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A380

TECHNICAL TRAINING MANUAL

GENERAL FAMILIARIZATION COURSE - T4 (RR Trent

900)LEVEL I - ATA 28 Fuel

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This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

No part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,

without the prior written permission of AIRBUS S.A.S.

AIRBUS Environmental RecommendationPlease consider your environmental responsability before printing this document.

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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, 2009

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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, which

supplies the engines and APU.

The storage system contains fuel in tanks and safely lets the fuel thermally

expand.

It regulates tank air pressure.

It also gives protection against fire and means to collect condensed water

from the fuel tanks.

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 used

for temporary storage of any fuel that overflows from the wing tanks and

for wing tank air venting.

On the right hand side of the THS there is a vent/surge tank. This tank

is used for temporary storage of the fuel that overflows from the trim

tank and for trim tank air venting.


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Fuel Tanks

The feed tanks are used to supply fuel to the engines. They have one

closed area called the collector cell, which is a reservoir for the engine

fuel feed pumps. A dedicated jet pump is used to keep the collector cell

full. All other fuel tanks are storage and transfer tanks.

Access to the tanks is gained through manhole panels. Each tank has one

or more water drain valves.



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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 to

the external air pressure.

The tank venting system prevents abnormal differential pressure, which

could damage the fuel tank/aircraft structure.

This function is especially necessary during the refuel or defuel operations

and when the aircraft climbs or descends.

This system also gives all means to safely discharge from the aircraft,

any fuel overflowing from the fuel tanks.

The tank venting system is a fully automatic mechanical system. There

are no manual controls and no electrical components.

WING TANKS

Each wing fuel tank is individually connected to the surge tank by internalvent pipes. The surge tank is connected to a vent tank, which is connected

to the atmosphere through a NACA intake and flame arrestor.

The collector cells in the engine feed tanks are vented into the feed tanks

through holes located at the top of the cells.

TRIM TANK

The trim tank is connected to a vent/surge tank by internal vent pipes.

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

intake and flame arrestor.

Vent protectors (flame arrestors) prevent the ignition of the fuel vapor

in the wing vent tanks and in the trim vent/surge tank in case of external

fire. If abnormal condition occurs in the fuel system, which causes largequantities of fuel to enter the vent tank or the vent/surge tank, then the

vent protectors let the fuel flow freely overboard.

Overpressure protectors located in the vent tanks or the vent/surge tank,

makes sure that the pressure in the vent tanks, or the vent/surge tank, and

thus the fuel tanks, does not exceed the design limits.



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VENTING SYSTEM



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ENGINE FEED PRESENTATION (ME) (1)

General

The engine feed system makes sure that the fuel is supplied to all the

engines during all flight conditions and can be isolated from one or more

engines, when necessary.

The engine feed fuel pump system comprises four independent parts, one

per engine. Under normal operation, each part supplies the fuel from its

related feed tank to the associated engine.

The crossfeed system can interconnect each part of the engine feed pump

system.

The engine Low-Pressure (LP) shut-off system lets each engine be isolated

or shut-off from the engine feed system.

These operations are controlled from the cockpit integrated control panels

and the related information is shown on the ECAM FUEL page of theSystem Display (SD).


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Engine Feed Fuel Pump

For each part of the engine fuel feed system, there are two fuel pumps

installed in each feed tank collector cell, one main pump and one standbypump. Each pump has a pressure switch to monitor the output fuel

pressure.

Each fuel pump system is usually manually controlled from the P/BSWs

on the overhead-integrated control panel 1235 VM. When the main pump

is in low-pressure condition, the related standby pump automatically

starts.

Engine feed information is shown on the ECAM FUEL page of the SD.



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ENGINE FEED FUEL PUMP



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Crossfeed System

The crossfeed system enables any engine to be fed from any engine feed

tank. It can be also used to correct fuel imbalance between tanks, in caseof emergency condition or for maintenance purpose.

The crossfeed system has four crossfeed valves, which are normally

closed. When a crossfeed valve is open, the related fuel feed is available

in a common fuel gallery between all the four valves. If a second crossfeed

valve is opened, the two fuel feed systems are connected together.

The crossfeed valves can be manually controlled by the four P/BSWs

identified on the overhead-integrated control panel 1235VM as

CROSSFEED 1 to CROSSFEED 4.

Alternatively, the aircraft wiring automatically controls the crossfeed

valves:- in the event of an electrical emergency condition,

- by the Fuel Quantity Management System (FQMS) for an automatic

ground transfer.

The crossfeed valve position is shown on the ECAM FUEL page of the

SD.



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CROSSFEED SYSTEM



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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 the

overhead-integrated control panel 1245 VM, will close the related LP

valve and stop the fuel supply to the engine.

The LP valve position data is shown on the ECAM FUEL page of the

SD.



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LOW-PRESSURE SHUT-OFF SYSTEM



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Heat Exchanger Fuel System

The A380 has a pair of Hydraulic Heat Exchangers (HHX), in order to

cool down the high-pressure hydraulic fluid. This system acts as a back-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 engine

4, diverts some fuel through the fuel/hydraulic heat exchangers via an

isolation valve and then returns the heated fuel to the related engine feed

tank.

Control of the isolation valve, and thus feed fuel recirculation, is fully

automatic from the FQMS. Recirculation is inhibited when the related

feed tank contains insufficient fuel.



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HEAT EXCHANGER FUEL SYSTEM



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ENGINE FEED PRESENTATION (US) (1)

General

The engine feed system makes sure that the fuel is supplied to all the

engines during all flight conditions and can be isolated from one or moreengines, when necessary.

The engine feed fuel pump system comprises four independent parts, one

per engine. Under normal operation, each part supplies the fuel from its

related feed tank to the associated engine.

The crossfeed system can interconnect each part of the engine feed pump

system.

The engine Low-Pressure (LP) shut-off system lets each engine be isolated

or shut-off from the engine feed system.

These operations are controlled from the cockpit integrated control panels

and the related information is shown on the ECAM FUEL page of theSystem Display (SD).


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Engine Feed Fuel Pump

For each part of the engine fuel feed system, there are two fuel pumps

installed in each feed tank collector cell, one main pump and one standbypump. Each pump has a pressure switch to monitor the output fuel

pressure.

Each fuel pump system is usually manually controlled from the P/BSWs

on the overhead-integrated control panel 1235 VM. When the main pump

is in low-pressure condition, the related standby pump automatically

starts.

Engine feed information is shown on the ECAM FUEL page of the SD.



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ENGINE FEED FUEL PUMP



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Crossfeed System

The crossfeed system enables any engine to be fed from any engine feed

tank. It can be also used to correct fuel imbalance between tanks, in caseof emergency condition or for maintenance purpose.

The crossfeed system has four crossfeed valves, which are normally

closed. When a crossfeed valve is open, the related fuel feed is available

in a common fuel gallery between all the four valves. If a second crossfeed

valve is opened, the two fuel feed systems are connected together.

The crossfeed valves can be manually controlled by the four P/BSWs

identified on the overhead-integrated control panel 1235VM as

CROSSFEED 1 to CROSSFEED 4.

Alternatively, the aircraft wiring automatically controls the crossfeed

valves:- in the event of an electrical emergency condition,

- by the Fuel Quantity Management System (FQMS) for an automatic

ground transfer.

The crossfeed valve position is shown on the ECAM FUEL page of the

SD.



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CROSSFEED SYSTEM



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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 the

overhead-integrated control panel 1245 VM, will close the related LP

valve and stop the fuel supply to the engine.

The LP valve position data is shown on the ECAM FUEL page of the

SD.



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LOW-PRESSURE SHUT-OFF SYSTEM



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Heat Exchanger Fuel System

The A380 has a pair of Hydraulic Heat Exchangers (HHX), in order to

cool down the high-pressure hydraulic fluid. This system acts as a back-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 engine

4, diverts some fuel through the fuel/hydraulic heat exchangers via an

isolation valve and then returns the heated fuel to the related engine feed

tank.

Control of the isolation valve, and thus feed fuel recirculation, is fully

automatic from the FQMS. Recirculation is inhibited when the related

feed tank contains insufficient fuel.



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HEAT EXCHANGER FUEL SYSTEM



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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 the

System 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 controls

the 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 is

normally sufficient to operate the APU.

However, if the pressure in the fuel line is not sufficient, the APU fuel

pump will start automatically and will supply fuel to the APU.

The APU fuel system has two valves that control the fuel supply to the

APU, the APU pipe isolation valve and the APU Low Pressure (LP)

valve. The APU pipe isolation valve prevents the APU fuel line from

being pressurized when the APU is not in use. The APU LP valve located

at the rear end of the APU fuel feed line isolates the APU from the fuel

supply.

If an emergency situation occurs (APU fire or emergency shut down) or

if the Fuel Quantity Management System (FQMS) detects an APU feed

line damage, the APU fuel pump stops, the APU pipe isolation valve and

the APU LP valve are automatically controlled to the close position.

The ECAM FUEL page of the SD indicates the status of the APU fuel

system.



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APU FUEL SYSTEM



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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 the

System 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 controls

the 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 is

normally sufficient to operate the APU.

However, if the pressure in the fuel line is not sufficient, the APU fuel

pump will start automatically and will supply fuel to the APU.

The APU fuel system has two valves that control the fuel supply to the

APU, the APU pipe isolation valve and the APU Low Pressure (LP)

valve. The APU pipe isolation valve prevents the APU fuel line from

being pressurized when the APU is not in use. The APU LP valve located

at the rear end of the APU fuel feed line isolates the APU from the fuel

supply.

If an emergency situation occurs (APU fire or emergency shut down) or

if the Fuel Quantity Management System (FQMS) detects an APU feed

line damage, the APU fuel pump stops, the APU pipe isolation valve and

the APU LP valve are automatically controlled to the close position.

The ECAM FUEL page of the SD indicates the status of the APU fuel

system.



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APU FUEL SYSTEM



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FUEL TRANSFERS PRESENTATION (ME) (1)

General

The wing transfer system controls the movement of fuel between wing

fuel tanks.The trim transfer system controls the longitudinal Center of Gravity (CG)

of the aircraft.

For this function the system moves fuel from the wing tanks to the trim

tank (aft transfer) or from the trim tank to the wing tanks (forward

transfer). Aft transfers are only possible when the aircraft is on the ground.

There are 3 types of transfers:

- main transfers: to supply fuel to the feed tanks,

- load alleviation transfers: to alleviate structural loads in flight or on

ground,

- Center of Gravity (CG) transfers: to control CG and to fulfill longitudinal

aircraft balance.

They are automatically controlled by the Fuel Quantity Management

System (FQMS) but can be manually overridden.

Transfer data is displayed on the ECAM FUEL page of the System

Display (SD).


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FUEL TRANSFERS PRESENTATION (ME) (1)

Fuel Transfer Routes

Wing transfers are done by using the forward gallery (or the aft gallery

in 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 pumps

are selected ON, using their related P/BSWs on the overhead-integrated

control panel 1235 VM. Manual override is possible from the FUEL

panel.



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FUEL TRANSFER ROUTES



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FUEL TRANSFERS PRESENTATION (US) (1)

General

The wing transfer system controls the movement of fuel between wing

fuel tanks.The trim transfer system controls the longitudinal Center of Gravity (CG)

of the aircraft.

For this function the system moves fuel from the wing tanks to the trim

tank (aft transfer) or from the trim tank to the wing tanks (forward

transfer). Aft transfers are only possible when the aircraft is on the ground.

There are 3 types of transfers:

- main transfers: to supply fuel to the feed tanks,

- load alleviation transfers: to alleviate structural loads in flight or on

ground,

- Center of Gravity (CG) transfers: to control CG and to fulfill longitudinal

aircraft balance.

They are automatically controlled by the Fuel Quantity Management

System (FQMS) but can be manually overridden.

Transfer data is displayed on the ECAM FUEL page of the System

Display (SD).


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FUEL TRANSFERS PRESENTATION (US) (1)

Fuel Transfer Routes

Wing transfers are done by using the forward gallery (or the aft gallery

in 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 pumps

are selected ON, using their related P/BSWs on the overhead-integrated

control panel 1235 VM. Manual override is possible from the FUEL

panel.



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FUEL TRANSFER ROUTES



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REFUEL DEFUEL SYSTEM PRESENTATION (ME) (1)

General

The refuel/defuel system controls the flow of fuel into or out of the

aircraft.Two refuel/defuel couplings are installed in the leading edge of each

wing providing an interface between the refuel/defuel system and the

external fuel source.

The refuel/defuel procedures can be initiated and controlled from the

overhead panel in the cockpit or from the Integrated Refuel Panel (IRP)

in the RH lower belly fairing.

The different refuel/defuel system operations are:

- automatic refuel from the cockpit,

- automatic refuel from the IRP,

- manual refuel,

- manual pressure defuel,

- manual suction defuel,

- automatic ground transfer (Center of Gravity control),

- manual ground transfer.

In all modes of operation overbalance and overflow protection is done

by the Fuel Quantity 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 and

distribution in accordance with a fixed/predefined sequence.

To refuel to a specific CG target, the actual Zero Fuel Weight (ZFW)

and the Zero Fuel Center of Gravity (ZFCG) values must be entered into

the fuel management function through any of these means by:

- manual entry onboard the aircraft using the Multi-Function Display

(MFD) and Flight Management System (FMS),

- manual entry on board the aircraft using the Onboard Maintenance

Terminal (OMT) or the Onboard Information Terminal (OIT),

- automatic uplink of data from an airline ground terminal using theAircraft Communication Addressing and Reporting System (ACARS).

If specific ZFW and ZFCG values are not given, then the aircraft will be

refueled to default values using the single vector method.

During an automatic refuel, the FQMS controls, which tanks receive fuel,

when they receive fuel and the quantity of fuel they receive.

The fuel management function calculates the fuel mass necessary in each

tank to reach the ground CG target.

During a manual refuel, the operator controls the fuel loading and

distribution within the safety limits set by the FQMS.

After refueling, if new or updated ZFW and ZFCG values are entered,an automatic ground transfer can be done from the cockpit with the AUTO

GND XFR P/BSW.



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CG TARGETING



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Fuel Routes

To fill the tanks, the refuel/defuel coupling is connected, via auxiliary

refuel valves to 2 galleries of interconnected pipe-work, the forwardgallery and the aft gallery. The layout of the pipe-work gives two separate

routes into each wing fuel tank.

In each tank, individual branch pipes end by an inlet valve.

The fuel feed system is connected to forward gallery via a transfer/defuel

valve.

The trim pipe is connected to each aft and forward gallery, via a trim

pipe isolation valve. The trim line ends with 2 trim tank inlet valves which

give the only refuel route to the trim tank.

Downstream of each tank inlet valve, the tank piping is connected to a

single or group of refuel diffusers.

All valves are controlled by the FQMS.To fill the fuel tanks to their maximum capacity, the aircraft must be at

the usual ground attitude datum of level +/- 2 degrees. With four fuel

hoses connected (to the refuel/defuel couplings), the minimum time to

refuel the aircraft (from the tanks empty to the maximum capacity) at a

refuel supply pressure of 2.75 bar (40 psi) is approximately 60 minutes.



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FUEL ROUTES



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REFUEL DEFUEL SYSTEM PRESENTATION (US) (1)

General

The refuel/defuel system controls the flow of fuel into or out of the

aircraft.Two refuel/defuel couplings are installed in the leading edge of each

wing providing an interface between the refuel/defuel system and the

external fuel source.

The refuel/defuel procedures can be initiated and controlled from the

overhead panel in the cockpit or from the Integrated Refuel Panel (IRP)

in the RH lower belly fairing.

The different refuel/defuel system operations are:

- automatic refuel from the cockpit,

- automatic refuel from the IRP,

- manual refuel,

- manual pressure defuel,- manual suction defuel,

- automatic ground transfer (Center of Gravity control),

- manual ground transfer.

In all modes of operation overbalance and overflow protection is done

by the Fuel Quantity 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 and

distribution in accordance with a fixed/predefined sequence.

To refuel to a specific CG target, the actual Zero Fuel Weight (ZFW)

and the Zero Fuel Center of Gravity (ZFCG) values must be entered into

the fuel management function through any of these means by:

- manual entry onboard the aircraft using the Multi-Function Display

(MFD) and Flight Management System (FMS),

- manual entry on board the aircraft using the Onboard Maintenance

Terminal (OMT) or the Onboard Information Terminal (OIT),

- automatic uplink of data from an airline ground terminal using theAircraft Communication Addressing and Reporting System (ACARS).

If specific ZFW and ZFCG values are not given, then the aircraft will be

refueled to default values using the single vector method.

During an automatic refuel, the FQMS controls, which tanks receive fuel,

when they receive fuel and the quantity of fuel they receive.

The fuel management function calculates the fuel mass necessary in each

tank to reach the ground CG target.

During a manual refuel, the operator controls the fuel loading and

distribution within the safety limits set by the FQMS.

After refueling, if new or updated ZFW and ZFCG values are entered,an automatic ground transfer can be done from the cockpit with the AUTO

GND XFR P/BSW.



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CG TARGETING



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Fuel Routes

To fill the tanks, the refuel/defuel coupling is connected, via auxiliary

refuel valves to 2 galleries of interconnected pipe-work, the forwardgallery and the aft gallery. The layout of the pipe-work gives two separate

routes into each wing fuel tank.

In each tank, individual branch pipes end by an inlet valve.

The fuel feed system is connected to forward gallery via a transfer/defuel

valve.

The trim pipe is connected to each aft and forward gallery, via a trim

pipe isolation valve. The trim line ends with 2 trim tank inlet valves which

give the only refuel route to the trim tank.

Downstream of each tank inlet valve, the tank piping is connected to a

single or group of refuel diffusers.

All valves are controlled by the FQMS.To fill the fuel tanks to their maximum capacity, the aircraft must be at

the usual ground attitude datum of level +/- 2 degrees. With four fuel

hoses connected (to the refuel/defuel couplings), the minimum time to

refuel the aircraft (from the tanks empty to the maximum capacity) at a

refuel supply pressure of 2.75 bar (40 psi) is approximately 60 minutes.



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JETTISON SYSTEM PRESENTATION (ME) (1)

General

In case of an emergency situation, the jettison system is used to dump

fuel overboard to decrease the aircraft gross weight before landing. Thejettison system operation can only be initiated manually, but it can be

stopped manually or automatically. It is always under the control of the

Fuel Quantity Management System (FQMS).

Only the fuel in the transfer tanks is jettisoned. There is no fuel jettison

from the feed tanks.

The jettison system data is displayed on the ECAM FUEL page of the

system display (SD).


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JETTISON SYSTEM PRESENTATION (ME) (1)

Jettison System

Once fuel jettison has been manually initiated by means of two guarded

P/BSWs, ARM and ACTIVE, located on the cockpit overhead panel1211 VM, operation of the jettison system is automatic. The jettison

valves are controlled by the FQMS via the aircraft wiring. The jettison-rate

is approximately 3300 kg (7275 lb) per minute.

Fuel is simultaneously jettisoned from the outer, mid and inner tanks of

each wing. If there is fuel in the trim tank, a forward fuel transfer occurs.

Up to twelve transfer pumps can be automatically started to supply the

fuel flow from the fuel tanks to the forward and aft galleries. The fuel

flows through the galleries, the left and right jettison valves, the jettison

pipes and overboard of each wing.

The system can be manually stopped by the crew through the guarded

P/BSWs, ARM and ACTIVE, or automatically if the FQMS stops theoperation at a pre-set jettison final gross weight.


(SD).



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JETTISON SYSTEM



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JETTISON SYSTEM PRESENTATION (US) (1)

General

In case of an emergency situation, the jettison system is used to dump

fuel overboard to decrease the aircraft gross weight before landing. Thejettison system operation can only be initiated manually, but it can be

stopped manually or automatically. It is always under the control of the

Fuel Quantity Management System (FQMS).

Only the fuel in the transfer tanks is jettisoned. There is no fuel jettison

from the feed tanks.


system display (SD).


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JETTISON SYSTEM PRESENTATION (US) (1)

Jettison System

Once fuel jettison has been manually initiated by means of two guarded

P/BSWs, ARM and ACTIVE, located on the cockpit overhead panel1211 VM, operation of the jettison system is automatic. The jettison

valves are controlled by the FQMS via the aircraft wiring. The jettison-rate

is approximately 3300 kg (7275 lbs) per minute.

Fuel is simultaneously jettisoned from the outer, mid and inner tanks of

each wing. If there is fuel in the trim tank, a forward fuel transfer occurs.

Up to twelve transfer pumps can be automatically started to supply the

fuel flow from the fuel tanks to the forward and aft galleries. The fuel

flows through the galleries, the left and right jettison valves, the jettison

pipes and overboard of each wing.

The system can be manually stopped by the crew through the guarded

P/BSWs, ARM and ACTIVE, or automatically if the FQMS stops theoperation at a pre-set jettison final gross weight.


(SD).



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JETTISON SYSTEM



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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (ME) (1)

General

The Fuel Quantity Management System (FQMS) automatically controls

and monitors most of the sub-systems of the fuel system. This is achieved

using avionics computing units to acquire system data, do various

computations and generate control and indication signals/data.

The main functions are:

- fuel quantity measurement,

- fuel temperature measurement,

- Centre of Gravity calculation,

- fuel transfer control/management,

- system indications,

- system monitoring and test,

- fault reporting.

These functions are hosted in the system's avionics resources.


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (ME) (1)

FQMS Architecture

The FQMS comprises a number of electronic LRUs/LRMs, fuel system

application software and sensors.

Part of the FQMS application software is installed on two Fuel Quantity

Data Concentrators (FQDCs), the primary part of the software is installed

on 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 probes

in the system are:

- capacitance probes, for fuel level measurement,

- Probe Compensators Temperature Units (PCTUs), for fuel permittivity

measurement,

- dual element temperature sensors, for fuel temperature measurement,

- arrangement of a compensator (with single integral temperature sensor)and a densitometer (with single integral temperature sensor) on a common

back plate named Fuel Properties Measurement Units (FPMUs), for

determination of the characteristics of an uplifted fuel.

The FQMS also includes an Integrated Refuel Panel (IRP), which is used

to control and observe ground operations such as refuel, defuel and ground

transfers.

The FQMS Application Software in the CPIOMs-F is divided into seven

partitions. Each partition is responsible for the realization of certain

FQMS functions. The partitions are split in MONitor and COMmand

partitions.

The COM partitions and their corresponding functions are:

- Measurement: fuel quantity determination, fuel temperature

determination, overflow condition determination and fault

monitoring/reporting,

- Management: management of fuel uplift, fuel transfer between aircraft

tanks, defuel or jettison, generation of pump/valve control stimuli and

fault monitoring/reporting,

- CG Measurement: computation of aircraft gross weight, aircraft

longitudinal center of gravity and aft center of gravity target and fault

monitoring/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 erroneous

computations,

- CG Measurement: second computation of aircraft gross weight, aircraft

longitudinal 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 and

management of interactive dialogue with CMS.

The four CPIOMs-F are grouped into pairs to form two computing lanes

or sides. Through the two FQDCs, each side receives, via ARINC 429

communication buses, data from probes and sensors as well as feedback

data from the fuel system's active pumps and valves.

They also receive data from the Integrated Refuel Panel.



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FQMS ARCHITECTURE



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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (US) (1)

General

The Fuel Quantity Management System (FQMS) automatically controls

and monitors most of the sub-systems of the fuel system. This is achieved

using avionics computing units to acquire system data, do various

computations and generate control and indication signals/data.

The main functions are:

- fuel quantity measurement

- fuel temperature measurement

- Centre of Gravity calculation

- fuel transfer control/management

- system indications

- system monitoring and test

- fault reporting

These functions are hosted in the system's avionics resources.


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FUEL QUANTITY MANAGEMENT SYSTEM PRESENTATION (US) (1)

FQMS Architecture

The FQMS comprises a number of electronic LRUs/LRMs, fuel system

application software and sensors.

Part of the FQMS application software is installed on two Fuel Quantity

Data Concentrators (FQDCs), the primary part of the software is installed

on 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 probes

in the system are:

- capacitance probes, for fuel level measurement,

- Probe Compensators Temperature Units (PCTUs), for fuel permittivity

measurement,

- dual element temperature sensors, for fuel temperature measurement,

- arrangement of a compensator (with single integral temperature sensor)and a densitometer (with single integral temperature sensor) on a common

back plate named Fuel Properties Measurement Units (FPMUs), for

determination of the characteristics of an uplifted fuel.

The FQMS also includes an Integrated Refuel Panel (IRP), which is used

to control and observe ground operations such as refuel, defuel and ground

transfers.

The FQMS Application Software in the CPIOMs-F is divided into seven

partitions. Each partition is responsible for the realization of certain

FQMS functions. The partitions are split in MONitor and COMmand

partitions.

The COM partitions and their corresponding functions are:

- Measurement: fuel quantity determination, fuel temperature

determination, overflow condition determination and fault

monitoring/reporting,

- Management: management of fuel uplift, fuel transfer between aircraft

tanks, defuel or jettison, generation of pump/valve control stimuli and

fault monitoring/reporting,

- CG Measurement: computation of aircraft gross weight, aircraft

longitudinal center of gravity and aft center of gravity target and fault

monitoring/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 erroneous

computations,

- CG Measurement: second computation of aircraft gross weight, aircraft

longitudinal 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 and

management of interactive dialogue with CMS.

The four CPIOMs-F are grouped into pairs to form two computing lanes

or sides. Through the two FQDCs, each side receives, via ARINC 429

communication buses, data from the two group of probes and sensors as

well as feedback data from the fuel system's active pumps and valves.

They also receive data from the Integrated Refuel Panel.



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FUEL SYSTEM MAINTENANCE (1)

Fuel Safety Items

When you work on aircraft, make sure that you obey all the AMM safety

procedures. This will prevent injury to persons and /or damage to the

aircraft. Here is an overview of main safety precautions relative to the

fuel system.

Make sure that the safety area is clear and clean. Respect the safety

precautions within the safety distances.

During a refueling, the area must be kept clear to let the tanker move

away in an emergency.

Aircraft must not be refueled less than 30 meters (100ft) from radar or

HF radio equipment under test or in operation in the aircraft or ground

installation.

Put the '' NO SMOKING '' warning notices around the work area.

Ground and bond the aircraft.In the work area:

- do not use any material / tool which may cause sparks,

- use only necessary and approved electrical / electronic equipment,

- make sure the air flow is sufficient to work safely in tanks, otherwise

use a respirator,

- do not pull or move metal objects along the ground,

- immediately flush away or remove any fuel leakage.

Make sure that you have the proper fire fighting equipment available.

The fuel/kerosene is poisonous. Avoid any contact between fuel and your

eyes, mouth, nose, ears or your skin.

Use the approved protective clothing to prevent personal contamination

and formation of static electricity.


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FUEL SAFETY ITEMS


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FUEL TANK SAFETY PRESENTATION (1)

General

Following three fuel tank explosions over the past 14 years which resulted

in 346 fatalities, the U.S Department of Transportation's Federal Aviation

Administration (FAA), have introduced new regulations to improve fuel

tank safety.

These regulations relate to the prevention of ignition sources within fuel

tanks of current type certificated aircraft. They require carrying out a

one-time fuel system safety and design review.

Critical Design Configuration Control Limitations (CDCCL)

The FAA issued Special Federal Aviation Regulation (SFAR) 88

which gives a detailed description of the CDCCL concept.

The DGAC requested the SFAR 88 (TGL 47) to be added to PART

145, 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 ignition

source prevention feature of the fuel system design that is necessary

to prevent the occurrence of an unsafe condition.

The function of the CDCCL is to give instructions to retain the critical

ignition source prevention feature during configuration change that

may 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 Airworthiness

Limitations and it is added to the Airworthiness Limitation Section

part 5.

CDCCL items are listed in Airworthiness Limitations Form.


FUEL TANK SAFETY PRESENTATION (1) Dec 20, 2007

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GENERAL - CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)



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FUEL TANK SAFETY PRESENTATION (1)

Fuel System Design Configuration

The Airbus aircraft fuel systems have, by design, a number of features

that are intended to protect the system from inadvertent ignition.



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FUEL SYSTEM DESIGN CONFIGURATION



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AIRBUS S.A.S.

31707 BLAGNAC cedex, FRANCE

STM

REFERENCE LAY08521

JANUARY 2009

PRINTED IN FRANCE

AIRBUS S A S 2

Documents

a380-Level i - Ata 28 Fuel