUEL VALVES switches

B. Refuel/Defuel Coupling:
-The refuel/defuel couplings are the interfaces between the aircraft fuel tanks and the external
fuel supply. A single coupling is attached to the forward face of each wing front spar, between
RIB14 and RIB15.
-The refuel coupling has an L-shaped hollow body. At one end of the coupling is a mounting
flange for attachment to the aircraft. At the other end a refuel adaptor is installed. The
refuel adaptor contains:
· an inner and outer compression spring · a valve · a valve seal · a coupling ring.
-An O-ring seal, between the refuel coupling body and the adaptor, prevents fuel leaks.
When the refuel coupling is not in use, spring pressure holds the valve against the seal.
This prevents a leakage of fuel from the coupling. The refuel coupling cap attaches to the
coupling ring, and gives a secondary seal to the refuel/defuel coupling.

-The coupling ring has a groove around its circumference. The groove lets the coupling ring
break away from the refuel/defuel coupling if a specified force is applied to it. This
prevents damage to the aircraft structure.When the refuel hose engages the coupling
ring, the valve moves off the seal. This opens the fuel system to the external fuel supply and
seals the refuel hose to the coupling.

-NOTE FOR AUTOMATIC REFUEL:If the refuel procedure stops before the ACTUAL value and
the PRESELECTED value are the same, the END annunciator will flash to show a fault.
C. Refuel Coupling Cap:The refuel coupling cap has:
· A cover plate · A handle assembly · A guide ring assembly
· Three rollers · A chain assembly.
-Two screws attach the handle assembly to the cover assembly. When the trigger is pushed a
torsion spring lifts the handle assembly.
-The guide ring assembly and the rollers are in the cover body. The guide ring assembly is
spring-loaded and has an O-ring. When the cap is installed the O-ring seals the cap to the
refuel/defuel coupling and the rollers engage three bayonet lugs on the coupling. The
cap is attached to the refuel/defuel coupling with the chain assembly. The chain assembly
is spring-loaded inside a tube, this makes sure the chain goes safely into storage when
the cap is installed.

D. Refuel Valve:
-The primary components of the refuel valve are:
· the body · the piston and compression springs · the flap valves.
· the electro-magnetic valve (solenoid valve)· the manual command button and valve

-FUEL PRESSURE(INLET) + SOLENOID VALVE ENERGIZED > HYDROLOCK RELEASED

AGAINST SPRING > CHECK VALVE(FLAP ASSY) AT OUTLET OPEN > REFUEL GALLERY

-NO FUEL PRESSURE + SOLENOID VALVE DE ENERGIZED > HYDROLOCK HAPPEN

WITH SPRING > CHECK VALVE(FLAP ASSY) AT OUTLET CLOSED…

-manual command button (on the front of the valve body) connects directly to the manual
command valve. If the solenoid valve does not operate, the manual command button can be
pushed in (and held) to release the hydraulic-lock. The refuel valve then operates as usual.

E. Refuel Valve Canister:

-The primary components of the refuel valve canister are:
· the canister body assembly · the check valve housing assembly
· the sleeve · the spring · the check valve assembly.

-Four screws and four nuts join the canister body assembly to the check valve housing
assembly to make the refuel valve canister.
-The refuel valve canister has an inlet port, an outlet port and a mounting flange for
installation to the aircraft fuel tank.
-The inlet and outlet ports have square mounting flanges, with four holes, for installation to
the applicable aircraft system fuel-pipes. The mounting flange has four holes for installation
to the aircraft and four threaded studs for installation of the refuel valve.
-PTFE sealing rings prevent fuel leaks between the refuel valve, the sleeve, and the canister
body.
-When the refuel valve is removed the spring moves the sleeve over the inlet port to stop
fuel flow into the canister. When the refuel valve is installed it pushes the sleeve away
from the inlet port to open it to the canister.
-The check valve assembly is in the check valve housing. The check valve assembly has two
flaps and a torsion spring. When there is no fuel flow through the refuel valve the torsion
spring moves the two flaps to close the outlet port. When there is fuel pressure in the
refuel valve canister the flaps open against spring pressure.

F. Defuel/Transfer Valve AND Actuator:

-The primary components of the defuel/transfer valve are:
· the valve body · the ball valve · the valve spindle · the housing.

-The defuel/transfer valve is in the center tank, on the rear spar. The defuel/transfer valve
connects the main fuel pump system to the refuel gallery. When open, the valve lets the fuel in
the main fuel pump system be moved into the refuel gallery. This lets the fuel be:
· moved from one tank to another
· delivered to the refuel/defuel coupling for removal from the aircraft.

--There is a mechanical indicator on the body which shows the position of the actuator (open or
closed). The V-band clamp attaches the actuator to the defuel/transfer valve.
-A single motor actuator operates the defuel/transfer valve.

-MODE SELECTOR TO DEFUEL/TRANSFER > ACTUATOR SUPPLIED BY 28V DC > GEAR >
VALVE SPINDLE > BALL VALVE

G. Overwing Refuel Adapter and Refuel Cap:

-This can be used to refuel the aircraft when a pressure refuel source is not available. During an
overwing refuel, the fuel only goes into the wing tank.
-It is then necessary to do a ground fuel transfer to get the fuel into the correct fuel-load
configuration. The adaptor has an overwing refuel cap which gives access to and seals the
adaptor. The refuel adaptor and cap are installed in the upper wing surface (between
RIB19 and RIB20) and has an electrical ground point adjacent to it.

-The primary components of the overwing refuel adaptor are:

· the adaptor · the adaptor nut · the locking plate and lanyard.
-The overwing refuel adaptor and its refuel cap are installed in the wing upper skin. The adaptor
nut (with the locking plate) holds the adaptor in position. Two O-ring seals seal the joint between
the adaptor and the wing upper skin. The lanyard attaches the refuel cap to the locking plate.

H. Refuel Diffuser:(TOTAL 5)It has:· a casing assembly · a diffuser pipe· a connector.

-The diffuser pipe is installed in the casing assembly. Three bolts attach the connector and the
diffuser pipe to one end of the casing assembly. The connector is attached to the refuel gallery.

-When fuel enters the diffuser pipe from the connector it is passed out through many small holes
in the diffuser pipe. The fuel travels along the bottom of the casing assembly and out into the
fuel tank. The diffuser makes sure that the fuel enters the fuel tank smoothly.

-REFUEL GALLERY > CONNECTOR > DIFFUSER(INSIDE CASING) > SMALL HOLES.

I. Air Inlet Valve:(TOTAL 2)

-The air inlet valve is on the inboard face of RIB16. A pipe connects the air inlet valve to the
refuel gallery.The primary components of the air inlet valve are:
· the body · the end-housing · the poppet-valve and spring · the float assembly.
-The body and the end-housing connect together to make a valve chamber. An O-ring seals the
joint between the body and the end-housing. The poppet-valve and the spring are in the valve
chamber. The float assembly attaches to the end-face of the body (with a hinge-pin).
-The float assembly closes the valve when the fuel level in the tank is at a given level.
-If there is no fuel pressure in the chamber, the spring holds the poppet-valve open and lets
air into the chamber, and thus into the refuel gallery.
- Fuel pressure more than (2.9 psi) is felt in the chamber > the poppet-valve closes
- Fuel pressure decreases to less than (2.0 psi) the spring opens the poppet-valve.

J. Fuel Drain Valve:(TOTAL 2)The primary components of the fuel drain valve are:
· the body · the end-housing · the poppet-valve and spring · the flap-valve and a torsion-spring.
-The body and the end-housing connect together to make a valve chamber. An O-ring seals the
joint between the body and the end-housing. The poppet-valve and the spring are in the valve
chamber. The flap-valve attaches to the end-face of the body (with a hinge-pin) and is kept
closed with the torsion-spring.
-If there is no fuel pressure in the chamber, the spring holds the poppet-valve open.
- When a fuel pressure more than (2.9 psi) is felt in the chamber, the poppet-valve closes
against the spring.
- When the pressure decreases to less than (2.0 psi) the spring opens the poppet-valve.
This lets the remaining fuel pressure open the flap-valve and decrease to zero. When the
pressure is zero, the torsion spring closes the flap-valve to prevent a fuel flow in the opposite
direction.

K.Pressure Relief Valve:(TOTAL 1)

-The pressure relief valve is installed in the RH RIB1. If a center tank overflow occurs the
pressure relief valve releases the fuel into the RH wing tank.
-Fuel pressure in the center tank greater than the spring pressure on the valve pad assembly
will open the valve. The fuel then moves from the center tank to the RH wing tank. When the
fuel pressure in the center tank is less than the spring pressure on the valve pad assembly, the
valve will close.

# Pressure Refueling:
The maximum refuel pressure at the refuel/defuel coupling is (50 psi). This refuel pressure will
give an all tank refuel rate of approximately 1130 l/min . At this refuel rate you can refuel the
aircraft (from its usual reserves to full) in approximately 20 minutes.
-AUTOMATIC:The END annunciator, on the preselector, will come on when the refuel procedure
is complete.That is when the ACTUAL value is the same as the PRESELECTED value +/- 100
kg.
-MANUAL: To control pressure refuel manually, the MODE SELECT switch on panel is set to
REFUEL and the REFUEL VALVES switch(es) are set to OPEN.

# Defueling: To defuel the aircraft you must use the main fuel pumps to remove the fuel from
the fuel tanks. If there is fuel in the center (transfer) tank, you must move the fuel to the wing
tank before you can defuel the aircraft completely.
-To defuel the aircraft you must set:
· the X FEED P/BSW , on the panel, to OPEN
· the L TK (R TK) PUMPS 1 and 2 P/BSWs , on the panel, to ON
· the CTR TK PUMPS 1 and 2 P/BSWs, on the panel, to ON
· the REFUEL VALVES switches, on the panel, to SHUT
· the MODE SEL switch, on the panel, to DEFUEL XFR.

# Fuel Transfer:
To move fuel from one tank to another tank, you must set:
· the main fuel pump to ON, for the tank from which you move the fuel
· the X FEED P/BSW , on the panel, to OPEN
· the REFUEL VALVE switch, on the panel , to OPEN, for the tank to which you move the fuel
· the MODE SEL switch, on the panel, to DEFUEL XFR.
-To fill the fuel tanks to their maximum capacity, the aircraft must be level at zero degrees. It is
possible to refuel an aircraft that is not more than two degrees from level, but it is possible that
the tanks will not completely fill.

-The refuel/defuel system has these components:

· a refuel/defuel control panel · three refuel valves
· five refuel diffusers · a defuel/transfer valve · a refuel/defuel gallery
· two refuel spill pipes · two refuel spill pipe check valves · two air inlet valves.
· two overwing refuel adapters with their overwing refuel caps · two fuel drain valves.

-The cockpit preselector is installed in the cockpit on the overhead panel adjacent to panel. The
crew use the preselector to set the quantity of fuel required for an automatic pressure refuel.
-The preselector cancels all quantities set on the fuel quantity preselector.
-The ready for refueling light is adjacent to the refuel/defuel coupling on the panel 622JB. The
light comes on when the fuel quantity required is set on the cockpit preselector. When the light
comes on you can start to refuel the aircraft.

-REFUEL VAVLE ARE behind the access panel 522JB(622JB).

-The air inlet valve lets air into the refuel gallery after a refuel procedure. Thus fuel can drain
from the refuel gallery through the fuel drain valve.
-A fuel drain valve is installed at the lowest point of the refuel gallery in each wing (the outboard
face of RIB1). Fuel pressure in the refuel gallery closes the fuel drain valves. When the pressure
source is removed the valve opens to allow fuel to drain into the wing tank from the refuel
gallery. The refuel gallery is a fuel pipe that connects from the LH wing tank refuel valve through
to the RH wing tank refuel valve. From this pipe, other branch pipes supply fuel, through
diffusers, to the fuel tanks.
-The sealed RIB15 divides the wing tank into an inner and an outer cell. During a refuel
operation the outer cell is filled first. The refuel spill pipe connects the wing tank outer cell to the
wing tank inner cell. Thus, when the wing tank outer cell is full the spill pipe lets the fuel move
into the wing tank inner cell. A diffuser, on the spill pipe, makes sure that the fuel goes into the
inner cell smoothly. The spill pipe has a check valve. During flight the check valve makes sure
that fuel that goes into the spill pipe goes back to the outer cell.

@ MAIN TRANSFER SYSTEM - DESCRIPTION AND OPERATION:

-The main transfer system controls the flow of fuel from the center (transfer) tank to the two
wing tanks. The system uses jet pumps to move the fuel from the center (transfer) tank to
the wing tanks. The (FLSCU) automatically controls the system, but the crew can, if
necessary, manually control it from the cockpit.

A. Jet Pump:The jet pump has:

· an inlet body · a jet pump body · a jet nozzle · a non-return valve · an outlet body.
-They attached to the bottom skin of the center (transfer) tank as follows:
· the LH jet pump and strainer between FR36 and FR42 (LH side)
· the RH jet pump and strainer between FR36 and FR42 (RH side).
-The jet pump body is connected to the inlet body and the outlet body. The jet pump body fully
contains the jet nozzle. The jet pump has two fuel inlets, the pressure inlet and the suction
inlet. The jet pump body has a flange at the suction inlet. The flange attaches the strainer to the
jet pump and attaches the jet pump to the bottom skin of the tank.
-When fuel from the pressure inlet goes through the jet nozzle, it causes a suction at the suction
inlet. The flow of fuel goes through and out of the jet pump outlet body.The non-return valve
prevents an opposite flow through the jet pump.
B. Control Valve(INNER SIDE OF CTR TANK) & Actuator(OUTR SIDE OF CTR TANK):
-The control valve is attached to the bottom skin of the center (transfer) tank as follows:
· the LH control valve between FR36 and FR42 (LH side)
· the RH control valve between FR36 and FR42 (RH side).

-The primary components of the control valve are:

· the valve body with a mounting flang · the ball valve with its valve spindle · the drive
assembly.

-The actuator has an electrical motor that drives a differential gear to turn the ball valve through
90 deg. Limit switches in the actuator control this 90 deg. movement and set the electrical circuit
for the next operation. A V-Band clamp attaches the actuator to the flange of the drive
assembly.The see/feel indicator gives an indication of the valve position without removal of the
actuator.
-28V DC ACTUATOR > DRIVE ASSY (V BAND) > BALL VALVE > MAIN PUPMP FLOW ON

A. Automatic Operation:
The (FLSCU) has automatic control of the main transfer system when you:
· push in the MODE SEL P/BSW · push in (ON) the CTR TK L XFR (CTR TK R XFR) P/BSW
-The control valves are automatically set to open or closed, independently of each other. The
jet pumps will supply fuel to the related wing tank, as necessary, when the control valves are
open.

NOTE: Transfer valves will close when the FULL sensors and from the same wing becomes
wet.

The main transfer system operates as follows:

· the auto control relays are energized and the control valves are given signals to open,
independently of each other
· a control valve will not open if the related FULL sensor is wet
· a control valve will open when the related UNDERFULL sensor is dry and the related LOW LVL
sensor is wet
· the control valves will close when the FULL sensors from the same wing becomes wet.
· a signal is given to the time delay relay when the related LOW LVL sensor becomes dry. The
related control valve stays open for five minutes and then closes.
· if a LOW LVL sensor becomes wet during this five minute period the related control valve
will stay open. This cycle continues until the LOW LVL sensor stays dry for the five minute
period. The related control valve then closes and the center (transfer) tank is empty
· FAULT INHIBIT relays do not let the FAULT annunciators come on during the five minute
period.
· if the LOW LVL sensor becomes wet at any time during flight, the five minute period will
start again. The center tank transfer pumps do not latch off after the initial five minute period has
been completed.

B.Manual Operations:
-The crew have manual control of the transfer system when they:
· release out (MAN) the MODE SEL P/BSW
· push in (ON) the CTR TK L XFR (CTR TK R XFR) P/BSW.
-In this configuration the jet pumps will run continuously until the CTR TK L XFR (CTR TK R
XFR) P/BSW is released out (OFF).

C. Main Transfer System Fault Indication:

-The main transfer system has FAULT annunciators on:
· the MODE SEL P/BSW · the CTR TK L XFR (CTR TK R XFR) P/BSW.

-If a fault occurs in the main transfer system:

· the related FAULT annunciator will come on
· the failure message FUEL L(R) XFR VALVE FAULT will be shown on ECAM.

-The FAULT annunciator of the MODE SEL P/BSW will only come on in the AUTO
configuration. If the FAULT annunciator of the MODE SEL P/BSW comes on, the P/BSW must
be set to MAN. The crew then have manual control of the main transfer system.

-The FAULT annunciator of the CTR TK L XFR (CTR TK R XFR) P/BSW can come on in the
AUTO or the MAN configuration. If a FAULT annunciator of one of the CTR TK XFR P/BSWs
comes on, that P/ BSW must be set to OFF.

If one of the CTR TK XFR P/BSWs is set to OFF:

· fuel will transfer from the center (transfer) tank to one wing tank only
· the crew must crossfeed fuel from one wing tank to the other to keep the aerodynamic balance
of the aircraft.

- Gravity transfers fuel from the center (transfer) tank if the the two CTR TK XFR P/BSWs
are set to OFF. Fuel only gravity transfers to the wing tanks when the level of fuel in the
center (transfer) tank is greater than that in the wing tanks. When gravity transfer is in
operation, approximately 2000 kg of unusable fuel will remain in the center (transfer) tank.

-NOTE FOR CHECK VAVLE: It is installed in the end of the transfer pipe. The check valve
stops the movement of fuel from the wing tank collector-cell to the center (transfer) tank.

@ APU LP FUEL SHUT OFF - DESCRIPTION AND OPERATION:

-The APU Low Pressure (LP) fuel shutoff system has an APU fuel LP valve. The valve is used to
isolate the APU fuel-supply line from the engine-feed line, when the APU does not
operate. The valve also serves as a fire shut-off valve in case of APU fire. The APU fuel-
supply line is routed through the pressurized fuselage.

A. Description of the APU Fuel LP Valve & Actuator Assembly:

-of the APU Fuel LP Valve The APU fuel LP valve has a ball valve assembly and an actuator
assembly. You can remove the actuator, with the valve in position, without the necessity to drain
the System.
-The actuator assembly has two electrical DC motors which drive together. The two motors
drive a common planetary gear system, with the drive-shaft through clutches, to operate
the valve. The gear system permits one motor to drive the valve if the other motor does
not operate.
- Two groups of three microswitches activate the related 'OPEN' or 'CLOSED' circuit for
operation of the valve. They are located at the bottom of the actuator.The microswitches are
operated with levers, which are tipped with a cam on the actuator drive-shaft. A window in the
actuator body gives a visual indication of the valve, RED for 'OPEN' or GREEN for
'CLOSED' position.

-MASTER S/W ON > MAIN RELAY ENERGIZED > LP VALVE OPEN BY ACTUATOR 28V DC
-MASTER S/W OFF > MAIN RELAY DE ENERGIZED > LP VALVE CLOSED BY ACTUATOR
- ACTUATOR MOTOR 1 GET SUPPLY FROM NORMAL DC BUS 1
- ACTUATOR MOTOR 2 GET SUPPLY FROM HOT BAT BATTERY BUS..

# APU Emergency Shutdown:

-In an emergency APU shutdown, the actuator fuel LP valve automatically closes the APU fuel
LP valve when:
· the APU FIRE push switch (guarded red) on the overhead panel is operated,
· the APU SHUT OFF push switch (guarded red) on panel 108VU is operated,
· the fire detection system operates (on the ground only).

# Indication:
-MICRO S/W ON ACTUATOR SIGNAL > SDAC > ECAM FOR VALVE POSITION
-VALVE OPEN = GREEN TRIANGLE,VALVE CLOED = WHITE TRIANGLE,
-VALVE MOVE OR EMERGENCY S/D = AMBER TRIANGLE
-You can also see the valve position at the visual positon indicator on the actuator itself.

@ INDICATING - DESCRIPTION AND OPERATION:

A. Quantity Indicating:
The Fuel Quantity Indicating (FQI) system measures the total quantity of fuel in the range from
unusable to fuel overflow. It gives indications for each of these fuel tanks:
· the LH and RH wing tanks · the center tank.
-The FQI system has:· fuel quantity probes · (FQIC) · three cadensicons.

-The fuel quantity probes are in the fuel tanks. The FQIC regularly monitors the fuel quantity
probes and uses signal conditioning to calculate the volume of fuel in the related fuel tank.
-One cadensicon is in each wing tank inner cell and one is in the center tank. They are
each near to the tanks lowest point. The FQIC regularly monitors the cadensicons and uses
their data to calculate the density of the fuel in the related fuel tank.
-When the FQIC has calculated the volume of fuel in the tanks and the fuel density, it can
calculate the fuel mass.The fuel mass is displayed on:
· the (SD) FUEL Page and the (EWD) (which together make up the ECAM)
· the fuel quantity preselector and the multi-tank fuel quantity indicator (during a refuel).

B.Magnetic Level Indicators: The MLIs are a secondary direct-reading system used to
calculate the fuel quantity in the LH wing, RH wing center tanks (when the A/C is on the
ground). It is not necessary to have electrical power to use the indicators.It used to combine the
MLI indications, the aircraft attitude figure and the fuel relative density, to give the amount of fuel
in each tank.

C.Fuel Level Sensing System (FLSS):The FLSS has:

· fuel level sensors · fuel temperature sensors · two (FLSCUs).
-The fuel level sensors are in the fuel tanks. The FLSCUs continuously monitor the fuel level
sensors and use signal conditioning to find if a sensor is 'wet' or 'dry'. The fuel temperature
sensors are in the wing tanks. The FLSCUs continuously monitor the fuel temperature
sensors and use signal conditioning to find if the fuel is more than or less than a specified value.
-The (BITE) is installed in the FQI computer. It monitors inputs, outputs and operations to give
results from the regular system tests. Fault information for each flight, and up to sixty-four flight
legs are kept in the BITE memories. The menus on the (MCDUs) give access to the test
results. The tests also monitor some of the fuel system inputs to the Flight Warning System
(FWS). Test modes are not available in flight.

@ QUANTITY INDICATING - DESCRIPTION AND OPERATION:

-The FQI system has these components:
· the Fuel Quantity Indicating Computer (FQIC)
· the On-Board Replaceable Module (OBRM) Either one(Old) OR Two(New)
· the fuel probes-Volume measurement
· the cadensicons “OR” dualcomp & ultracomps – Density measurement
· the preselector · the multi-tank indicator · the cockpit preselector

A. FQI Computer (FQIC):

-The FQIC is contained in a 3MCU case. When the OBRM and the FQIC front panel are
removed, access is made to the FQIC circuit cards. The circuit cards can be installed or
removed, through the front of the computer. Each circuit card is installed on a mother board
assembly. The guide rails at the top and bottom of the case help to locate the circuit cards. The
mother board assembly controls the complete computer interconnection. The electrical
connection to the computer is made through an electrical connector.
-The primary components of the computer are:
· a dual power supply assembly
· a data acquisition board
· a Central Processing Unit (CPU) board
· a dual card 5.

-The FQIC has two processing channels that are the same. The channels are identified as
Channel 1 and Channel 2. Each channel has a data acquisition board and a CPU board. The
components that remain are common for each of the channels. Each channel does these
operations:
· computation of the fuel mass held in each wing tank and center tank
· computation of the ACTUAL total fuel mass
· computation of the PRESELECTED fuel mass
· computation of the automatic refuel control
· discrete outputs to the refuel valves, and Flight Warning System (FWS)
· system failures
· continuous automatic tests for faults (BITE)
· Fuel Level Sense System (FLSS) BITE
· continuously monitors the status of the other channel
· ARINC 429 digital output to the interfaces

-Usually, the two channels operate continuously, with each channel monitoring the status of
the other channel. The primary power supply is 28VDC connected to the power supply module
in the computer. The 28VDC input is filtered to decrease noise and is connected to a DC-DC
converter. The converter generates and regulates the different voltages for each channel. All the
outputs from the computer are current-limited to be safe.
-If an input power supply fails, the related power supply unit and CPU board will fail. This will not
decrease the satisfactory operation of the FQI system, as its operation will be changed to the
other channel.

B. On-Board Replaceable Memory (OBRM):

-A multi-pin connector plug attaches the OBRM to the FQIC. Two clips keep the OBRM in
position. The connector is polarized to prevent damage caused during incorrect installation.
-The power supply to the module goes through two long centering pins in the plug, which will
switch on the supply during installation, and switch off the supply during removal.
-Inside the OBRM are 2, 4 or 6 memory packs. The printed circuit boards (PCBs) installed with
the memory packs are in sealed cases, that give good protection against mechanical shocks
and electrostatic charges.
-When attached to the FQIC, the OBRM connects with the FQIC computer processor unit (CPU)
card, and gives the microprocessor an Erasable Programmable Read Only Memory (EPROM).

C. Fuel Quantity Preselector:

-The preselector includes these components:
· an electronic module · an end plate module
· a green Light Emitting Diode (LED) display module
· an END annunciator LED · a CKPT (cockpit) priority annunciator LED
· an INC/DEC rocker switch.

-The preselector gets fuel quantity data from the FQIC through an ARINC 429 bus. The
LED display module then gives these fuel quantity indications:
· the preselected quantity (PRESELECTED)
· the total quantity (ACTUAL).

D. Multi-Tank Indicator:
The multi-tank indicator includes these components:
· an electronic module · an end plate module · a green LED display module.
-The indicator gets fuel quantity data from the FQIC through an ARINC 429 bus. The LED
display module then gives these fuel quantity indications:
· the LH wing tank (LEFT) · the RH wing tank (RIGHT) · the center tank (CTR).

E. Cockpit Preselector:
-The preselector gets fuel quantity data from the FQIC through an ARINC 429 bus. The LED display
module then gives these fuel quantity indications:
· the preselected quantity (PRESELECTED) · the total quantity (ACTUAL).

NOTE: The cockpit preselector,multi tank indicator,preselector on refual panel are pre-
programmed to display in either kgs or lbs. The preselector receives the numbers to be
displayed from the FQIC. The FQIC also sends an identification bit that will identify if the
numbers sent are in kgs or lbs.
-If there is a difference between the identification bit and the preselector program, the
preselector or Indiator prevents an LED display.

F. FQI Probe:
-Each probe is assembled in the same way. To make an allowance for the depth and size of the
fuel tanks, the lengths of the probes are different.

-The probe has two concentric aluminium tubes which are anodized and covered with
polyurethane. Sets of centralizing pins “OR” Sets of three teflon spacers are installed at
different places along the length of the tubes. These keep the inner tube concentric with the
outer tube. The open ends of the tubes let the fuel move freely up and down between the tubes.
-The Two probes in each wing(Inner Cell) and and CTR Tank fuel probes have a mounting
bracket at their lower end and a sleeve at their upper end. The mounting bracket is attached
to the probe and does not move.The sleeve is free to move around the probe.
-The other probes have a mounting bracket at each end. The bottom bracket is attached to
the probe and does not move. The top mounting bracket can move around the probe to
include tolerance differences in the manufacture of the fuel tank.
-A terminal block is installed on the side of each probe to connect with the related tank harness.
Fused plug connectors are installed between the probes and the wing tank harnesses.
Fused adapters are installed between the probes and the center tank harnesses.

# FQI Probe with Temperature Measurement:

-The electrical capacitance-value of the probe changes in relation to the depth of fuel in the
tank. When the probe is dry, its capacitance value is low, but as fuel moves up the probe, its
capacitance value increases. The FQI probes in Inner Cell(one) and Outer cell(One) have
diodes that are used to measure the temperature of the adjacent fuel. “OR”
-The FQIC continuously measures the capacitance value. The FQI probe in Inner cell(One)
and Outer(One) has a temperature sensor installed at its lower end.The temperature
sensor has an electrical resistor, the value of which changes in relation to the
temperature of the fuel.
-The FQIC supplies a voltage to the diodes and monitors the voltage that returns from them.
The voltage drop across the diodes/Resistor is in relation to the temperature of the adjacent
fuel. The FQIC calculates the temperature of the fuel and displays it on the (SD) FUEL
page of the ECAM.

# FQI probe with Capacitance Index Compensator (CIC):(OLD)

-The probes located in BOTH INNER WING TANK AND CTR TANK)(ONE PER TANK) have a
Capacitance Index Compensator (CIC) at their lower end.
-The CIC has two functions:
· when fully covered in fuel, to measure the dielectric constant (K)
· when not fully covered in fuel, as a probe.
-The FQIC uses the dielectric constant (K) to calculate the fuel density.

G.Ultracomp:(NOT FOR ALL AIRCRAFT APPPLICABLE TO NEO AND MORE)

-The dualcomp(LH TANK) and the ultracomps (CTR AND RH TANK)are installed near to the
lowest part of the fuel tanks. The FQIC regularly monitors these components and their outputs
are used to calculate the fuel density and permittivity.
-The housing is installed on the mounting plate. The parallel plate capacitor, the velocimeter and
the temperature sensor are installed in the housing and are connected to the interconnecting
board. The interconnecting board has five threaded pins that connect the ultracomp to the
related tank harnesses. Fuel moves freely into and out of the ultracomp. The fuel acts as a di-
electric between the parallel plates of the capacitor. The FQIC calculates the charge on plates,
from which K, the relative permittivity of the fuel, is calculated.
-The velocimeter measures the Velocity Of Sound (VOS) through the fuel. The velocimeter
transmits a sound wave through the fuel to a fixed target. The FQIC monitors the velocimeter
and calculates the time taken for the sound wave to reach the target and return.
-The temperature sensor has an electrical resistor, the value of which changes in relation to
the temperature of the adjacent fuel. The FQIC continuously monitors the resistance value and
uses it to calculate the Temperature of the fuel.
-The FQIC uses the values K, VOS and T to calculate the density of the fuel.

H.Cadensicon:(ONE PER TANK)

-The cadensicons are installed near to the lowest part of the fuel tanks. The FQIC regularly
monitors these components and their outputs used to calculate the fuel density.
-The capacitor assembly, the detector assembly and the circuit card assembly are on the base
assembly. The base assembly has seven spade-type connectors that connect the cadensicon
to the related electrical harness in the fuel tank.
-Fuel moves freely into and out of the cadensicon through holes in the cover. The fuel is the
dielectric between the five parallel plates of the capacitor assembly. The FQIC calculates the
charge on the plates from which K, the relative permittivity of the fuel is calculated.

I.Dualcomp:(LH TANK INNER CELL)

-The housing is installed on the mounting plate. The two parallel plate capacitors are installed in
the housing and are connected to the interconnecting board. The interconnecting board has two
sets of three threaded pins, one set for each capacitor. The threaded pins connect the
dualcomp to the related wing tank harnesses.
-The fuel moves freely into and out of the dualcomp. The fuel acts as a di-electric between
parallel plates of the capacitors. The FQIC calculates the charge on the plates, from which K,
the relative permittivity of the fuel is calculated.

J.Fused Plug Connectors/Adapters:

-There are two fused plug connectors for the FQI components contained in each wing tank.
-There are two fused adapters for the FQI components contained in the center tank.
-Fused plug connectors are installed between the external wiring harness and the in-tank wiring
harness at the false spar, zone 574 (674). They are used to connect the external wiring harness
to the in-tank wiring harness.
-The fuses are used to prevent short circuits between the FQIS system cables and the 28V
supply cable.This decreases the risk of the in-tank components to become too hot.

# Operation/Control and Indicating:

-For full operation of the quantity indicating system it is necessary to:
· energize the 28VDC ESS BUS (channel 1 supply) and the 28VDC BUS 2(channel 2
supply) and 28VDC FUELLING BUS 2
-The Two ultracomps and One dualcomp “OR” Cadensicons send signals to the FQIC from
which the density of the fuel is calculated. The FQIC uses the fuel volume calculation, together
with the density data, to find the fuel mass (fuel quantity). This is then transmitted to the EWD
and the SD.
-During a refuel or defuel operation the FQIC also supplies fuel quantity data to the:
· preselector · multi-tank indicator · cockpit preselector (Not For All)
-If the FQIC has no data, the indicator and the preselectors do not operate their LED displays.

# Degraded-Mode (For One Tank):

-If the fuel quantity indication data is between 3 and 5 times less accurate than that
specified for normal operation, then degraded-mode indications are given. The indication for
the applicable tank is still shown on the SD FUEL page, but the last two numbers have two
(amber) horizontal lines through them.

# FQI Failure (In One Tank):

-If the fuel quantity indication data is more than 5 times less accurate than that specified for
normal operation, then the indication for that tank and the Fuel On Board (FOB) shows
amber X's.

# Refuel/Defuel Control Panel:

- The display shows the fuel quantity in units of 1000 kg and to a resolution of 100 kg.
The PRESELECTED quantity of fuel for an automatic refuel.
- The display shows the fuel quantity in units of 1000 kg and to a resolution of 100 kg.
The preselection switch is used to change the PRESELECTED quantity. The switch has three
positions:
· INC (increase) · neutral · DEC (decrease).
-The switch is biased to the neutral position. When the switch is initially set to the INC
(or DEC) position, the rate of change in the figures of the PRESELECTED window
display is slow. But after 4 seconds the rate of change increases. This difference gives a
fine adjustment (slow rate change) and a coarse adjustment (fast rate change) of the
PRESELECTED fuel quantity.

* The END annunciator LED

- When a refuel operation is completed, the END annunciator LED comes on. If an
unusual condition occurs during refuel, the END annunciator LED flashes. It does this if:
· all the high level sensors are wet before the ACTUAL fuel quantity equals the PRESELECTED
fuel quantity (+ or - 100kg)
· an ARINC transmission failure from the preselector occurs during the refuel procedure.
· one of the two wing high level sensors is dry and the center tank contains more than
250kg (when the automatic refuel is completed)
· out of balance of the LEFT and RIGHT quantities is more than 200kg and the two wing
high level sensor are dry (when the refuel is complete)
· the ACTUAL fuel quantity is more than the PRESELECTED fuel quantity
· FQIS errors cause the FQIC to fail.

-In normal operation the FQIC calculates the mass of fuel with an accuracy of 1%.FQIC take
Acceleration data is from the (ADIRS) during flight and is used as an alternate source of attitude.
Normally, effects of attitude, changes in acceleration, effective pitch and roll angles, are calculated from
the height of fuel at each probe and the knowledge of the tank geometry stored in the computer memory.

# BITE OF COMPUTER:The FQIC contains the (BITE) that lets it test and monitor:
· the Fuel Quantity Indicating System (FQIS)
· the Fuel Level Sensing System (FLSS).
-All the FQIS failures are sent to the Centralized Fault Display System (CFDS) .
-Faults can be found on the Multi-function Control and Display Units (MCDUs) .

-The FQIC has two channels, channel 1 and channel 2. One channel is the master
channel and the other channel is the slave channel (the master channel is always the
primary channel). Channel 1 and channel 2 do the BITE, but the FLSS BITE is only done by
the master channel. The master channel sends all the faults that it, and/or the slave channel
detects, to the CFDS. The faults are shown on the FQIS STATUS and the FLSS STATUS pages
of the MCDU.
-It is possible to get the slave channel of the FQIC through the MCDU. To do this you select
CHANNEL 1 (CHANNEL 2) on the FUEL menu page of the MCDU. The master channel will
give all the faults of the slave channel.

@ MANUAL (MAGNETIC) INDICATORS - DESCRIPTION AND OPERATION:

-The Manual Magnetic Indicators (MMIs) are a secondary direct-reading system used to
calculate the fuel quantity in the LH wing, the RH wing and the center tank (when the A/C is on
the ground). It is not necessary to have electrical power to use the MMIs.
-The wing tank MMIs are in the bottom surface of the wing tanks. The center tank MMI is in the
belly fairing directly below the center tank.
-five in each wing tank OR four in each wing tank AND one in the center tank.

-Each WING MMI has a Magnetic Level Indicator (MLI).The MLI is contained in its related
Magnetic Level-Indicator Housing (MLIH).
-The center tank MLI has two MLIHs. The upper MLIH is in the bottom skin of the center
tank. The lower MLIH is in the belly fairing immediately below the upper MLIH.
-When a MLI is extended from its MLIH, the fuel level in that area of the fuel tank can be
measured.
-When the MMIs are used, an aircraft attitude reading is taken from the Attitude Indicator/ADIRU
or the FQIC input parameters.This reading gives the out-of-level attitude of the aircraft in the
pitch and roll axes.
-Each MLI is unlocked when it is pressed in and turned through 90 deg. It is then lowered slowly
and carefully until it is extended to its maximum length.

# MAGNETIC LEVEL INDICATOR(SAME FOR WING AND CTR TANK):The MLI is made of
glass-reinforced plastic and has marks along its length to show fuel levels. At one end of the
MLI is a magnet. At the other end is a slot and a bayonet-type lock. The MLI is installed in the
MLIH.
# Magnetic Level Indicator Housing:(DIFFERENT FOR WING and CTR TANK):
*WING TANK MLIH:The MLIH for wing tank has:· a tube · a float assembly.
-Each MLIH assembly is almost the same. The angles of the body mounting-flanges and the
MLIH tube lengths are different. An end cap prevents a fuel leakage when the MLI is in use or
removed. A body attaches the tube to the fuel tank. The float assembly (which contains a
magnet) is free to move up and down the outside of the tube. The MLIH (which fully contains the
MLI) has a bayonet-type recess into which the MLI bayonet-lock engages.

*CTR TANK MLIH:The center tank MLIH has:

· two tubes · a float assembly · an upper-body assembly · a lower-body assembly.
-The top tube is attached to the upper body assembly. The upper body assembly is on the
bottom skin of the fuel tank. An end cap is at the upper end of the top tube. The end cap
prevents a fuel leakage when the MLI is in use or removed. The float assembly (which
contains a magnet) is free to move up and down the outside of the top tube.A center body is
immediately below the upper body assembly. The lower body assembly is immediately
below the center body and is attached to the belly fairing. The center body and the lower
body assembly hold the bottom tube. The top and bottom tubes are aligned so that the MLI can
move through one tube and into the other. The MLIH has a bayonet-type recess in the lower
assembly into which the MLI bayonet-lock engages.

@ TANK LEVEL SENSING - DESCRIPTION AND OPERATION:

-The Fuel-Level Sensing-System (FLSS) of wing comprise of :
A.3 LOW LEVEL SENSOR(INNER CELL)
B.3 UNDERFULL LEVEL SENSOR(INNER CELL)
C.2 FULL LEVEL SENSOR(INNER CELL)
D.2 TEMPERATURE SENSOR(1 IN INNER CELL AND 1 IN OUTER CELL LOWER POINT)
E.1 HIGH LEVEL SENSOR(INNER CELL)
F.1 IDG COOLING SHUT OFF SENSOR(INNER CELL)
G.1 OVERFLOW SENSOR(WING SURGE TANK)

A. Lo-level Sensing
-The two low level sensors in the center tank(give signal to FLSCU when fuel less than 130 Kg)
are installed near to the lowest points on the LH and RH
side of the tank.When the center-tank low-level-sensor is dry for more than five minutes, the
related centertank pump will stop. If, during the five minutes, the sensor becomes wet, for a
minimum of 11 seconds, the center-tank pump will continue to operate. Each center-tank pump
will operate until the sensor continues to be dry for five more minutes.
-When the LH wing low-level sensors 39QJ1 and 16QJ1 are dry for 30 seconds continuously,
a 750 kg LO LVL warning message is shown on the ECAM display unit.
-When the RH wing low-level sensors 15QJ2 and 39QJ2 are dry for 30 seconds
continuously, a 750 kg LO LVL warning message is shown on the ECAM display unit.
-When the low level sensor 38QJ1 (38QJ2) is dry the FLSCU signals the fuel return valve to
close. This stops the fuel recirculation system,to prevent an increase in the amount of unusable
fuel in the wing-tank.

B.Full and Underfull Sensors:

-The difference between full and underfull -sensors is equal to a fuel quantity of 500 kg.
-When any one of the full level and any one of the related underfull level sensors become dry,
the FLSCU signals the related center tank fuel pump to operate. When both of the full-level
sensors become wet again the FLSCU signals the related center tank fuel pump to stop.
-FULL LEVEL SENSOR BECOME WET > CTR TANK STOP AND WING PUMP SPLY
-UNDERFULL SENSOR BECOME DRY > CTR TANK PUMP OPERATE AGAIN

C.Temperature Sensing:
-The system has temperature sensors, the electrical resistance of which changes with the
temperature of the adjacent fuel. The FLSCU measures the value of the current from the sensor
and compares it to a specified value.
-In flight, the FLSCU signals the EIU to close the FRV when:
· the temperature of the fuel in the wing tank inner cell is more than 52.5 deg.C
· the temperature of the fuel in the wing tank outer cell is more than 55 deg.C

D.High Level Sensors:

· one in each wing tank · one in the center tank
The high level sensors are installed near the top of each fuel tank. The FLSCUs use signal
conditioning to independently monitor the high level sensors. When the high level sensor in a
fuel tank becomes wet,the FLSCUs will give a discrete output to:
· close the related refuel valve
· cause the related HI LVL light to come on at the refuel panel.

E.IDG Shut-off Sensors:

-If an IDG shut-off sensor becomes dry (and the fuel quantity is less than 280 kg the FLSCUs
will send a signal to the FADEC to close the FRV.

F.Overflow Sensors:
-The overflow sensor is installed in the wing surge tank, immediately below the overflow point of
the tank.Small quantities of fuel from the tank venting system can go into the surge tank (and
return to the fuel tank) but do not touch the overflow sensor. Thus the usual operation of the
tank venting system does not cause the overflow sensors to give an incorrect indication.
-If an overflow sensor becomes wet, the FLSCU's will send a signal to:
· the ECAM (EWD) to show the warning FUEL - L(R) WING TK OVERFLOW
· the FADEC to close the FRV

# LEVEL SENSOR DESCRIPTION ANDN OPERATION:

-The level sensor is a probe with a triangular mounting flange. A thermistor is installed in the
probe.Holes in the probe let the fuel flow close to the thermistor.
-The level-sensor has captive-screw connections that connect to ring-lug terminals. The sensor
contains a thermistor bead and a fast-blow fuse to prevent dangerous conditions in the fuel-
tank. The sensor assembly is installed on a wing rib.
-When an electrical current goes through the thermistor, its temperature increases. The
electrical resistance of the thermistor changes with its temperature. When the sensor is in the
fuel, the temperature increase is less than when the sensor is in the air. The FLSCU
compares the current value from the sensor to a specified value to find if the related sensor is
wet or dry.

# FLSCU:The FLSCUs (BOTH) are installed in the FWD electronics rack. FLSCU has:
· two circuit card assemblies · a chassis · a front plate · an electronic module assembly.

-The circuit cards are located in the chassis by integral rails. The front plate closes one end of
the chassis, the electronic control module closes the other end. The electronic module assembly
has a mother board assembly and a rear plate. The mother board assembly has two connectors
that connect to the circuit card assemblies. The rear plate has a connector that has an upper
and a lower part, the connector is the units interface with its rack in the avionics bay. The mother
board assembly controls all the inputs and outputs to and from the circuit card assemblies and
the unit.
The rear plate has three keying posts to make sure that the unit is installed correctly in the rack.
Holes in the top and the bottom of the chassis let air flow through the unit to cool the internal
components.