a380_level i - Ata 28 Fuel

A380 TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE - T4 (RR Trent900)

LEVEL I - ATA 28 Fuel

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

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LEVEL I - ATA 28 FUELFuel System Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Fuel Storage Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Engine Feed Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Engine Feed Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 20APU Fuel System Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . 30APU Fuel System Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . 34Fuel Transfers Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . . . . 38Fuel Transfers Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . . . . 42Refuel Defuel System Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . 46Refuel Defuel System Presentation (US) (1) . . . . . . . . . . . . . . . . . . . 52Jettison System Presentation (Me) (1) . . . . . . . . . . . . . . . . . . . . . . . . 58Jettison System Presentation (US) (1) . . . . . . . . . . . . . . . . . . . . . . . . 62Fuel Quantity Management System Presentation (Me) (1) . . . . . . . . 66Fuel Quantity Management System Presentation (US) (1) . . . . . . . . 70Fuel System Maintenance (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74Fuel Tank Safety Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

GENERAL FAMILIARIZATION COURSE - T4 (RR Trent 900) LEVEL I - ATA 28 Fuel

TABLE OF CONTENTS Jan 13, 2009Page 1

A380 TECHNICAL TRAINING MANUALL

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FUEL SYSTEM INTRODUCTION (1)

General

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


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FUEL STORAGE PRESENTATION (1)

General

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


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Fuel Tanks

The feed tanks are used to supply fuel to the engines. They have oneclosed area called the collector cell, which is a reservoir for the enginefuel feed pumps. A dedicated jet pump is used to keep the collector cellfull. All other fuel tanks are storage and transfer tanks.Access to the tanks is gained through manhole panels. Each tank has oneor more water drain valves.




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FUEL TANKS




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Venting System

The tank venting system keeps the air pressure in the fuel tanks near tothe external air pressure.The tank venting system prevents abnormal differential pressure, whichcould damage the fuel tank/aircraft structure.This function is especially necessary during the refuel or defuel operationsand when the aircraft climbs or descends.This system also gives all means to safely discharge from the aircraft,any fuel overflowing from the fuel tanks.The tank venting system is a fully automatic mechanical system. Thereare no manual controls and no electrical components.WING TANKSEach wing fuel tank is individually connected to the surge tank by internalvent pipes. The surge tank is connected to a vent tank, which is connectedto the atmosphere through a NACA intake and flame arrestor.The collector cells in the engine feed tanks are vented into the feed tanksthrough holes located at the top of the cells.TRIM TANKThe trim tank is connected to a vent/surge tank by internal vent pipes.The vent/surge tank is connected to the atmosphere through a NACAintake and flame arrestor.Vent protectors (flame arrestors) prevent the ignition of the fuel vaporin the wing vent tanks and in the trim vent/surge tank in case of externalfire. If abnormal condition occurs in the fuel system, which causes largequantities of fuel to enter the vent tank or the vent/surge tank, then thevent protectors let the fuel flow freely overboard.Overpressure protectors located in the vent tanks or the vent/surge tank,makes sure that the pressure in the vent tanks, or the vent/surge tank, andthus the fuel tanks, does not exceed the design limits.




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VENTING SYSTEM




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ENGINE FEED PRESENTATION (ME) (1)

General

The engine feed system makes sure that the fuel is supplied to all theengines during all flight conditions and can be isolated from one or moreengines, when necessary.The engine feed fuel pump system comprises four independent parts, oneper engine. Under normal operation, each part supplies the fuel from itsrelated feed tank to the associated engine.The crossfeed system can interconnect each part of the engine feed pumpsystem.The engine Low-Pressure (LP) shut-off system lets each engine be isolatedor shut-off from the engine feed system.These operations are controlled from the cockpit integrated control panelsand the related information is shown on the ECAM FUEL page of theSystem Display (SD).


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Engine Feed Fuel Pump

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




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ENGINE FEED FUEL PUMP




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Crossfeed System

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




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CROSSFEED SYSTEM




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Low-Pressure Shut-Off System

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




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Heat Exchanger Fuel System

The A380 has a pair of Hydraulic Heat Exchangers (HHX), in order tocool down the high-pressure hydraulic fluid. This system acts as a back-uponly in the event of a failure of the primary air/hydraulic heat exchanger.A bypass line on the engine fuel feed pipes of the engine 1 and the engine4, diverts some fuel through the fuel/hydraulic heat exchangers via anisolation valve and then returns the heated fuel to the related engine feedtank.Control of the isolation valve, and thus feed fuel recirculation, is fullyautomatic from the FQMS. Recirculation is inhibited when the relatedfeed tank contains insufficient fuel.




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ENGINE FEED PRESENTATION (US) (1)

General

The engine feed system makes sure that the fuel is supplied to all theengines during all flight conditions and can be isolated from one or moreengines, when necessary.The engine feed fuel pump system comprises four independent parts, oneper engine. Under normal operation, each part supplies the fuel from itsrelated feed tank to the associated engine.The crossfeed system can interconnect each part of the engine feed pumpsystem.The engine Low-Pressure (LP) shut-off system lets each engine be isolatedor shut-off from the engine feed system.These operations are controlled from the cockpit integrated control panelsand the related information is shown on the ECAM FUEL page of theSystem Display (SD).


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Engine Feed Fuel Pump

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




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ENGINE FEED FUEL PUMP




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Crossfeed System

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




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CROSSFEED SYSTEM




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Low-Pressure Shut-Off System

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




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LOW-PRESSURE SHUT-OFF SYSTEM




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Heat Exchanger Fuel System

The A380 has a pair of Hydraulic Heat Exchangers (HHX), in order tocool down the high-pressure hydraulic fluid. This system acts as a back-uponly in the event of a failure of the primary air/hydraulic heat exchanger.A bypass line on the engine fuel feed pipes of the engine 1 and the engine4, diverts some fuel through the fuel/hydraulic heat exchangers via anisolation valve and then returns the heated fuel to the related engine feedtank.Control of the isolation valve, and thus feed fuel recirculation, is fullyautomatic from the FQMS. Recirculation is inhibited when the relatedfeed tank contains insufficient fuel.




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APU FUEL SYSTEM PRESENTATION (ME) (1)

General

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


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APU FUEL SYSTEM PRESENTATION (ME) (1)

APU Fuel system

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




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APU FUEL SYSTEM PRESENTATION (US) (1)

General

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


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APU FUEL SYSTEM PRESENTATION (US) (1)

APU Fuel system

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




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FUEL TRANSFERS PRESENTATION (ME) (1)

General

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


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FUEL TRANSFERS PRESENTATION (ME) (1)

Fuel Transfer Routes

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




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FUEL TRANSFERS PRESENTATION (US) (1)

General

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


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FUEL TRANSFERS PRESENTATION (US) (1)

Fuel Transfer Routes

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




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REFUEL DEFUEL SYSTEM PRESENTATION (ME) (1)

General

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


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CG Targeting

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




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Fuel Routes

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




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REFUEL DEFUEL SYSTEM PRESENTATION (US) (1)

General

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


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CG Targeting

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




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Fuel Routes

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




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JETTISON SYSTEM PRESENTATION (ME) (1)

General

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


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JETTISON SYSTEM PRESENTATION (ME) (1)

Jettison System

Once fuel jettison has been manually initiated by means of two guardedP/BSWs, ARM and ACTIVE, located on the cockpit overhead panel1211 VM, operation of the jettison system is automatic. The jettisonvalves are controlled by the FQMS via the aircraft wiring. The jettison-rateis approximately 3300 kg (7275 lb) per minute.Fuel is simultaneously jettisoned from the outer, mid and inner tanks ofeach wing. If there is fuel in the trim tank, a forward fuel transfer occurs.Up to twelve transfer pumps can be automatically started to supply thefuel flow from the fuel tanks to the forward and aft galleries. The fuelflows through the galleries, the left and right jettison valves, the jettisonpipes and overboard of each wing.The system can be manually stopped by the crew through the guardedP/BSWs, ARM and ACTIVE, or automatically if the FQMS stops theoperation at a pre-set jettison final gross weight.The jettison system data is displayed on the ECAM FUEL page of the(SD).




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JETTISON SYSTEM PRESENTATION (US) (1)

General

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


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JETTISON SYSTEM PRESENTATION (US) (1)

Jettison System

Once fuel jettison has been manually initiated by means of two guardedP/BSWs, ARM and ACTIVE, located on the cockpit overhead panel1211 VM, operation of the jettison system is automatic. The jettisonvalves are controlled by the FQMS via the aircraft wiring. The jettison-rateis approximately 3300 kg (7275 lbs) per minute.Fuel is simultaneously jettisoned from the outer, mid and inner tanks ofeach wing. If there is fuel in the trim tank, a forward fuel transfer occurs.Up to twelve transfer pumps can be automatically started to supply thefuel flow from the fuel tanks to the forward and aft galleries. The fuelflows through the galleries, the left and right jettison valves, the jettisonpipes and overboard of each wing.The system can be manually stopped by the crew through the guardedP/BSWs, ARM and ACTIVE, or automatically if the FQMS stops theoperation at a pre-set jettison final gross weight.The jettison system data is displayed on the ECAM FUEL page of the(SD).




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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (ME) (1)

General

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


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (ME) (1)

FQMS Architecture

The FQMS comprises a number of electronic LRUs/LRMs, fuel systemapplication software and sensors.Part of the FQMS application software is installed on two Fuel QuantityData Concentrators (FQDCs), the primary part of the software is installedon four CPIOMs-F.The FQDCs interface between the system's in-tank sensors and probes,pumps and valves, and the CPIOMs-F. The following sensors and probesin the system are:- capacitance probes, for fuel level measurement,- Probe Compensators Temperature Units (PCTUs), for fuel permittivitymeasurement,- dual element temperature sensors, for fuel temperature measurement,- arrangement of a compensator (with single integral temperature sensor)and a densitometer (with single integral temperature sensor) on a commonback plate named Fuel Properties Measurement Units (FPMUs), fordetermination of the characteristics of an uplifted fuel.The FQMS also includes an Integrated Refuel Panel (IRP), which is usedto control and observe ground operations such as refuel, defuel and groundtransfers.The FQMS Application Software in the CPIOMs-F is divided into sevenpartitions. Each partition is responsible for the realization of certainFQMS functions. The partitions are split in MONitor and COMmandpartitions.The COM partitions and their corresponding functions are:- Measurement: fuel quantity determination, fuel temperaturedetermination, overflow condition determination and faultmonitoring/reporting,- Management: management of fuel uplift, fuel transfer between aircrafttanks, defuel or jettison, generation of pump/valve control stimuli andfault monitoring/reporting,

- CG Measurement: computation of aircraft gross weight, aircraftlongitudinal center of gravity and aft center of gravity target and faultmonitoring/reporting.The MON partitions and their corresponding functions are:- Integrity: checking of system computations to ensure safety and highintegrity,- Monitor: checking of system conditions to detect erroneouscomputations,- CG Measurement: second computation of aircraft gross weight, aircraftlongitudinal center of gravity and aft center of gravity target,- System BITE: system health determination, side changeover control,collection of system fault reports, fault isolation and reporting andmanagement of interactive dialogue with CMS.The four CPIOMs-F are grouped into pairs to form two computing lanesor sides. Through the two FQDCs, each side receives, via ARINC 429communication buses, data from probes and sensors as well as feedbackdata from the fuel system's active pumps and valves.They also receive data from the Integrated Refuel Panel.



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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (US) (1)

General

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


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (US) (1)

FQMS Architecture

The FQMS comprises a number of electronic LRUs/LRMs, fuel systemapplication software and sensors.Part of the FQMS application software is installed on two Fuel QuantityData Concentrators (FQDCs), the primary part of the software is installedon four CPIOMs-F.The FQDCs interface between the system's in-tank sensors and probes,pumps and valves, and the CPIOMs-F. The following sensors and probesin the system are:- capacitance probes, for fuel level measurement,- Probe Compensators Temperature Units (PCTUs), for fuel permittivitymeasurement,- dual element temperature sensors, for fuel temperature measurement,- arrangement of a compensator (with single integral temperature sensor)and a densitometer (with single integral temperature sensor) on a commonback plate named Fuel Properties Measurement Units (FPMUs), fordetermination of the characteristics of an uplifted fuel.The FQMS also includes an Integrated Refuel Panel (IRP), which is usedto control and observe ground operations such as refuel, defuel and groundtransfers.The FQMS Application Software in the CPIOMs-F is divided into sevenpartitions. Each partition is responsible for the realization of certainFQMS functions. The partitions are split in MONitor and COMmandpartitions.The COM partitions and their corresponding functions are:- Measurement: fuel quantity determination, fuel temperaturedetermination, overflow condition determination and faultmonitoring/reporting,- Management: management of fuel uplift, fuel transfer between aircrafttanks, defuel or jettison, generation of pump/valve control stimuli andfault monitoring/reporting,

- CG Measurement: computation of aircraft gross weight, aircraftlongitudinal center of gravity and aft center of gravity target and faultmonitoring/reporting.The MON partitions and their corresponding functions are:- Integrity: checking of system computations to ensure safety and highintegrity,- Monitor: checking of system conditions to detect erroneouscomputations,- CG Measurement: second computation of aircraft gross weight, aircraftlongitudinal center of gravity and aft center of gravity target,- System BITE: system health determination, side changeover control,collection of system fault reports, fault isolation and reporting andmanagement of interactive dialogue with CMS.The four CPIOMs-F are grouped into pairs to form two computing lanesor sides. Through the two FQDCs, each side receives, via ARINC 429communication buses, data from the two group of probes and sensors aswell as feedback data from the fuel system's active pumps and valves.They also receive data from the Integrated Refuel Panel.



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FUEL SYSTEM MAINTENANCE (1)

Fuel Safety Items

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


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FUEL TANK SAFETY PRESENTATION (1)

General

Following three fuel tank explosions over the past 14 years which resultedin 346 fatalities, the U.S Department of Transportation's Federal AviationAdministration (FAA), have introduced new regulations to improve fueltank safety.These regulations relate to the prevention of ignition sources within fueltanks of current type certificated aircraft. They require carrying out aone-time fuel system safety and design review.

Critical Design Configuration Control Limitations (CDCCL)The FAA issued Special Federal Aviation Regulation (SFAR) 88which gives a detailed description of the CDCCL concept.The DGAC requested the SFAR 88 (TGL 47) to be added to PART145, PART M and PART 147 to reinforce the application of theseregulations.This includes:- a conception part intended to aircraft design features,- a maintenance part.A CDCCL is a limitation requirement to preserve a critical ignitionsource prevention feature of the fuel system design that is necessaryto prevent the occurrence of an unsafe condition.The function of the CDCCL is to give instructions to retain the criticalignition source prevention feature during configuration change thatmay be caused by alterations, repairs or maintenance actions.The aircraft manufacturers have to emit a document to their customersgiving the list of all the maintenance tasks impacted by the CDCCL.For AIRBUS this document is called the Fuel AirworthinessLimitations and it is added to the Airworthiness Limitation Sectionpart 5.CDCCL items are listed in Airworthiness Limitations Form.


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FUEL TANK SAFETY PRESENTATION (1)

Fuel System Design Configuration

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




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AIRBUS S.A.S.31707 BLAGNAC cedex, FRANCE

STMREFERENCE LAY08521

JANUARY 2009PRINTED IN FRANCEAIRBUS S.A.S. 2009

ALL RIGHTS RESERVED

AN EADS COMPANY

a380_level i - Ata 28 Fuel

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