FALCON 7X 02-28-05

ATA 28 – FUEL SYSTEM

CODDE 1 PAGE 1 / 4
GENERAL
DGT97831 ISSUE 2

ACRONYMS

APU Auxilary Power Unit

BP Booster Pump
CAS Crew Alerting System
CB Circuit Breaker
CCD Cursor Control Device
CG Center of Gravity
ECP Emergency Control Panel
FCP Fire Control Panel
FLCU Fuel Level Control Unit
FMS Flight Management System
FQMC Fuel Quantity Management Computer
FQ Fuel Quantity
FQMS Fuel Quantity Management System
FR Fuel Remaining
Fuel SOV Fuel Shut Off Valve
IRS Inertial Reference System
LP Low Pressure
OP Overhead Panel
PCB Print Circuit Board
PDU Primary Display Unit
POF Phase Of Flight
PPH Pound Per Hour
RCP Refueling Control Panel
SSPC Solid State Power Controller

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GENERAL
ISSUE 2 DGT97831

INTRODUCTION

Fuel system provides engines and APU with pressurized fuel.

It is composed of three independent groups of fuel tanks that feed, in normal operation, their
respective engine and the APU:
- TANK 1 (Left group of fuel tanks ): feeds engine 1,
- TANK 2 (Center group of fuel tanks): feeds engine 2 and the APU,
- TANK 3 (Right group of fuel tanks): feeds engine 3.
Total usable fuel quantity is 31, 940 lb. / 14, 488 kg / 4, 766 USG / 18, 042 l (with fuel density
of 6.7 lb. per USG / 0.803 kg / l).
Two booster pumps per TANK and bleed air pressurization are used to supply fuel to the
three engines and APU.
A Fuel Quantity Management Computer (FQMC), and dedicated circuit boards provide fuel
monitoring and fuel management.

FIGURE 02-28-05-00 - FUEL PRINCIPLE DIAGRAM

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GENERAL
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FLIGHT DECK OVERVIEW

CONTROLS

Crew control of the Fuel system is performed

- Primarily via the FUEL section of the overhead panel (OP),
- Via the Emergency Control Panel in the very improbable case of engine rotor burst,
- Via the Fire Control Panel in case of engine Fire.

INDICATIONS

Crew indications with regard to Fuel system are located in:

- The HSI window of the PDU for recapitulative of Fuel Quantity and Fuel remaining,
- The ENG-TRM window of the PDU for Fuel Used and Fuel Quantity of each TANK
- The FUEL synoptic,
- The ENG-CAS window for CAS messages and white configuration message,
- The STATus synoptic / FAULT tab for fault messages.

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GENERAL
ISSUE 2 DGT97831

FIGURE 02-28-05-01 - FLIGHT DECK OVERVIEW

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DESCRIPTION
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GENERAL

The Fuel system provides following main functions:

- Refueling and defueling (the airplane may be pressure or gravity refueled or de-fueled),
- Fuel storage and monitoring,
- Fuel tanks pressurization,
- Fuel distribution to the three engines and APU.

¾ Refer to "Ground Servicing" section for a description of refueling and defueling.

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FUEL STORAGE AND MONITORING

FUEL STORAGE

The fuel is contained in three tank "groups", which will be referred to as TANK:
- Group 1 & 3 tanks (TANK1 and TANK 3) are located in the wings and the fuselage,
- Group 2 tanks (TANK2) are wholly located in the fuselage.

All tanks are structural part of the airplane.

FIGURE 02-28-10-01 - TANKS REPARTITION

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DESCRIPTION
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TANK 1 and 3

Groups 1 and 3 tanks are composed of a wing part and half of the forward fuselage tank.
- TANK 1: LH wing tanks and left fwd tank supplies engine 1,
- TANK 3: RH wing tanks and right fwd tank supplies engine 3.
Each wing tank is divided into four sections (center, inboard, middle and outboard),
separated by a rib with interconnection holes at the upper part and flapper valves at the
lower part.
For each group, 2 booster pumps are located in a feeder compartment separated from
the wing tank by a rib with interconnection holes and flapper valves (which avoid fuel from
flowing towards the wing tips during turns).

TANK 2

Fuselage group 2 tank supplies engine 2 and APU and is divided into two sections:
- The front tank, located immediately forward to the main landing gear wheels wells,
- The rear tank, located aft to the main landing gear wheel wells.
2 booster pumps are located in the feeder compartment of the rear tank. It is separated
from the rest of the rear tank by a rib with interconnection holes and flapper valves.

Tank drains

There are 11 sump drains located at the low points in the tanks:
- For TANK 1 and 3: 1 under the wing, 2 under the fuselage (forward tanks),
- For TANK 2: 3 under the front tank and 2 under the rear tank.

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FUEL GAUGING AND MONITORING SYSTEM

Fuel gauging and monitoring is performed by:

- The Fuel Quantity and Management Computer (2 independent channels FQMC),
- The Fuel Level Control Unit (FLCU),
- Fuel tank gauges and temperature sensors,
- Engine fuel flow meters,
- Flight Management System.

¾ Refer to DESCRIPTION - SUPPLEMENTARY INFORMATION section for additional

information on the FQMC.

Functions performed are:

- Fuel tanks gauging,
- Fuel flow measurement,
- Fuel used computation (without APU consumption),
- Fuel remaining calculation (FMS),
- Fuel temperature measurement,
- High and low level detection ,
- Center of gravity monitoring,
- Monitoring of each valve status,
- Fuel system integrity monitoring.

In addition, channel 1 of the FQMC performs APU oil tank gauging on ground.

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DESCRIPTION
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TANKS PRESSURIZATION

The tanks are pressurized by LP bleed air from No 1 and No 3 engines. It is available
whenever engines 1 or 3 are operating without crew interaction.
The pressure is regulated at 2.9 psi.
The pressure can be read on a tank pressure gauge in the rear compartment.

¾ Refer to "System Protections" section for information on Overpressure and negative

pressure protections.

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DISTRIBUTION

GENERAL

In normal operation, each of the three independent TANKS (1, 2, and 3) supplies fuel to its
respective engine. TANK 2 also feeds the APU during ground operation.
Two booster pumps per TANK are used for the Fuel distribution.
The normal crossfeed (X-BP) system permits any booster pump to supply pressurized fuel
to any engine in the event of booster pumps failure.
The normal crosstank (X-TK) system permits to connect any tanks to another to compensate
asymmetric fuel consumption. It uses the interconnection system associated to the
refueling-defueling system to transfer fuel between tanks.
In case of failure of X-BP (1↔3 / 3↔1), or X-TK (1↔3 / 3↔1), backup mode (X-BP B/U or
X-TK B/U) allow fuel transfer X-BP and X-TK between lateral groups.

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DESCRIPTION
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FIGURE 02-28-10-02 - FUEL DISTRIBUTION DIAGRAM

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FIGURE 02-28-10-03 - FUEL SECTION OF THE OVERHEAD PANEL

BOOSTER PUMPS

Each of the three feeder tanks (or "booster pump" compartment) contains two booster
pumps:
- A normal fuel Booster Pump,
- A stand-by fuel Booster Pump, which is identical to the normal booster pump.

Both pumps are used subsequently at engine start in order to ensure they both are
functional:
- Engine start is performed with the stand-by pump,
- When the engine is running, the normal pump is switch on and the stand by pump is
stopped.
The status of the two Booster Pumps is controlled with the “BOOST” pushbuttons on the
overhead panel.

SHUT-OFF VALVES

There are 4 fuel Shut Off Valves (SOV):

- One for each engine,
- One for the APU.

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FUEL CROSSFEED

Normal Crossfeed (X-BP)

The purpose of the fuel crossfeed function is to enable feeding of an engine by an other
TANK than the dedicated one. This is generally used in case of an engine failure. The
operating engines can run on the fuel initially dedicated to the dead engine.
It could also be used in case of booster pumps failure.

Backup Crossfeed

For the fuel crossfeed between engines 1&3 and tanks 3&1, in addition to the normal
X-BP 1-3 or X-BP 3-1, a backup XBP system is available and commanded by a dedicated
“BACKUP 1-3” pushbutton on the overhead panel.

Crossfeed control

For crossfeed function, transfer valves are controlled by a dedicated Circuit Board.

ENG 2 BackUp supply

In case of No 2 engine fuel line leak due to No 3 engine rotor burst, engine 2 can be
supplied in emergency through the APU feeding by means of a dedicated backup fuel
line.
The back up fuel line is activated using the “FUEL 2 B/U” switch on the emergency panel.

FUEL TRANSFER

Fuel Transfer within each TANK

During normal emptying of the fuel tank, fuel is transferred within each tank from the
different compartments to the feeder tank. This transfer is performed by Jet pumps, holes
between tanks and piping.
Jet pumps operate according to the venturi principle by using motive fuel flow delivered
from the booster pumps. The jet pumps ensure that the booster pumps remain always
immersed in their compartments.

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DESCRIPTION
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Commanded Fuel Transfer between TANKS (X-TK)

■ Normal X-TK

Fuel can be transferred from any TANK to any other TANK upon pilots manual
command.

■ Back Up X-TK

For the fuel transfer between TANKS 1 and 3, in addition to the normal XTK, a
backup XTK system is available and commanded by a dedicated “BACKUP 1-3”
pushbutton on the overhead panel.

■ X-TK control

For X-TK function, transfer valves are controlled by a dedicated Circuit Board.
When normal XTK is selected, the corresponding X-BP is set on. Booster pumps on
the low level side are not automatically switched off.

NOTE
In case of loss of Fuel gauges, the normal fuel transfer mode is not available.

INTERACTIONS OF CROSSFEED AND X-TK

Include a brief description of interactions of X-BP and X-TK

Also explain interactions between XTK back up and X-BP

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DESCRIPTION - SUPPLEMENTARY INFORMATION
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DESIGN PRINCIPLES

The main concept of Fuel system is:

- Each tank provides fuel to his own engine, that means Tank 1 to Engine 1, Tank 2 to
Engine 2 and Tank 3 to Engine 3.
- Transfer between all tanks is available 1Î3, 3Î1;1Î2, 2Î1;3Î2, 2Î3 through a
pressurised system
- A back up transfer allows each lateral to provide fuel to the other side by gravity
- Tanks are pressurised to cope with the following operation conditions:
o Hot fuel,
o Pumps failure during take off,
o Possible evaporation at high altitude.
- Two independent devices provide low fuel alerts for each TANK.

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EQUIPMENT LOCATION

FIGURE 02-28-15-00 - FUEL SYSTEM EQUIPMENT LOCATION

The FQMC is located in a pressurized area (aft toilet compartment), away from hot air ducts,
hydraulic piping and fuel piping. The FLCU is located under the passenger cabin.

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DESCRIPTION - SUPPLEMENTARY INFORMATION
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ELECTRICAL POWER SUPPLY

Following paragraph describes the power supply for the main equipment of the Fuel system.
Electrical protection is provided either:
- By Solid State Power Controllers (SSPC) ,
- By Circuit Breakers (CB).
¾ Refer to ATA 24 – ELECTRICAL POWER for additional information.

EQUIPMENT POWER SUPPLY TYPE OF PROTECTION

LH FQMC LH ESS / BAT 2 SSPC
RH FQMC RH ESS / BAT 2 CB
LH FLCU LH ESS / BAT 2 CB
RH FLCU RH ESS / BAT 2 CB
Normal BP1 LH MAIN CB
STBY BP1 LH ESS CB
Normal BP2 LH ESS CB
STBY BP2 RH ESS CB
Normal BP3 RH MAIN CB
STBY BP3 LH ESS CB
Fuel SOV1 (dual motors) RH ESS / BAT 1 CB
Fuel SOV2 (dual motors) LH ESS / BAT 2 CB
Fuel SOV3 (dual motors) RH ESS / BAT 1 CB
Normal XBP, XTK circuit
LH ESS SSPC
board
Stby XBP, XTK circuit board RH ESS SSPC

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DESCRIPTION - SUPPLEMENTARY INFORMATION
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FUEL SYSTEM PRINCIPAL

FIGURE 02-28-15-01 - FUEL SYSTEM GENERAL DIAGRAM

Fuel pump can be directly controlled through Overhead Panel with Boost 1, 2, 3 pushbuttons.
To be efficient, the others pushbuttons functions (X-TK / X-BP) require:
- A whole of conditions to be checked and,
- The sequences of opening / closing valves to be realized.
These actions are transferred from the OP to the PCB.
The fuelling valves are controlled by the FLCU which in directed by:
- The FQMC in partial fuelling,
- The Height Level Sensors in the full fuelling.

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DESCRIPTION - SUPPLEMENTARY INFORMATION
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FUEL STORAGE AND MONITORING - DETAILED DESCRIPTION

FUEL TYPES

¾ Refer to CODDE 2 for a list of various fuel types which may be used, as per engines
specifications.
The minimum fuel temperature is 3°C above the fuel type freezing point.

FUEL QUANTITIES

The fuel quantities in the different TANKS are:

TANK 1 TANK 2 TANK 3

10, 522 lb 10, 895 lb 10, 552 lb

4, 773 kg 4, 942 kg 4, 773 kg
1, 570 USG 1, 626 USG 1, 570 USG
5, 944 l 6, 154 l 5, 944 l

The usable capacities are determined by the position of the end filling thermistors, and these
levels are determined to ensure a volume of air permitting an expansion of at least 2%.
Unusable fuel including fuel pipes is 85 Kg (190 Lbs).

FUEL QUANTITY MANAGEMENT COMPUTER

The FQMC has two independent channels which are separated electrically and
mechanically but executing the same tasks.
The FQMC channel 1 is supposed to be master, channel 2 being slave.
Each channel of FQMC measures the engines oil remaining (ground only).
Channel 1 of FQMC measures APU oil remaining (ground only).

FQMC has his own internal test which checks the validity of the configuration. In case of a
mismatch the FQMC would trigger a CAS message.
FQMC implements compensation signal for:
- Density (sensor in feeder tank),
- Aircraft attitude,
- Wing deflection.

The FQMC monitors the validity of the gauges.

The precision of the computer is:
- Close to emptyÎ 0,6% (approximately 100 Lbs)
- Close to full Î 1,2% (approximately 500 Lbs)

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DESCRIPTION - SUPPLEMENTARY INFORMATION
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FUEL LEVEL CONTROL UNIT

The Fuel Level Control Unit (FLCU) performs the following functions:
- High level detection,
- Low level detection 1000 lbs and warning,
- Refueling valves management,
- ARINC communications with FQMC for system integrity monitoring.

In case of total FQMC failure to avoid a complete loss of fuel indication, the 1000 lbs level
detection is made by an independent system including dedicated level sensors connected to
the FLCU.
The FLCU detects the 1000 lbs fuel level using the data received from the three 1000 lbs
fuel level sensors and sends the data to the Modular Avionic Unit (MAU), for display in the
cockpit.

The FLCU commands the 4 refueling valves associated to the wing tanks and the front and
rear fuselage tanks either in refueling mode or transfer mode. This refueling valves
management is performed according to the level sensors state and external signals received
from the FQMC or the Refueling Control Panel (RCP).

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FUEL DISTRIBUTION - DETAILED DESCRIPTION

BOOSTER PUMPS

Booster pumps are all identical, immersed and of centrifugal type. Each pump is AC
powered, by mean of a built-in inverter converting 28 VDC to 115 VAC 400Hz.
The pump cavity is explosion proof and the temperature is controlled by a current limiter.
The temperature will never exceed 90°C.
When no pumps are available on an engine without XBP, the flight altitude is limited to
35000 feet with JET A-1.

Automatic control of booster pumps at Aircraft power up and shut down

During aircraft power up, the fuel booster pumps are controlled by the "virtual pilot" within
the MAU.
When APU is started (APU MASTER pushbutton depressed), the stand-by booster pump
2 is automatically activated.
At engine start, the respective fuel stand-by pump is started.
When engine reaches idle,
- The fuel stand-by pump is set off
- The normal booster pump is activated.
When APU or engines are stopped, the booster pumps remain on.

Automatic control of booster pumps during Fuel transfer (on ground and in-flight)

During Fuel transfer (X-TK), the fuel booster pumps are controlled by a dedicated circuit
board.
When normal fuel transfer is activated (X-TK), both booster pumps are activated in the
tank that supplies fuel.

JET PUMPS

They are installed in the booster pump compartment located in the feeder tanks, all identical
and operate according to the venturi principle by using motive fuel flow delivered from the
booster pumps.
In TANK 1 and TANK 3:
- Four jet pumps transfer fuel from the center, inboard, middle and outboard wing
sections into the booster pump compartment,
- One jet pump transfers fuel from forward section to the booster pump compartment.

In TANK 2: three jet pumps are installed in the booster pump compartment:
- One in the front tank,
- Two in the rear tank.

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FIGURE 02-28-15-02 - FUEL TANK CIRCULATION SCHEMATIC

EMPTYING SEQUENCE OF THE FUEL TANKS

The normal emptying sequence of the tanks, through the jet pumps and holes between
tanks is:

TANK 1 and 3:

- 1: forward tank
- 2: outboard wing tank,
- 3: middle wing tank,
- 4: inboard wing tank,
- 5: center wing tank,
- 6: feeder tank.

TANK 2:

- 1: front tank,
- 2: rear tank,
- 3: central feeder tank.

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CONTROLS AND INDICATIONS
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CONTROLS

Crew control of the Fuel system is performed:

- Primarily via the FUEL section of the Overhead Panel (OP),
- Via the Emergency Control Panel (ECP) in the very improbable case of engine rotor burst,
- Via the Fire Control Panel (FCP) in case of engine Fire
- Via the SERVICING page to test the fuel thermistor (1000 lb measurement).

FUEL SECTION OF THE OVERHEAD PANEL

FIGURE 02-28-20-00 - FUEL SYSTEM SECTION OF THE OVERHEAD PANEL

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SYNTHETIC TABLE

TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
Manually controls to on or
OFF either the Normal or
ST-BY BOOST 1, BOOST 2
and BOOST 3 pumps.
Unlighted
On
on
Pressing the BOOST
pushbutton for less than
2 sec. switches between:
- Unlighted On
- ST-BY
Pressing the BOOST
pushbutton for more than
2 sec. switches the Push ST-BY
corresponding pump to: ST-BY On
- OFF

Automatic operation
(on ground only):
- When APU is started
(APU MASTER
pushbutton depressed),
the stand-by booster
pump 2 is automatically
activated.
- During engine start, the
respective stand-by
then normal booster Push OFF OFF
pump are successively
activated (when engine
reaches idle, the stand-
by is set off and the
normal booster pump
activated).
- When APU or engines
are stopped, the
booster pumps remain
on.

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CONTROLS AND INDICATIONS
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TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE

Low
pressure
in fuel
line

Invalid
data

When one XTK is selected,

No control Both NORMAL and ST-BY BP
available for the are operating at the same No action BOTH
crew time to speed up
X-TK fuel transfer:

Push
X-BP
X-BP valve
Open
ON

Manually turns ON or off the

X-BP in order
to feed any engine by
any group of tanks.

X-BP
X-BP off valve
Closed

Invalid
data

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CONTROLS AND INDICATIONS
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TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE

X-TK
valve
Open

Push (1Í3)

X-TK
Manually controls the fuel ON
transfer between LH wing
tanks, RH wing tanks and Open
fuselage tanks (1Î3)
When XTK is selected,
the BP of the furnishing
side are both running.

X-TK
Push
valve
X-TK off
Closed

Invalid
data

Selection of the alternate way No

Normal
to engine 1-3 / Tank 1-3 synoptic
crossfeed or fuel transfer.
Caution: BACKUP 1↔3
should never be Backup
actuated whenever Push on
a normal X-TK X-TK
to
is in progress. activate 1↔3
operating

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EMERGENCY PANEL

FIGURE 02-28-20-01 - EMERGENCY PANEL

TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE

Depressed
No indication
Manually controls to ON off
or OFF the fuel feeding of
No 2 engine through the APU
fuel line in case of No 2 engine
fuel line leak due
to engine 3 rotorburst.
Pushed ON No indication

FIRE CONTROL PANEL

The FIRE 1, FIRE 2, FIRE 3 and FIRE APU pushbuttons activate the respective fuel (FSOV)
and hydraulic shut-off valves of No 1 engine, No 2 engine, No 3 engine and the fuel shut-off
valve of the APU.

FIGURE 02-28-20-02 - FIRE CONTROL PANEL

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SERVICING PAGE

FIGURE 02-28-20-03 - SERVICING PAGE

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INDICATIONS

Crew indications with regard to Fuel system are located in:

- The HSI window of the PDU for recapitulative of Fuel Quantity and Fuel Remaining,
- The ENG-TRM window of the PDU for Fuel Used and Fuel Quantity of each TANK,
- The FUEL synoptic,
- The STATus synoptic / FAULT tab for fault messages,
- The ENG-CAS window for CAS messages.

HSI WINDOW

FIGURE 02-28-20-04 - FUEL QTY INDICATION ON THE HSI

The total Fuel Quantity (FQ), sum of the different tanks quantities gauged by the Fuel
Quantity Management Computer (FQMC), and the Fuel Remaining (FR), computed by the
FMS, are permanently displayed on the PDU.

NOTE
Fuel Remaining does not decrease despite APU consumption. Therefore, just before start up
the crew will need to synchronize FR (Fuel Remaining) with the fuel quantity displayed.

Fuel Remaining is synchronized up to the first engine fuel flow movement and re-
synchronizes after the last engine fuel flow movement.

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ENG-TRM WINDOW

FF, FU and FQ are permanently displayed on ENG-TRM window of the PDU.

FIGURE 02-28-20-05 - PDU ENGINE WINDOW INDICATIONS

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FUEL SYNOPTIC PAGE

FIGURE 02-28-20-06 - FUEL SYNOPTIC PAGE

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Fuel line denomination

FIGURE 02-28-20-07 - FUEL LINE DENOMINATION

Fuel line color symbology

FIGURE 02-28-20-08 - FUEL LINE COLOR SYMBOLOGY

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CONTROLS AND INDICATIONS
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Temperature and gauging indications

Fuel TEMPerature probes stand in the LH and center feeder tanks and provide
temperature indication on the FUEL page: the lowest of the two measured temperatures
is displayed, or the remaining valid one in case of a sensor failure.
Fuel Used is computed by the FQMC. Computation starts as soon as one engine is
running and stops when the three engines are shut off. It does not compute fuel burned
by the APU. It can be reset with the RESET FU soft key on the FUEL page.
Fuel Remaining is supplied by FMS. It is the result of Fuel Quantity inserted in the
Preflight POF page at system initialization minus Fuel Used. The FR is automatically
synchronized with the FQ (APU fuel consumption is not taken into account) :
- At aircraft power on.
- After all engine start.
Fuel Quantity calculated by the FQMC based on fuel gauges through the MAU.
FQ1, FQ2 and FQ3 buttons give access to a separate dialog box that displays individual
fuel quantity for each tank of the group.
Clicking on FQ1, 2 or 3 open their respective window.
To close the windows, place the cursor in the upper part, on the X box and click with
enter button of the CCD.

FIGURE 02-28-20-09 - FUEL FIELD FQ 1, 2 AND 3 - FULL CAPACITY

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CONTROLS AND INDICATIONS
ISSUE 2 DGT97831

FQ1 or FQ3 windows

FWD Forward tank fuel quantity

OUT Wing outer tank fuel quantity
MID Wing middle tank fuel quantity
IN Wing inner tank fuel quantity
CTR Wing center tank fuel quantity
When any of the above fuel quantity data is invalid, the corresponding indication is
replaced by four amber dashes.
If any of the above fuel quantity is degraded, the appropriate value is displayed in an
amber box.

For example:

FEED Feeder compartment tank fuel quantity

FQ1 or 3 Circuit total fuel quantity
When any of the above fuel quantity data is invalid, the corresponding indication is
replaced by four amber dashes for the FEED and five amber dashes for the FQ1 or FQ3.
If CAS message FUEL : TK LO LVL is active, the value is displayed with black digits
on amber background.
If any of the above fuel quantity is degraded, the appropriate value is displayed in an
amber box.

FQ2 window

FRONT Center front tank fuel quantity

REAR Center rear tank fuel quantity
When any of the above fuel quantity data is invalid, the corresponding indication is
replaced by four amber dashes.
If any of the above fuel quantity is degraded, the appropriate value is displayed in an
amber box.

FEED Center collector tank fuel quantity

FQ2 Center circuit total fuel quantity

When any of the above fuel quantity data is invalid, the corresponding indication is
replaced by four amber dashes for the FEED and five amber dashes for the FQ1 or FQ3.
If CAS message FUEL : TK _ LO LVL is active, the value is displayed with black digits
on amber background.

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CONTROLS AND INDICATIONS
DGT97831 ISSUE 2

If any of the above fuel quantity is degraded, the appropriate value is displayed in an
amber box.

Low level

Fuel levels are monitored for each group of tank through two types of detection:

When the 1,000 lb level is reached in a TANK, a white label is displayed next to
the Fuel Quantity (FQ) readout of the FUEL synoptic page and the FUEL: TK .. LVL
message appears in the CAS window.
When the 250 lb. level is reached in a feeder tank: FUEL: TK .. LO LVL message
appears in CAS window, in HSI window FQ is displayed amber, in ENG-TRM window
corresponding FQ is displayed amber, in FUEL synoptic corresponding FQ group and
wing symbol are displayed amber.
Degraded gauging situations can occur during a loss of fuel gauge. In this case
GAUGING DEGRAD message appears in the FAULT tab of the STATus window and the
normal fuel transfer mode is not available.

WHITE CONFIGURATION MESSAGES

The system provides the following verification of configuration:

- For multiple XBP or XTK pushbutton selection, the message
FUEL: X-CMD INVALID INPUTS is displayed

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ATA 28 – FUEL SYSTEM
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DGT97831 INFORMATION ISSUE 2

FUEL PRESSURIZATION INDICATION

A fuel pressurization indication is available in the airplane rear compartment on the right side
when facing the plane nose (pressure gauge).

FIGURE 02-28-25-00 - PRESSURE FUEL GAUGE

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ISSUE 2
INFORMATION DGT97831

LOW LEVEL MANAGEMENT

The two CAS messages FUEL: TK .. LVL and FUEL: TK .. LO LVL are based on two
different types of detection:
- Detection for FUEL: TK .. LVL (quantity in a group is less than 1,000 ± 200 lb) is based
on separate detection thermistors located in center wing lateral tanks and in central rear
tank.
- Detection for FUEL: TK .. LO LVL (quantity in a feeder tank is less than 250 lb) is based
on the fuel gauged quantities.

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SYSTEM PROTECTIONS
DGT97831 ISSUE 2

SYSTEM MONITORING

Monitoring of the following functions is provided by the fuel system:

- Fuel pressure feeding the engine,
- Integrity of Fuel pressure sensor integrity,
- Fuel tank unbalance to respect maximum lateral and longitudinal unbalance,
- Fuel CG,
- Low level.

FUEL PRESSURE SENSORS

For each engine, a pressure sensor located in the engine supply line downstream of the
Fuel Shut-Off valve monitors the fuel pressure feeding the engines. When pressure is
insufficient (booster pump failure or fuel leak), a CAS message is triggered.
Pressure sensor integrity is monitored by a CAS message.

FIGURE 02-28-30-00 - CIRCUIT PROTECTION DIAGRAM

LOW LEVEL MANAGEMENT

¾ Refer to section 02-28-20 and 02-28-25 for information related to low level detection

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SYSTEM PROTECTIONS
ISSUE 2 DGT97831

FUEL TRANSFER MONITORING

In case of significant fuel CG location drift or unbalance due to:

- Fuel transfer system multiple failures,
- Crew action,

The fuel computer detects it by comparing fuel quantities gauges in the three groups.
A FUEL : TKS LVL MISCONFIG message is triggered when the gauged values depart
from the domain presented hereunder:

GR2 (kg)
5000
4500
4000
3500 Min of GR1 or GR3
3000
Linear interpolation
2500
Max of GR1 or GR3
2000
1500
1000
500
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
GR1 or GR3 (kg)

A FUEL : WINGS QTY MISMATCH message is triggered when a 1500 lbs difference occurs
between groups 1 and 3.

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SYSTEM PROTECTIONS
DGT97831 ISSUE 2

ACTIVE PROTECTIONS

OVERPRESSURE AND NEGATIVE PRESSURE RELIEF VALVES

2 valve boxes provide:

- Negative pressure relief to allow air to replace the consumed fuel in tanks,
- Overpressure relief in all tanks, in case of excessive pressure in the tanks.

4 negative pressure relief valves (2 per wing) located near the wing tip also provide negative
pressure relief.
On ground, during fueling operation, pressure relief of the tanks is provided by:
- Three electrical vent valves,
- Two electrical pressurization valves.

These valves are closed in flight.

BOOSTER PUMP TEMPERATURE

A current limiter ensures each booster pump temperature does not exceed 90°C (also in
case the feeder tank runs dry or due to a jammed rotor)

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DGT97831 INFORMATION ISSUE 2

SYSTEM MONITORING

LOW LEVEL MANAGEMENT

¾ Refer to section 02-28-20 and 02-28-25 for information related to Low level detection

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ATA 28 – FUEL SYSTEM
CODDE 1 PAGE 1 / 8
GROUND OPERATION
DGT97831 ISSUE 2

INTRODUCTION

The airplane is normally pressure-refueled.

All tanks can be automatically refilled fully or partially through the single-point fueling
connector.
When pressurized fuel is not available, gravity refueling may be performed through the two
wing gravity filler ports.
The airplane may be defuelled through the normal pressure-refueling system and through a
gravity defueling system.

NOTE
For further information, refer to the Ground Servicing Manual.

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GROUND OPERATION
ISSUE 2 DGT97831

SUMP DRAINS

Eleven sump drains are located underneath the airplane.

FIGURE 02-28-40-00 - SUMP DRAIN VALVES LOCATION

FIGURE 02-28-40-01 - FUEL DRAIN FILLER CUP

NOTE
The fuel drain filler cup is stored in the mechanic-servicing compartment.

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GROUND OPERATION
DGT97831 ISSUE 2

PRESSURE REFUELING OPERATION

The pressure-refueling system comprises mainly:

- The FQMC,
- The Fuel Level Control Unit (FLCU),
- The fuelling connector,
- The refuelling control panel,
- Fuel vent valves,
- Refuelling valves.
The FQMC and FLCU are mainly used to control the refueling sequence, manage the
refueling valves and for partial/high level detection.

FIGURE 02-28-40-02 - FUELING CONNECTOR

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FIGURE 02-28-40-03 - PRESSURE FUELING PANEL

The pressure refueling system is powered by the battery bus 2. This allows refueling without
the Ground Power Unit (GPU). Lifting the depressurization lever of the fueling connector
supplies electrical power to:
- The refuelling control panel,
- The FLCU,
- The FQMC,
- The vent valves which are commanded open.
Refueling valves for each tank, will be powered only when all vent valves are opened.
The refueling pressure must be between 30 psi and 50 psi maximum.
For a partial refueling, refueling stops automatically when the selected fuel quantity is attained
(accuracy is of 50 lb).
Pressure refueling controls are located on the pressure fueling panel, behind an access door
on the right hand lower fuselage, aft of the wing.

NOTE
As long as fuel tanks are pressurized, the fueling panel is not electrically powered
(the depressurization lever needs to be pulled).

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GROUND OPERATION
DGT97831 ISSUE 2

GRAVITY REFUELING

GRAVITY FILLER PORTS

Each wing has one gravity filler port.

FIGURE 02-28-40-04 - NEGATIVE PRESSURE RELIEF VALVES

AND GRAVITY FILLER PORTS LOCATION

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GROUND OPERATION
ISSUE 2 DGT97831

The airplane may be refueled through gravity filler ports located on each upper wing surface.
Electrical power on the airplane is required for gravity refueling to be able to transfer fuel
from wing to center tanks. The center tank refueling requires pressurized fuel.

FIGURE 02-28-40-05 - GRAVITY REFUELING FILLER PORT

As there is no automatic stop, refueling progress must be monitored on the quantity

indicators.

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GROUND OPERATION
DGT97831 ISSUE 2

DEFUELING

A DEFUELING guarded switch located on the cockpit maintenance panel (RH side, behind
the copilot seat) controls the opening of the defueling / refueling valve allowing fuel to be
transferred from wings to center tanks.

FIGURE 02-28-40-06 - DEFUELING SWITCH ON MAINTENANCE PANEL

This switch is used for pressure or gravity defueling.

PRESSURIZED DEFUELING

Truck recovery defueling is done through a defueling valve incorporated in the defuelling
manifold.
The selection of the tank to be defueled is done by starting up of either pump.

GRAVITY DEFUELING

Gravity defueling is done by a manual defueling valve incorporated in the defueling manifold
an operation needs to energize the booster pumps.

NOTE
For further information, refer to the Ground Servicing Manual.

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DGT97831 INFORMATION ISSUE 2

REFUELING OPERATIONS

Following refueling, pilots can control fuel quantity delivered using the density and regarding
truck fuel temperature and fuel amount (Liters / US gallons)
Eg: Fuel amount =12000 l
- Fuel temperature= 20°c imply a fuel density around 0,790 kg/l
- Fuel quantity delivered = 12000 x 0,790= 9480 Kg = 20899 Lbs
Pressurization valves are automatically commanded open when:
- Aircraft is On Ground AND
- Fuel BP are in OFF position AND,
- The coupling lever is lowered.

¾ Refer to Ground Servicing Manual.

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