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Function and properties of fuel and fuel additives- Aviation fuel is used to power

aircraft for propulsion. Modern aviation fuels are unique for their specific energy, or energy per
unit mass. Aviation fuel’s high energy storage capability is what enables long-distance flights.

Types of Fuel: There are two main types of aviation fuel used in general aviation:

AVGAS: AVAGAS (short for “aviation gasoline”) is used by traditional propellor aircraft and
small piston-engine airplanes. Tasks that use AVGAS-based aircraft are typically on a smaller
scale and include crop-dusting, private flying, and flight training.

Jet fuel: jet fuel is a refined kerosene-based, clear or straw-colored liquid that is primarily used
to power turbine engines, such as turboprop and jet engines.

There are several types of jet fuel, with the main ones being:

 Jet A- is primarily used in the United States. This fuel is developed to be heavier
with a higher flash point and freezing point than standard kerosene.

 Jet A1- is the most used jet fuel worldwide. Jet A1 has a lower freezing point (-47°
C) than Jet A (-40° C) so it is especially suitable for international travel through
varying climates. This type of fuel also contains static dissipater additives that
decrease static charges that form during movement. Despite the differences between
Jet A and Jet A1, flight operators use both fuels interchangeably.

 Jet B- is the most common alternative to the jet fuel and AVGAS, primarily used in
civil aviation. Jet B has a uniquely low freezing point of -76° C, making it useful in
extremely cold areas.

{ figure of each fuel types}

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Jet Fuel additives- Fuel additives and treatments have the potential to improve engine efficiency
Fuel burns. 

Figure: AL-41 fuel additives

Antioxidants: Antioxidant additives should be used with avgas to prevent the formation of gums
and other antioxidants. These additives prolong the induction period and eliminate the free
radical chain reactions involved in hydrocarbon oxidation, thereby controlling gum formation.
Antioxidants can also be used in jet fuel, but are believed to be more stable than Avgas. 

Metal deactivator: Metal deactivators prevent or reduce the interaction between metal surfaces
and chemicals in lubricants. This type of additive can be included to improve the thermal
stability of fuels. Metal deactivators inhibit the catalytic effect of such ions, especially copper,
and retard the formation of gummy residues. Designed to reduce the effects of dissolved trace
metals, especially copper, that affect the thermal stability of jet fuel. 

Corrosion inhibitors: Rust is a potential problem for military and commercial aircraft, so
corrosion inhibitors can be used to limit fuel system degradation. Corrosion inhibitors are
additives to fluids surrounding metals or related items. Fuel system deicer:
Fuel System Icing Inhibitor is an additive to aviation fuel that prevents icing in fuel lines. These
additives lower the freezing point of water that may be in the fuel system and prevent the
formation of ice crystals that can restrict fuel flow. 

Static dissipater additives: Static Dissipator Additives (SDA) are conductivity-enhancing

additives added to jet fuel (ATF) to avoid the rapid increase in conductivity that can occur during
transfer/pumping of the ATF. The STADIS 450 was used worldwide as his SDA on the A1 jet.
Use of Fuel Additives - Fuel additives are designed to prevent dirt and trace deposits from
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forming inside your engine, making your engine run cleaner. It also helps remove existing
deposits. It saves money. Gasoline additives support the complete and effective passage of fuel
through the engine. 

Figure: Static dissipater performance

Aircraft Fuel System

Aircraft fuel systems vary in complexity from the extremely simple systems found in small,
single-engine airplanes to the complex systems in large jet transports. Regardless of the type of
aircraft, all fuel systems share many of the same common components. Every system has one or
more fuel tanks, tubing to carry the fuel from the tank(s) to the engine(s), valves to control the
flow of fuel, provisions for trapping and the removal of water and contaminants, and a method
for indicating the fuel quantity. Although fuel systems in modern aircraft are designed with the
safety and reliability aspects in mind.

Figure: Single engine aircraft fuel system

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Basic Fuel system requirements: Requirements for fuel system design are specified under
regulations for countries in which aircraft are built. These regulations of various regulatory
authorities fall in line with each other to a greater extent.

 No pump can draw fuel from more than one tank at a time, and provisions must be made
to prevent air from being drawn into the fuel supply line.
 Turbine-powered aircraft must be capable of sustained operation when there is at least
0.75 cc of free water per gallon of fuel, and the fuel is cooled to its most critical condition
for icing.
 If multi-engine aircraft feed more than one engine from a single tank or assembly of
interconnected tanks, each engine must have an independent tank outlet and a fuel shutoff
valve.
 Tanks used in multi-engine fuel systems must have two vents arranged so that they are
not likely to both become plugged at the same time.
 All filler caps must be designed so that they are not likely to be installed incorrectly or be
lost in-flight.
 The fuel systems must be designed to prevent the ignition of fuel vapors by lightning.
 A gravity feed system must be able to flow 150% of the takeoff fuel flow when the tank
contains the minimum fuel allowable, and when the airplane is positioned in the attitude
that is most critical for fuel flow.

Types of Fuel system & operation: There are 2 types Fuel systems-

1. Gravity Feed fuel system: The fuel tanks are mounted above the carburetor, with gravity
causing the fuel to flow from the tanks to the carburetor. A selector valve is provided to
stop the fuel flow or to select a particular tank in the system from which to draw fuel. A
strainer filters the fuel before it reaches the carburetor. A drain is provided for removing
water and sediment trapped at the bottom of the fuel tank. A primer furnishes the
additional fuel required for engine starting.

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Figure: Gravity Feed fuel system

2. Pump Feed fuel system: Low-wing aircraft cannot dispense fuel through gravity.

carburetor. There needs to be an electric or engine-powered pump. to deliver
sufficient fuel pressure. In these, the selector valve. Systems typically have the option to
turn off or individually select a tank. everything enters the engine. There is no "Both"
option on the selector valve. Consequently, the pump would draw air from an empty
tank in this position. instead of gas from a full tank. the fuel selector has been left. fuel
enters the valve and travels through the primary strainer. an electric fuel pumps. The
electric pump is used to supply fuel pressure for starting the engine.

Figure: Pump feed fuel system

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{Turbine engine fuel supply systems (Engine driven pump + electrical pump systems with
net diagram and working mechanism}

The short description of a fuel system operating mode is given below: -

Refueling: A ground wire is connected from the fuel truck to the aircraft in a process known as
bonding. Airbus' guide on safe refueling states that "bonding ensures electrical continuity
between the aircraft and the refueling vehicle, preventing any spark to appear when the ground
operator connects the refueling hose to the aircraft coupling." 

Figure: Aircraft Refueling

Defueling: The method for defueling the aircraft can be suction, pumping, or a combination of

the two. Suction defueling, which does not completely empty the fuel tank, is done with the help
of the pressure fueling adaptor. Pumping is done using the drain valves found in each of the
upper main wheel wells. After employing this tactic, the tank contains the least amount of
gasoline. There are times when emptying the fuel tanks of an aircraft is necessary. This might
occur as a result of pollution, upkeep, or inspection. Defueling may occasionally be required
if the flight plan is changed.
Fuel Jettisoning System: Manifolds, pipes, and valves for jettisoning or dumping are included
in the systems, as well as dump chutes and their associated operating mechanisms. Each wing is
equipped with either a fixed nozzle or an extendable dump chute, depending on the system
design. If an aircraft's design landing weight is lower than its maximum takeoff weight, a
situation where a landing is desired before enough fuel has been burned off to lighten the aircraft
might arise. To avoid structural damage brought on by landing the plane when it is too heavy,
these aircraft must have fuel jettisoning devices that allow gasoline to be thrown out during
flight.

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Figure: Fuel jettisoning

Venting: In most cases, something is put into fuel tanks. 95% gasoline and 5% air make up an
airplane's fuel tank. In order to replace the gasoline being pulled out of the tank to fuel the
engines, air must be injected into the tank. This is the ventilation system's main purpose.
Changing air pressure as the aircraft rises and descends in the atmosphere and letting air out
while refueling are two additional uses. Even if the vents are closed, fuel will still be drawn out
during flight, but the air will have to expand as it fills in an increasing amount of space. As a
result, there is a drop in pressure. Either the fuel will stop leaking or the tank will eventually self-
destruct. Aircraft have fuel venting systems to prevent this.

Figure: Fuel Venting

Cross Feeding: A device that allows gasoline to be moved between tanks or engines in a
multiengine aircraft. Tank-to-tank transfer is also referred to as cross-feeding, especially in
single-engine aircraft when it happens from one side to the other. The fuel system is typically
composed of the fuel tanks mounted on the left and right wings of an aircraft. The cross-feed
valve serves as a temporary link between the two sides of the system. No system can be
completely drained by a leak on one side because the systems are kept apart and the fuel is
permitted to take the shortest path. The cross-feed valve is frequently kept shut for this reason.
To keep the plane balanced, the fuel levels in both wing tanks should be roughly equal the cross-
feed valve allows gasoline to flow from a tank with excess fuel to one with insufficient fuel.

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Figure: Cross-feeding system

Aircraft Fuel system components & Operation: The basic components of a fuel system
include tanks, lines, valves, pumps, filtering units, quantity indicating and warning systems.
Some systems will include central refueling provisions, fuel dump valves, and a means for
transferring fuel.

 Fuel Tanks:

Fuel tanks are manufactured from materials that will not react chemically with aviation fuel and
have a number of common features. Usually, a sump and drain are provided at the lowest point
in the tank. All except the smallest of tanks are fitted with baffles to resist fuel surging (Sloshing)
caused by changes in the attitude of the aircraft. Many fuel tanks incorporate flapper valves to
prevent fuel from flowing away from the boost pump or tank outlet when the aircraft is
maneuvering. In this capacity, the flapper valves are sometimes called “Clack” valves.

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Figure: Fuel tanks

Mainly there are three types of fuel tanks that are used on

aircrafts, and they are as follows.

1. Rigid fuel tanks- A rigid detachable gasoline tank is one that is mounted inside a
compartment created just for it. Metals or plastics are used to make rigid gasoline
tanks.
2. Flexible fuel tanks- A gasoline tank that resembles a large, reinforced rubber bag is
called a bladder tank.
3. Integral fuel tanks- Integral tanks are sealed spaces built into the construction of the
airplane that can hold gasoline. Wet winged aircraft are those that have an
incorporated fuel tank inside the wing.
 Fuel lines & fitting:

A synthetic rubber inner that is braided with strengthening fibers is the component of a flexible
gasoline hose. Only the authorized gasoline hose should be utilized. The necessary requirements
for fuel flow determine the diameter of the gasoline hoses and pipelines. Flexible hoses are
frequently used in locations where component vibration occurs, such as between the engine and
frame of an airplane.

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Figure: FAA approved Flexible hose.

Fuel system Valves: There are three basic types of hand-operated valves used in aircraft fuel
systems. They are:

 Hand-Operated Valve: Hand-operated gate valves are an option for situations where
stopping the flow of fuel doesn't require electricity. Gate valves are thus specifically utilized
as fire control valves. The valves are typically located in the fuel supply lines for each
engine. When the handle is turned, the valve's actuating arm lowers the gate blade into the
fuel flow path between seals. A gate valve's blade blocks a fuel flow path when it enters the
path.

Figure: Hand operated valve

 Motor-Operated Valves: Electric motors are used in large aircraft to operate the fuel
system valves because of the distance between the fuel system's components and the
cockpit. An electric motor with gears that is reversible turns the gate valve's actuating arm,
which pushes the fuel gate into or out of the fuel course. These types of valves, which either
allow gasoline to flow or stop it, are used in large aircraft fuel systems.

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Figure: Motor operated Valve

 Solenoid-Operated Valves: Inlet, outlet, a spring, an opening solenoid, and a closing

solenoid make up this valve. The valve is locked in the open position when the magnetic
pull necessary to activate the opening solenoid develops, and gasoline then flows through
the opening left by the poppet after the poppet has been removed by a spring. A closing
solenoid is activated in order to close the poppet and stop the flow of gasoline.

Figure: Solenoid Operated valve

Fuel pumps: There are three main purposes served by an aircraft fuel pump, which is in most
case, installed inside or in the vicinity of the fuel tanks.

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 Hand-Operated Fuel Pumps: When the handle is moved up and down, the vane inside the
pump rocks back and forth. When the handle is pulled down, the left side of the vane moves
up, pulling fuel into chambers A and D through the flapper--type check valve and the drilled
passage between the chambers. Fuel in chamber B is forced into chamber C through the
passage drilled through the center of vane and out the pump discharge line through check
valve.

Figure: Hand operated pump

 Centrifugal Boost Pumps: A centrifugal boost pump is one that has variable displacement.
Fuel is drawn in at the center and ejected to the outside as an impeller rotates. If the aircraft
is built in this way, the engine-driven fuel pump is fueled, backed up, and fuel is transferred
from tank to tank using the centrifugal boost pump. These systems use a precise throttle
switch to control the boost pump circuit's resistors. When the throttle is opened and the
boost pump switch is turned on, the pump operates at its highest speed; however, when the
throttle is closed, the pump speed immediately decreases.

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Figure: Centrifugal boost pump

Fuel Filters & Strainer: The function of the main strainer is important; it not only prevents
foreign matter from entering the carburetor, but also, because of its location at the low pint of the
rule system, traps any small amount of water that may be present in the system. In multiengine
aircraft, one main strainer is usually installed in each engine nacelle.[3]

Figure: Fuel filter & strainer

Fuel Ejector system: A fuel ejector system uses the Venturi principle to supply additional fuel
to the collector can, regardless of aircraft attitude. The submerged motor-driven boost pumps
supply fuel from each tank to their respective engines. During operation of the boost pumps, a

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portion of their output is routed to the fuel ejectors. The flow of fuel through the Venturi supplies
low-pressure fuel needed to draw additional from the ejector location. This fuel is then routed to
the collector cans.[1]

Figure: Fuel injector

Airbus A320 Fuel system:

The fuel system in A320 is fully automatic under normal operations. You just turn on the fuel
pumps during cockpit preparation and everything else is managed by a computer called the Fuel
level sensing control unit (FLSCU).

The A320 is equipped with wing tanks, divided into inner and outer tanks and a center tank. To
reduce the wing bending moments, the wing fuel is used the last. So, the center tank is emptied
first. The logic goes like this. As I said before the center tanks are used first but there is a catch.
During the preparation for the take-off and as the pilots set the slats, center tanks are stopped and
the fuel to the engine is solely pushed in by the wing tanks. This because the center tank cannot
gravity feed in a situation where you have a pump failure while the wing tanks can. Because take
off is a critical phase of flight, it is a safety measure to ensure that a pump failure does not
jeopardize the safety of the flight. After take-off the fuel supply line is switched to center tank
until it is fully used up.[4]

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Figure: Airbus A320 Fuel system

The center tank in the A320 does not transfer fuel directly to the engines. It transfers it to the
wing tanks and then the wing tanks supply it to the engine. When the wing tank is full, sensors in
the tank feed this information to the FLSCU. The FLSCU then orders center tank pumps to shut
off until about 500 kg of fuel is used up by the wing tanks.

The outer tanks of the wing empties fuel the last. It transfers fuel to the wing inner tanks as soon
as it senses inner tank fuel goes below 750 kg.[4]

Description of the function of the EEC (Electronic Engine Controller):

The Electronic Engine Controller (EEC) is a crucial component of a modern engine management
system. It is responsible for controlling various engine functions, including fuel
injection, ignition timing, and emissions control. The EEC receives inputs from various sensors
located throughout the engine, such as the throttle position sensor, oxygen sensor, and coolant
temperature sensor. Based on these inputs, the EEC makes real-time adjustments to the engine's
performance to optimize fuel efficiency, reduce emissions, and ensure reliable operation. The
EEC also monitors the engine for malfunctions and can generate diagnostic codes that can be
read by a mechanic to determine the cause of any issues. Overall, the EEC plays a vital role in
ensuring the efficient and reliable operation of modern engines.

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Figure: Electronic engine controller

Operation of Electronic engine controller: The Electronic Engine Controller (EEC) operates
by receiving input signals from various sensors located throughout the engine. These sensors
measure data such as the engine's speed, temperature, and air intake, and send this information to
the EEC. The EEC uses this information to calculate the correct amount of fuel and air mixture
needed to optimize engine performance.

The EEC also receives input from the driver, such as the position of the accelerator pedal, and
adjusts the engine's performance accordingly. For example, if the driver presses the accelerator
pedal, the EEC will increase the engine's fuel injection to provide more power.

The EEC also monitors the engine for malfunctions and can generate diagnostic codes that can
be read by a mechanic to determine the cause of any issues. This allows for quick and accurate
diagnosis of engine problems, which can save time and money on repairs.

Figure: Operation of EEC

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FADEC engine control system: FADEC (Full Authority Digital Engine Control) fuel control
system is a type of electronic fuel control system used in modern aircraft engines. It is a fully
automated system that uses digital technology to control the fuel flow to the engine.

The FADEC fuel control system consists of several components, including a fuel metering unit, a
fuel control unit, and an electronic control unit (ECU). The fuel metering unit measures the
amount of fuel required by the engine, while the fuel control unit regulates the fuel flow based on
the engine's power requirements. The ECU receives input from various sensors, such as engine
speed and temperature, and uses this information to adjust the fuel flow accordingly.

Figure: FADEC engine control system

Advantages and disadvantages of FADEC engine control system-

Advantages-

1. Increased efficiency: FADEC system can optimize engine performance for maximum

efficiency and reduced fuel consumption, leading to cost savings and environmental
benefits.
2. Improved reliability: FADEC system can continuously monitor engine performance and
adjust the fuel and air mixture to maintain optimal operation, which reduces the risk of
engine failure due to human error.
3. Simplified operation: FADEC system automates many engine control functions, reducing
the workload on pilots and operators.
4. Enhanced safety: FADEC system can adjust engine performance in real-time to respond
to changing conditions or emergencies, improving overall safety.

Disadvantages-

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5. Cost: The initial cost of a FADEC system is higher than traditional engine control
systems, which can be a barrier to adoption for some manufacturers and operators.
6. Complexity: FADEC system is a complex electronic system, which requires specialized
expertise and training to install, maintain, and repair.
7. Reliance on electronics: FADEC system relies on electronic components, which can be
vulnerable to failure, leading to potential safety risks.
8. Limited flexibility: Modifications to the engine or aircraft may require reprogramming of
the FADEC system, which can be time-consuming and costly.

Figure: Differences between FADEC & EEC

Description of the interaction between the pilot’s throttle input-

The interaction between the pilot's throttle input and the aircraft engine's fuel control system is
critical for maintaining safe and efficient operation of the aircraft.

The pilot's throttle input is used to adjust the engine's power output by controlling the amount of
fuel delivered to the engine. When the pilot moves the throttle lever forward, the fuel
control system responds by increasing the flow of fuel to the engine. Conversely, when the pilot
moves the throttle lever backward, the fuel control system decreases the fuel flow to the engine,
resulting in a decrease in power output.

The fuel control system also interacts with other aircraft systems, such as the propeller or rotor,
to optimize engine performance. For example, in a turboprop engine, the fuel control system

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adjusts the propeller pitch to maintain a constant engine speed while the pilot adjusts the throttle
to control the power output.

Figure: Throttle lever

In modern aircraft, the fuel control system is often automated through the use of an electronic
control unit (ECU). The ECU receives input from various sensors, such as engine speed and
temperature, and adjusts the fuel flow accordingly. The pilot's throttle input is still used to
control the engine's power output, but the ECU ensures that the fuel flow is optimized
for maximum efficiency and performance.

The operation of hydro-mechanical and electromechanical fuel control system-

The operation of the engine fuel pumps, control valves, and fuel control system is critical to
ensure a safe and efficient supply of fuel to the engine for all power settings. The fuel system
must be designed to deliver the correct amount of fuel to the engine at the appropriate time,
while also maintaining a consistent flow rate and pressure.

Engine fuel pump: The fuel pump is responsible for supplying fuel from the aircraft's fuel tanks
to the engine. The pump is typically driven by a mechanical or electric motor, and it pumps fuel
through the fuel lines to the engine. The fuel pump must be able to deliver fuel at the correct
pressure and flow rate to meet the engine's requirements.

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Figure: Engine fuel pump

Control valves: Control valves are used to regulate the flow of fuel through the fuel lines. These
valves can be either hydraulic or electric, and they are designed to control the fuel flow based on
the engine's requirements. For example, during takeoff or climb, the engine may require more
fuel than during cruise or descent.

Figure: control valves in electromechanical fuel control

The fuel control system- is responsible for regulating the amount of fuel delivered to the engine
based on the engine's power requirements. There are two types of fuel control systems - hydro-
mechanical and electromechanical.

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Figure: Fuel control unit

Hydro-mechanical fuel: Hydromechanical fuel system is a type of fuel control system used in

some aircraft engines. It is a combination of mechanical and hydraulic components that work
together to regulate the fuel flow to the engine.

The hydromechanical fuel system usually consists of a fuel pump, a fuel metering unit, and a fuel
control unit. The fuel pump is responsible for supplying fuel from the aircraft's fuel tanks to the
engine. The fuel metering unit measures the amount of fuel required by the engine, while the fuel
control unit regulates the fuel flow based on the engine's power requirements.

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Figure: hydromechanical Fuel Control System

Operation: The operation of a hydro-mechanical fuel control system starts with the fuel pump,
which supplies fuel from the aircraft's fuel tanks to the engine. The fuel then flows through the
fuel lines to the fuel metering unit. The fuel metering unit measures the amount of fuel required
by the engine based on various parameters such as engine speed and temperature.

The fuel control unit is responsible for regulating the fuel flow based on the engine's power
requirements. It typically consists of a series of valves that control the fuel flow based on the

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position of the throttle lever. The hydraulic servo uses pressurized hydraulic fluid to actuate the
fuel control unit and adjust the fuel flow.

The main components of a hydro-mechanical fuel control system include:

1. Fuel metering unit: This measures the amount of fuel required by the engine.

2. Fuel control unit: This regulates the fuel flow based on the engine's power requirements.

3. Hydraulic servo: This uses pressurized hydraulic fluid to actuate the fuel control unit and
adjust the fuel flow.

4. Fuel pump: This supplies fuel from the aircraft's fuel tanks to the engine.

5. Fuel lines: These transport fuel from the fuel pump to the fuel metering unit.

Hydro-mechanical fuel control systems are typically used in older aircraft engines. They are less
precise than modern electromechanical systems and are typically only capable of regulating the
fuel flow to within a certain range. They are also more prone to wear and tear, as they have more
mechanical components that can wear out or fail.

Electromechanical fuel control systems: Electromechanical fuel control systems are a type of
fuel control system used in modern aircraft engines. These systems use a combination of
mechanical and electronic components to regulate the fuel flow to the engine.

The main components of an electromechanical fuel control system include a fuel metering unit, a
fuel control unit, an electronic control unit, and various sensors. The fuel metering unit is
responsible for measuring the amount of fuel required by the engine, while the fuel control unit
regulates the fuel flow based on the engine's power requirements. The electronic control unit
receives input from various sensors, such as the engine's speed and temperature, and uses this
information to adjust the fuel flow accordingly.

Figure: Electromechanical fuel control system

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Advatages-
One of the main advantages of electromechanical fuel control systems is their precision. These
systems are capable of regulating the fuel flow to within very tight tolerances, which can
optimize the engine's performance and fuel efficiency. They are also more reliable than older
hydro-mechanical systems, as they have fewer mechanical components that can wear out or fail.

Overall, the proper operation of the fuel pumps, control valves, and fuel control system is critical
to ensure a safe and efficient supply of fuel to the engine for all power settings. Any failure or
malfunction in these components can result in reduced engine performance or even engine
failure, which could pose a significant safety risk. Regular maintenance and inspections are
necessary to ensure that the fuel system is functioning correctly and in compliance with aviation
regulations.

Aircraft actuation technologies

An actuator is a component of a machine that is responsible for moving and controlling a
mechanism or system. Actuators on aircraft perform a number of important functions

Electrohydraulic actuators: Electrohydraulic actuators are devices that convert electrical

energy into hydraulic power to control the movement of mechanical components. These
actuators are commonly used in aircraft systems, such as landing gear, flaps, and thrust reversers.

An electrohydraulic actuator typically consists of an electric motor, a hydraulic pump, and a

hydraulic cylinder. The electric motor drives the hydraulic pump, which pressurizes
the hydraulic fluid. The pressurized fluid is then used to actuate the hydraulic cylinder, which
moves the mechanical component.

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Figure: Electrohydraulic actuators

Advantages-
One of the main advantages of electrohydraulic actuators is their high-power density. They are
capable of generating a large amount of force with relatively small components. They are also
more precise than purely hydraulic or purely electric actuators, as they combine the speed and
accuracy of electric actuators with the high force capability of hydraulic actuators.

Electro hydrostatic actuators: Electro hydrostatic actuation systems convert electrical energy
to hydraulic energy to mechanical energy locally at the actuation site. It is exploiting high
equipment-level power density and eliminate inefficiencies associated with a central hydraulic
power distribution network. Generally, the electronic command signals are delivered to the
electro hydrostatic actuator over electrical cables. The self-contained unit consists of an electric
motor which drives a hydraulic pump to pressurize fluid for a hydraulic actuator.

Electromechanical actuators: Electromechanical actuators convert electrical energy to

mechanical energy. These actuators do not use hydraulic fluid, eliminating the presence of the
toxic and flammable liquid and its associated piping, power sources and potential for leaks. An
electric motor drives a linear actuator. Electromechanical actuators may appear to be an optimal
solution for more-electric and all-electric aircraft

Electrohydrostatic actuators (EHAs) and electromechanical actuators (EMAs) are two popular
types of actuators used in various applications. Both have their own set of advantages and are
suitable for different types of applications.

Advantages of electrohydrostatic actuators (EHAs):

Name: -Md Morsalin Ibn Zaman
Level-ND-12
ID No: -UCA-2231202 Page 25 of 27
United College of Aviation Science & Management
1. High power density: EHAs are capable of providing high force output with relatively small
components, which makes them suitable for applications where space is limited.
2. High precision: EHAs are capable of precise control of the output, which makes them suitable
for applications where accuracy is important.
3. Reduced weight: EHAs are typically lighter than traditional hydraulic actuators, which can
reduce the overall weight of the system.
4. Improved efficiency: EHAs are more efficient than traditional hydraulic actuators, which can
reduce energy consumption and operating costs.

Advantages of electromechanical actuators (EMAs):

1. High precision: EMAs are capable of providing precise control of the output, which makes
them suitable for applications where accuracy is important.
2. Reduced maintenance: EMAs are typically more reliable than traditional hydraulic actuators,
which can reduce maintenance and repair costs.
3. Improved flexibility: EMAs are more flexible than traditional hydraulic actuators, as they can
be easily programmed and controlled to provide precise movements and adjust to changing
conditions.
4. Improved safety: EMAs are inherently safer than traditional hydraulic actuators, as they do not
rely on hydraulic fluid, which can pose a safety risk if leaked.

In summary, electrohydrostatic actuators and electromechanical actuators have their own set of
advantages and are suitable for different types of applications. EHAs are typically better suited
for applications where high-power density and reduced weight are important, while EMAs are
typically better suited for applications where high precision and reduced maintenance are
important.

Name: -Md Morsalin Ibn Zaman

Level-ND-12
ID No: -UCA-2231202 Page 26 of 27
United College of Aviation Science & Management
References-

1. Sub Module 11.10 Fuel Systems (ATA 28).pdf

2. https://www.naa.edu/aviation-fuel/#:~:text=There%20are%20two%20main
%20types,aviation%3A%20jet%20fuel%20and%20AVGAS.
3. https://www.aircraftsystemstech.com/2017/06/aircraft-fuel-filters.html
4. https://www.quora.com/What-is-the-sequence-of-fuel-transfer-in-the-Airbus-A320-
cockpit-Which-buttons-do-you-press-and-in-which-order
5. https://rochesteravionicarchives.co.uk/collection/engine-control/boeing-757-engine-
control-computer-1
6. https://aviation.stackexchange.com/questions/95447/how-do-aircraft-throttle-levers-
allow-the-pilot-to-move-the-levers-as-well-as-m
7. https://www.howacarworks.com/basics/how-a-fuel-pump-works
8. https://www.aerocontact.com/en/virtual-aviation-exhibition/product/148-fuel-control-unit

Name: -Md Morsalin Ibn Zaman

Level-ND-12
ID No: -UCA-2231202 Page 27 of 27