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DHC-8 100/200/300 Series TCM

General

Fuel is contained in two integral wet wing tanks, each supplying Fuel distribution includes engine feed, fuel transfer between
fuel to its own individual engine. Inter-tank transfer is available to tanks, and pressure refueling. The two engines, No. 1 and No. 2
permit balancing of the fuel level in the tanks. Fuel from each from left to right, obtain their fuel supply from the corresponding
tank is fed to its engine by an engine feed pumping system number tank, each individual tank system being designed to
contained in a collector bay at the inner end of the tank. The level supply one engine only, without crossfeed.
in the collector bay is maintained by a collector bay pumping
system to provide engine feed regardless of aircraft attitude. SOO 8061 auxiliary fuel tanks, provides additional fuel storage in
each wing. This information is contained at the end of this
Pressure refueling and defueling can be accomplished through a chapter.
single point refuel/defuel adapter located in the right nacelle and
is controlled from an adjacent refuel/defuel control panel. As an
alternative to pressure refueling and defueling, each tank can be
filled through an overwing filler point or drained through a drain
fitting installed in an auxiliary pump canister when its element is
removed.

Each tank has its own capacitance-type fuel quantity indicating


system which provides an input to control pressure
refueling/defueling levels in addition to its primary function. FUEL
LOW level warnings are also provided for each tank. A fuel tank
temperature indication system is installed.

Drain valves, located at the low points in each tank, are provided
to permit checks for water accumulation and to drain residual fuel
from the tanks when required.

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FUEL STORAGE
General
Naca Vents
Fuel storage is provided by two separate integral wing tanks, one
in each wing, (No. 1 tank left wing, No. 2 tank right wing). The Two NACA vents are located on the lower front edge of each
tanks are interconnected, through a refuel/defuel/transfer shutoff wing and sweep up to the top-rear of the surge bay. They are ice-
valve in each tank, by a single manifold. The manifold is used for free ram-air vents which maintain a slight positive pressure
pressure refueling, suction defueling and fuel transfer. (approximately 1 psid) in the fuel tank while in flight.

Fuel Tank Vent Line

The fuel tank in each wing extends from station YW171.992 to The vent pipe outlet from the collector bay enters the surge bay
YW387.00 (spanwise) and from front to rear spar (chordwise). at the top-rear and turns down to the bottom of the surge bay,
Fuel •leakage from the two integral wing tanks is prevented by where it exits. This pipe vents the collector bay to the surge bay,
coating all contained rib and stringer joints, and associated and, if auxiliary tanks are installed, two other pipes vent the
fasteners, with sealing compounds. The inboard end of each auxiliary tank to the surge bay via the float valves located in the
tank is walled in to form a compartment termed the collector bay. auxiliary tank.
An over-wing gravity filling point is provided in the wing upper
skin. When fueling by pressure, all fuel is pumped into the
collector bay.

Surge Bay
The surge bay is located between WS 387.00 and WS 405.00
and has a capacity of 20 U.S. gallons. The primary function of the
surge bay is to provide venting and pressurization to the main
tank (which includes the collector bay) during all normal flight
attitudes.

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MAIN TANK
General
Thermal Relief Valve
The main tank is an integral wing box, located between WS
171.90 and WS 387.0, and has a capacity of 423 U.S. gallons. The thermal relief valve is located only in the left wing between
The two main tanks hold a total of 846 U.S. gallons (5,764 the left and right wing refueling/defueling/transfer shutoff valves.
pounds at 6.8 pounds per gallon). The main tanks, along with the It was incorporated in Mod 8/0133 and relieves fuel manifold
collector bay areas, form the main storage areas for the fuel. pressure in excess of 90 psi. The valve dumps excess fuel into
the left main tank, thereby reducing the chance of damaging the
Vent Float Valve refueling manifold seals and couplings through excessive
pressure buildups.
A vent float valve is mounted in the outer end of the main tank
and is connected to the surge bay via a vent pipe which opens to
the bottom of the surge bay. The vent float valve is closed by
rising fuel level and prevents the surge tank from filling in certain
flight attitudes. Due to its design, the float valve prevents tank
negative pressure.

Overwing Gravity Filler

An overawing gravity filler port on each wing is installed for


refueling when pressure refueling is not available. It consists of a
standard filler cap with a safety wire attached for security.

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Dump and Pressure Relief Valve

The dump valve is mounted on the outboard end of the main tank
on the surge bay wall. The main purpose of the dump valve is to
provide a means to relieve air from inside the tank during
pressure refueling and to prevent overfilling and over
pressurization of the tank. It is held open by fuel pressure and
thus insures that any excess fuel is dumped into the surge bay in
the event of a fuel shut-off malfunction. The valve also provides
pressure relief if tank pressure exceeds 3.25+ or -25 psi above
atmospheric pressure. If the tank overfills due to a malfunction of
the pressure-refueling shutoff system, fuel is immediately
dumped into the surge bay through the open dump valve. If the
surge bay is full, the fuel is then dumped overboard through the
surge bay air inlets. Two DUMP VALVE OPEN lights on the
refueling/defueling panel provide visual indication that the dump
valves are open. The dump valve closes an electrical circuit
when open, which illuminates the appropriate DUMP VALVE
OPEN light on the refueling/defueling panel and completes the
electrical circuit for pressure refueling.

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Refueling / Defueling / Transfer Shutoff Valve

The refueling/defueling/transfer shutoff valve is mounted


internally on the rear spar with the actuator mounted externally. It
is a 28-VDC-operated, open-closed ball valve with indication,
which must be open to allow refueling, defueling, or wing-to-wing
fuel transfer. The valve is controlled by the rim pointers (bugs) on
the repeater gauges on the refueling/defueling control panel or by
selecting TO TANK on the fuel control panel in the cockpit. Valve
position is indicated on the cockpit fuel control panel.

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REFUEL/DEFUEL TRANSFER SHUTOFF VALVE

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Arming Valve Pre Check Valve

The arming valve is mounted on the rear spar and consists of a The pre check valve is a solenoid-operated plunger-and-poppet
solenoid-operated plunger-and-poppet valve with a mesh filter at valve which allows functional testing of the backup fuel shutoff
the inlet port. The arming valve allows fuel pressure to hold the system. It is controlled by the pre check switch on the
dump valve open during pressure refueling. It is solenoid- refueling/defueling control panel. The valve has two ports : one is
operated to open by making a REFUEL selection on the connected to the flow control valve fuel inlet, and the other is
refueling/defueling panel. This opens the arming valve and allows connected to the pre check port on the pressure-refueling pilot
fuel pressure to the dump valve to hold it in the open position. valve.
The arming valve has two ports : one connected to the
refueling/defueling/transfer manifold near the refueling/defueling
transfer shutoff valve, the other to the dump valve.

Refueling Transfer Servo Valve

The two refueling transfer servo valves are mounted on the rear
spar and are solenoid-operated to open or closed. They are
controlled by the rim pointers (bugs) on the refueling/defueling
control panel control and repeater gauges through the dump
valve control circuit when refuel is selected. The
refueling/transfer servo valve in the receiving tank, through a
separate circuit, will also be energized open when transferring
fuel without the dump valve being open.

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(Pressure Refueling) Pilot Valve

The pressure-refueling pilot valve is mounted high in the


outboard end of the wing main tank. It has two ports in the valve
body, identified as pilot and pre check. The pilot port contains a
spring-loaded disc which serves as a servo pressure shutoff
valve. The pre check port is located at the inlet and is controlled
by the pre check switch at the refueling/defueling control panel.

Flow Control Valve

The flow control valve is used during refueling and wing-to-wing


fuel transfer. It is normally closed under spring pressure but is
opened by servo bleed fuel pressure through the refueling
transfer servo valve. This allows fuel to flow into the tank. All fuel
during fueling or wing-to-wing fuel transfer flows through the flow
control valve.

No-Flow Pressure Switch

The no-flow pressure switch is located downstream of the flow


control valve. When refueling is stopped from normal, pre check
or backup shutoff selections, the no-flow pressure switch closes;
this completes the circuit to illuminate the tank refueling shutoff
light for the appropriate tank on the refueling/defueling panel.

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Collector Bay

The purpose of the collector bay is to maintain a supply of fuel


above the engine feed pumping system at all times, regardless of
airplane attitude. A pumping system keeps the bay full of fuel. To
allow fuel filling through the collector bay and to ensure complete
tank venting, the collector bay wall does not extend to the wing
upper skin.

Flapper Valves

Three flapper check valves allow fuel to gravity-flow inboard (into


the collector bay) but do not allow outboard flow.

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Low-Level Float Switch

The fuel low-level warning for each tank consists of a float switch
which operates a TANK FUEL LOW caution light on the caution
lights panel. The switch is mounted in the collector bay section of
the fuel tank and is secured to the lower center area of the
outboard wall by an elbow and a jam nut. Power for low-level
warning is derived from the right essential 28-VDC bus.

Fuel Low-Level Warning

TANK FUEL LOW caution lights provide independent warning of


low fuel level in each collector tank when the fuel level reaches
less than 130 pounds.

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Auxiliary Pump Auxiliary Pump Pressure Switch

A submerged, centrifugal, electrically operated AC auxiliary fuel A pressure switch is mounted downstream of each auxiliary
boost pump is located in the collector bay of each main tank pump and, when actuated by a minimum of 4 psi fuel pressure,
adjacent to the boost ejector pump. It is interconnected to the illuminates a green light on the fuel control panel.
engine feed line downstream of the boost ejector pump and
serves as a backup source of pressurized engine feed to the
main pump if, for any reason, the boost ejector pump fails to
maintain minimum required fuel pressure to the engine-driven
pump (ENG FUEL PRESS) caution light on at any time other
than initial start). If fuel pressure must be sustained using the
auxiliary boost pump, the pump must be turned on MANUALLY
by selection of the appropriate AUX PUMP switch on the FUEL
CONTROL panel. The respective green advisory light adjacent
to the switch illuminates in response to a pressure switch at the
auxiliary pump outlet to indicate that the pump is in operation.
After pump activation, the associated ENG FUEL PRESS caution
light should go out.

Note :

The auxiliary pumps are activated automatically for fuel transfer


and for pressure defueling (provided that a variable-frequency
AC power source is available on the ground).

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Boost Ejector Pump

The boost ejector pump is a venturi with no moving parts which


derives its motive power from the engine-driven fuel pump. This
high pressure motive flow is fed directly into the ejector throat
when gas generator speed reaches 40%, causing fuel to be
drawn from the tank and delivered to the engine feed line. A wire
mesh screen, installed around the fuel inlet port, prevents foreign
material being drawn into the ejector and a check valve at the
outlet prevents reverse flow.

Submerged in the collector bay fuel supply, the boost ejector


pump uses low-volume, high-pressure motive-flow fuel from the
engine-driven fuel pump (bypassed from the HMU) to produce
high-volume, low-pressure engine fuel feed to the engine-driven
high-pressure fuel pump. A check valve ensures one-way flow in
the event that the boost ejector fails and the auxiliary pump is
required to supply boost fuel feed to the engine-driven pump.

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Fuel Tank Temperature indicating

Included in the fuel system indicators is the fuel tank temperature


indicating system. It consists of a temperature-sensing bulb and
a fuel tank temperature indicator. The system is operational
whenever power is applied to the airplane. The sensing bulb is
located on the front spar of the left wing at WS 185.00. It works
on electrical resistance, which varies in direct proportion to
sensed fuel temperature. The indicator is located on the center
instrument panel and reads from -60 to 60 degrees C.

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Fuel Quantity Indicating System

General

The fuel quantity indicating system is capacitance type, operating


from the aircraft 28-volt dc power supply. The system provides
the following main functions:

Measure the mass of fuel in each tank and displays the contents
on two separate fuel quantity master indicators on the fuel control
panel in the flight compartment.

Displays contents of tanks on two fuel quantity control and


repeater indicators at the refueling/defueling control panel. The
fuel quantity control and repeater indicators also provide fuel
level selection and shutoff control during pressure refueling and
defueling.

There is also an alternate fuel measuring device in the form of


magnetic dipsticks installed in each tank.

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Magnetic Dipstick

The two magnetic dipsticks in each tank provide an alternate


means of measuring fuel quantity should the main fuel quantity
indicating system fail. Each dipstick is positioned vertically in the
tank and consists of a fiberglass rod which slides in an outer
tube. When the rod is released from the wing lower skin, it falls
slowly until trapped in the tube by a floating magnet. The tank
contents can be read from markings on the calibrated rod.
The inner dipstick, located at Sta Y222.00 in each tank, is
calibrated in U.S. gallons from 50 to 270 and in liters from 200 to
1040. The outer dipstick, located at Sta Y382.00 in each tank, is
calibrated in U.S. gallons from 240 to 390 and in liters from 920
to 1480. If the quantity of fuel in the tank is such that the inner
dipstick will not drop (floating magnet at top of tank), contents
can be read from the outer dipstick.

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Fuel Probes (Tank Units)

The fuel quantity indicating system for each fuel tank is identical.
Each system consists of the following: A full height-compensation capacitor and two diodes are
mounted in the terminal block. The DC signal output is provided
• Six DC-output probes via the diodes to drive the fuel quantity master indicator. To
• The DC servo master indicator provide this output, the tank units require 6-kHz excitation
• The fuel quantity control and repeater indicator voltage, which is supplied by an oscillator contained in the
associated master indicator.
Two switches are common to both systems (one switch
provided): When DC power is applied to the system, the fuel probes are
provided with 6-kHz excitation voltage from the respective fuel
• QTY TEST switch quantity master indicator to produce a DC output proportional to
• REFUEL-OFF-DEFUEL rotary switch the effective capacitance of each unit. The six probes in each
tank are connected in parallel, and their total DC output,
The six probes in each system are mounted inside each tank, representing the mass of fuel in the tank, is fed to the DC servo
with one (No. 1) housed in the collector bay. The six probes are system in the master indicator.
electrically connected in parallel. The probes are essentially two
concentric metal cylinders, a terminal block, and provisions for NOTE:
mounting. The cylinders form the plates (capacitor elements), the
inner plate being the high-impedance element and the outer plate Each transmitter located on the probes has a different
the low-impedance element. The changing level of fuel in each capacitance and will affect system calibration if located
tank changes the effective capacitance of each fuel probe in the incorrectly. Identify transmitters and locations as transmitters are
tank. removed to ensure correct placement when installing.

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Fuel System Controls and indicators


Fuel Quantity Repeater Indicators
Fuel Quantity Master Indicators
The fuel quantity control and repeater indicators have a built-in
The fuel quantity master indicators are servo-driven by DC torque refueling/defueling control circuit. The circuit is controlled by a
motors. Each indicator has a built-in test circuit. An oscillator SET knob which positions an index pointer in the dial to a desired
contained in each master indicator supplies the 6-kHz excitation fuel level. The gages require 28 VDC for operation.
voltage required by the fuel probes. The indicators are calibrated
from 0 to 3300 lb in increments of 100 lb. The indicators require In the event of electrical failure, the indicators go off scale,
28-volts dc for operation and 5-volts dc for integral lighting. The counterclockwise, past zero. This is only true of the master
indicators read usable fuel (full tank reads 2,839 pounds). In the indicators. The repeater indicators in the right wheel well
event of electrical failure, the master indicators go off scale, refueling/defueling control panel remain at their last energized
counterclockwise, past zero. position.

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Fuel Quantity System Operation and Test


Operation

When DC power is applied to the system, the fuel probes are


provided with 6-kHz excitation voltage from the respective fuel
quantity master indicator to produce a DC output proportional to
the effective capacitance of each unit. The six probes in each
tank are connected in parallel, and their total DC output,
representing the mass of fuel in the tank, is fed to the DC servo
system in the master indicator. The DC servo, in turn, drives the
indicator pointer to indicate the fuel quantity level.

Test

Test circuits are provided for verification of proper fuel quantity


indicator operation by a single QTY TEST pushbutton on the
FUEL CONTROL panel.

When the QTY TEST button is pressed, a ground signal is


applied to actuate the test circuits in each master indicator. The
actuated test circuit generates a test signal which drives the
master and the respective repeater indicator pointers (if powered)
to a full scale reading. On release of the button, the pointers
return to the original indicator reading.

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Engine Fuel Feed and Scavenging


General Check Valves

The fuel scavenging system in each tank employs three Four check valves are installed in the low pressure pumping
scavenge ejector pumps which draw fuel from tank low points system in each tank, two in the delivery lines from the auxiliary
(depending on airplane attitude). pump, one in the boost ejector pump delivery line, and one in the
motive flow line. Arrows are marked on the bodies of the valves
Low-volume, high-pressure motive-flow fuel is pumped through to indicate direction of flow.
an orifice within a fuel supply; in turn, high-volume, low-pressure
fuel results and is then routed to the collector bay, keeping it full Scavenger Ejectors
during all airplane attitudes. This system fills the collector bay
faster than it .can be pumped out by engine feed or fuel transfer. The main tank has three scavenge ejectors. Two scavenge
ejectors are located in the front-and aft-inboard ends of the main
Excess fuel overflows back into the tank through a gap at the top tank near the collector bay, and one is mounted outboard in the
of the collector bay divider. Motive-flow fuel is derived from the tank.
fuel control unit. It is high-pressure fuel which is not required for
combustion and is bypassed from the FCU to the scavenge and This arrangement ensures that at least one ejector is always sub-
boost ejectors. 1 merged in tank fuel and that a positive flow of scavenge fuel is
continuously dumped into the collector bay. This keeps the boost
There is sufficient (approximately 260 psi) motive-flow fuel ejector submerged in fuel at all times to provide pressurized fuel
pressure for operation of the scavenge and boost ejectors when to the engine-driven high-pressure fuel pump. By keeping the fuel
the gas generator speed reaches 40% (Nh). in constant motion, it prevents the buildup of micro-bacterial
growth found in the fuel system.

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MOTIVE
FLOW
SCHEMATIC

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Emergency Shutoff Valve

The emergency shutoff valve is 28-VDC-driven and is used to


stop the fuel supply to the engine in the event of fire. The valve
consists of an electrically driven actuator which drives an open-
closed ball valve. It is mounted inside the tank on the rear spar,
and the actuator is mounted externally at the actuator fitting.

The emergency shutoff valve is controlled and operated by the


PULL FUEL OFF handle located on the cockpit fire protection
panel. One green light and one white light for each tank are
located on the fire protection panel to indicate valve position. The
green light indicates that the valve is open, and the white light
indicates that the valve is closed. The emergency shutoff valves
are powered from the battery bus.

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FUEL SHUTOFF VALVE ACTUATOR

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Fuel Pressure Switches

Two fuel pressure switches are installed in each engine feed


system, one to sense low pressure in the engine feed line and
the other to actuate the green auxiliary pump advisory light when
the auxiliary pump is operating.

The fuel low pressure switch is mounted in an engine supplied


tapping upstream of the engine driven fuel pump. When low
pressure is sensed the switch closes to complete a circuit to the
ENG FUEL PRESS caution light.

The auxiliary pump pressure switch, located on the rear spar,


completes the circuit to the advisory light with the rise of fuel
pressure when the auxiliary pump is operating.

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Operation

In normal operation, fuel is delivered under pressure to each


engine by the boost ejector pump of the engine feed pumping
system. Check valves, located in the delivery lines from the boost
ejector pump and the auxiliary pump, prevent reverse flow
through the ejector or pump.

Loss of fuel pressure due to failure of ejector delivery closes the


fuel low pressure switch in the engine feed line at 5.5 + or - 0.8
psig falling pressure. This brings on a corresponding ENG FUEL
PRESS caution light. To compensate, the corresponding auxiliary
pump should be selected to AUX PUMP. An advisory light,
controlled by actuation of the auxiliary pump pressure switch
which closes at 4 + or - 0.8 psig rising pressure, comes on to
indicate pump delivery. The ENG FUEL PRESS caution light will
remain on until pressure in the fuel delivery line increases to
open the fuel low pressure switch at 7.5 + or - 0.8 psig. The fuel
emergency shutoff valves, located on the rear spar outboard of
each nacelle, are used to close the engine feed line in the event
of an engine fire and can also be used for closing off the line
during maintenance.

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Refuel/Defuel Control Panel The OFF selection completes an electrical circuit to provide
power to the fuel transfer system.
The panel is enclosed by an access door and incorporates the
following switches and indications: (3) MASTER VALVE CLOSED Advisory Light
The press-to-test MASTER VALVE CLOSED light will
(1) POWER ON Advisory Light illuminate to give visual indication that the master
A service light marked POWER ON automatically refuel/defuel valve is closed when the rotary selector
illuminates when the access door is opened. switch is OFF.

(2) Rotary Selector Switch (4) Fuel Quantity Control and Repeater Indicators
A REFUEL, OFF or DEFUEL selection at the rotary selector
switch controls operation of the master refuel/defuel valve, Each of the two fuel quantity control and repeater indicators,
the POWER ON advisory light and the FUELING ON one for each tank, marked NO. 1 TANK and NO. 2 TANK,
caution light, and completes the dc electrical circuits to the incorporates a fuel quantity gage with a dial marked in
fuel quantity control and repeater indicators. increments of 1000 lb (50 kg) with scale markings of 0, 1, 2
and 3 LBS x 1000 (0, 5,10 and 15 KG x 100), with a needle
The REFUEL selection also arms the circuits for the PRE- pointer to show actual tank contents, and a load limit
CHECK TEST switches, the REFUEL SHUT-OFF TANK 1 selector knob which operates a rim pointer or bug.
and TANK 2 advisory lights via the pre-check pressure
switches, and the arming valves. The electrical circuit in the indicator compares the dialed-in
requirement with actual tank contents, provided to the
The DEFUEL selection energizes the auxiliary pump control indicator by inputs from the fuel quantity indicating system.
relays to start the auxiliary pumps and also energizes the Internal switching circuits control operation of the flow
refuel/defuel/transfer shutoff valve control relays to open the control valve via the refuel/transfer servo valve.
refuel/defuel/transfer shutoff valves.

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(5) REFUEL SHUT-OFF Advisory Lights


The two press-to-test REFUEL SHUT-OFF TANK 1 and
TANK 2 lights are provided to give visual indication that the
associated tank flow control valve has closed and that a
refuel operation has ceased. The lights will also illuminate
when using the PRE-CHECK TEST TANK NO. 1 and TANK
NO. 2 switch to check operation of the pressure refueling
pilot valve shutoff feature.

(6) DUMP VALVE OPEN Advisory Lights


The two press-to-test DUMP VALVE OPEN TANK 1 and
TANK 2 lights are provided to give visual indication that the
pressure relief and dump valves are open during refueling.

(7) PRE CHECK TEST Switch


The switch has two positions marked TANK NO. 1 and
TANK NO. 2, respectively, to simulate tank full condition.

(8) GROUND CREW JACK.


A jack is provided to permit communication between flight
compartment and ground crew.

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Master Refuel/Defuel Valve

The master refuel/defuel valve is located in No. 2 engine nacelle


and is line-mounted in the refuel/defuel line. The valve consists of
an electrically-operated actuator driving an open/close type
butterfly valve. Thermal relief valves are incorporated to release
excessive pressure between the valve and the refuelling adapter.
An extending arm, connected to the actuator drive shaft, provides
visual indication of valve position.

The valve is controlled from the rotary selector switch at the


refuel/defuel control panel and a REFUEL or DEFUEL selection
opens the valve to allow fuel flow to or from the tanks.

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Refueling / Defueling Adapter

The refueling/defueling adapter consists of a metal body


enclosing a spring-loaded-closed poppet valve. It is located in the
aft-lower No.2 nacelle and provides the only single-point refueling
access for the airplane. A circular cap protects the poppet valve
from foreign matter and from being damaged.

Fuel Manifold

The refueling/defueling/transfer manifold is used as the primary


method for pressure refueling and defueling and for wing-to-wing
fuel transfer. The fuel manifold plumbing runs from the No.2
nacelle refueling/defueling panel to each tank. A restrictor is
installed near each tank manifold fuel inlet, which aids in even
distribution of the fuel during pressure refueling. All the fuel that
is pumped into the tank while pressure-refueling or transferring
wing-to-wing is pumped into the collector bay.

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pump in each of the affected fuel tanks. The refueling/defueling


flow into or from each tank is through the refueling/defueling
adapter and manifold, controlled by a master refueling/defueling
control valve.

REFUELING/ DEFUELING SYSTEM Operation of the flow control valve to each tank is controlled by
servo flow through the refueling/transfer servo valve. The servo
GENERAL OPERATION valve is, in turn, controlled by the rim pointer (bug) on the
corresponding tank fuel quantity control and repeater indicator.
The refueling/defueling system provides for the simultaneous or
independent pressure refueling or defueling of the wing fuel tanks The dump valve in each tank is held open by fuel pressure routed
through a single adapter coupling to which a fuel tender is through the arming valve. The arming valve is operated when a
connected. For refueling, the fuel, supplied under pressure, is REFUEL selection is made on the refueling/defueling panel.
piped to each tank through the refueling/defuel-ing/transfer
manifold. Maximum tender pressure allowed is 50 psi, equal to The refueling flow into each tank is normally terminated
70 U.S. gallons (265 liters) per minute. The system is operated automatically at the preselected fuel level on the bug by closing
from a panel located in the aft underside of the No. 2 nacelle. the refueling/transfer servo valve. With the valve closed, servo
The refueling/defueling operation automatically shuts off when flow from the flow control valve stops, causing the flow control
the selected tank(s) contents reach a preselected level. valve to also close.

A dump valve in each tank is held open with fuel pressure during If the refueling/transfer servo valve fails to close automatically
pressure refueling. This feature protects the structure, in the due to an electrical malfunction, the associated flow control valve
event that automatic and backup shutoff does not occur, by remains open, I and refueling can continue into the affected :
allowing the fuel to be dumped overboard through the surge tank. tank. In this event, a pressure-refueling pilot ; valve shuts off the
servo flow from the flow I control valve at the tank-full level,
The refueling/defueling panel is located in the lower-aft section of causing the flow control valve to close. Operation of the pilot
the No. 2 nacelle for operation by ground service personnel. valve backup shutoff feature can be checked using the precheck
test switch on the control panel for the required tank.
Pressure refueling uses the same flow control valves,
refueling/transfer servo valves, and refueling/defueling/transfer A no-flow pressure switch in the delivery line downstream of each
shutoff valves used for fuel transfer, plus two arming valves, one flow control valve senses the pressure drop when the valve
for each tank. Defueling requires the operation of the auxiliary closes. At approximately 2 psi falling pressure, the switch closes
to complete the electrical circuit to a white REFUEL SHUT-OFF
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(c) Master refuel/defuel valve motored to the open position.


MASTER VALVE CLOSED light goes off.
(d) Fuel quantity control and repeater indicators armed.
(e) PRE-CHECK TEST switch at refuel/defuel control
panel armed.
light on the refueling/defueling control panel for the (f) REFUEL SHUTOFF lights at refuel/defuel control
corresponding tank. panel come on. Power is supplied through closed
contacts in pre-check pressure switches.
A FUELING ON light on the caution panel comes on when a (g) Arming valves energized open allowing fuel pressure
refueling/defueling selection is made with the master switch on to open dump valves.
the control panel. (h) Dump valve switches are closed when dump valves
are open, energizing dump valve open relays closed
Pressure Refueling and DUMP VALVE OPEN lights at refuel/defuel
panel come on.
CAUTION: FOR AIRCRAFT WITH APU RUNNING, DURING
REFUELING OPERATIONS, REFER TO (3) Load limit selector knob for each tank adjusted to set rim
CHAPTER 12-10-28 FOR ADDITIONAL SAFETY pointer (bug) to the required fuel level. If fuel in tanks is less
PRECAUTION. than selected, this operates the internal switching in the fuel
quantity control and repeater indicators to initiate the
Electrical power must be connected for pressure refueling. The following:
operational sequence is as follows: (a) Refuel/transfer servo valves energized open
through the closed contacts of the dump valve open
(1) Refuel/defuel control panel access door open. This relays.
automatically switches on two service lights to illuminate the (b) Energizes the refuel/defuel/transfer shutoff valve
panel and the MASTER VALVE CLOSED light comes on. control relays open through the closed contacts of
the dump valve open relays.
(2) With fuel pressure applied to refuel/defuel adapter, rim (c) Refuel/defuel/transfer shutoff valves opened through
pointers (bugs) set to zero, refuel/defuel switch is selected the closed contacts of the refuel/defuel/transfer
to REFUEL. The effects of this selection are: shutoff valve control relays. VALVE OPEN lights on
(a) POWER ON light at refuel/defuel control panel fuel control panel come on.
comes on. (d) Pressure refueling begins.
(b) FUELING ON caution light at the caution lights panel (e) REFUEL SHUTOFF lights go out (pre-check
comes on. pressure switches actuated).

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(6) Pressure refueling is normally shut off automatically (refer to


(4) While pressure refueling is in progress, the PRE-CHECK operation (5)). If automatic shutoff fails, pressure refueling is
TEST switch is momentarily selected to each tank in turn. stopped at the tank full level by the action of the pressure
This action energizes open the appropriate pre-check valve refueling pilot valve to prevent tank overfill.
to flood the pressure refueling pilot valve, simulating a tank
full condition and closing the flow control valve. (7) When the two REFUEL SHUTOFF lights come on,
indicating that the flow control valves are closed and
pressure refueling stopped the refuel/defuel switch is
The pre-check pressure switch closes and the REFUEL returned to OFF. This action renders the system inoperative
SHUTOFF light comes on to indicate that pressure refueling by reversing operation (2), steps (a) through (h).
has stopped and the flow control valve has closed.
(8) Refuel/defuel control panel access door closed. The service
(5) As the fuel level in each tank reaches the quantity selected light and MASTER VALVE CLOSED lights go off.
the internal switching in the corresponding fuel quantity
control and repeater indicator is operated to initiate the
following:
(a) Refuel/transfer servo valves deenergized closed.
This action causes the flow control valves to close
and shut off the pressure refueling flow .
(b) Deenergizes the refuel/defuel/transfer shutoff valve
control relays open.
(c) Refuel/defuel/transfer shutoff valves closed through
the open contacts of the refuel/defuel/transfer shutoff
valve control relays.
(d) Pre-check pressure switches close and the REFUEL
SHUTOFF lights come on.

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Defueling Using Auxiliary Pumps (3) Load limit selector knob for each tank adjusted to set rim
pointer (bug) to the required fuel level. If fuel in tanks is
External AC electrical power must be connected when using more than selected, this operates the internal switching in
auxiliary pumps for defueling. The operational sequence is as the fuel quantity control and repeater indicators to initiate
follows: the following:
(a) Energizes the refuel/defuel/transfer shutoff valve
(1) Refuel/defuel control panel access door open. This control relays to open the refuel/defuel/transfer
automatically switches on a service light to illuminate the shutoff valves.
panel and the MASTER VALVE CLOSED light comes on. (b) Energizes the auxiliary pump control relays to start
the auxiliary pumps. Advisory lights on fuel control
(2) With rim pointers (bugs) set higher than tank contents, panel come on to indicate that pumps are operating.
select refuel/defuel switch to DEFUEL. The effects of this
selection are: (4) Fuel is pumped out of each tank by its associated auxiliary
(a) POWER ON light at refuel/defuel control panel pump, aided by suction from the fuel tender. As the fuel
comes on. level in each tank falls to the quantity selected, the internal
(b) FUELING ON caution light at the caution lights panel switching in the corresponding fuel quantity control and
comes on. repeater indicator operates to deenergize the
(c) Master refuel/defuel valve motored to the open refuel/defuel/transfer shutoff valve control relays and
position. MASTER VALVE CLOSED light goes off. auxiliary pump control relays. The refuel/defuel/transfer
(d) Fuel quantity control and repeater indicators armed. shutoff valves close and theauxiliary pumps stop.

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(5) Advisory lights on FUEL CONTROL panel go off as each


auxiliary pump stops. When both advisory lights are off, the
refuel/defuel switch is returned to OFF. This action renders
the system inoperative by reversing operation (2), steps (a)
through (d).

(6) If tanks are only partially defueled, fuel quantity control and
repeater indicators will register the quantity selected at the
rim pointers (bugs). The master indicators on the engine
instrument panel in the flight compartment will show the
same readings.

(7) Refuel/defuel control panel access door closed. The service


light and MASTER VALVE CLOSED lights go off.

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FUEL TRANSFER SYSTEM


GENERAL
When the TRANSFER switch is placed to TO TANK 1, the
The fuel transfer system is designed for fuel transfer between the following events happen in sequence:
No. 1 and No. 2 main tanks. The system uses some of the
components and protection circuits of the refueling/defueling 1. The No. 2 auxiliary boost pump is activated.
system and is controlled by the TRANSFER switch on the cockpit 2. Both refuling/defueling/transfer shut-off valves open, and the
FUEL CONTROL panel. MSM Chapter 28 shows fuel transfer OPEN lights on the FUEL CONTROL panel illuminate.
operations. 3. The No. 1 refueling/transfer servo valve opens.
4. The No. 2 refueling /transfer servo valve remains closed.
OPERATION

With 28 VDC for control and 115 VAC for the auxiliary pump, the
TRANSFER (TO TANK) switch turns on the auxiliary fuel pump in
the donor tank and positions the refuel/transfer servo valve in the
receiving tank, as well as both refuel/defuel/transfer shutoff
valves, so the fuel flows through the refueling/defueling/transfer
manifold in the desired direction.

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Operation con’t

When the configuration is established, fuel flows from the No. 2


tank to the No. 1 tank. Note that the No. 2 flow control valve
remains closed; auxiliary fuel pump pressure cannot open it
because of trapped fuel between the flow control valve and the
closed No. 2 refueling/transfer servo valve. With the No. 2 flow
control valve closed, all No. 2 auxiliary pump fuel must go into
the refueling/defueling/transfer manifold through both open
refueling/de-fueling/transfer valves into the No. 1 main tank
collector bay. Note that in the No. 1 tank the flow control valve is
open. This occurs because the transfer fuel pressure forces the
valve open. This is allowed in the No. 1 tank because fuel is not
trapped between the flow control valve and the refueling/transfer
servo valve since the refueling/transfer servo valve was
electrically opened. Consequently, transfer fuel is allowed to flow
through the No. 1 flow control valve into the No. 1 collector bay
and tank.

When the TRANSFER switch is turned off, the No. 2 auxiliary


boost pump is shut down, both refueling/defueling/transfer valves
close, the No. 1 refueling/transfer servo valve closes, and the No.
1 flow control valve closes from spring pressure, again trapping
fuel between it and the refueling/transfer servo valve.

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Long Range Auxiliary Fuel System


Auxiliary Fuel Ejector Pump
General
The auxiliary fuel ejector pump is a venturi with no moving parts
The long-range auxiliary fuel system adds two auxiliary wing which derives its motive power from the auxiliary pump. The high
tanks inboard of the No.1 and No.2 main tanks). This increases pressure motive flow is fed directly into the ejector throat causing
fuel capacity by 4,700 pounds usable to a total fuel capacity of fuel to be drawn from the auxiliary tank to its associated main
10,378 pounds usable. An AUXILIARY FUEL panel is installed in tank.
the lower right corner of the copilot's forward instrument panel
and includes two auxiliary tank fuel quantity gauges. Two fuel
transfer switches are included, marked "TRANSFER TO
MAINS'with positions labeled "TO TANK 1" or "TO TANK 2" and
"OFF". Fuel transfer on both sides should be started immediately
after take-off; transfer to each tank should be stopped when the
quantity of each tank reaches 50 pounds.

Fuel transfer is started when the two TRANSFER TO MAINS


switches are energized. This turns on the auxiliary boost pumps
and opens a transfer valve in each main tank which allows
motive-flow fuel to flow through an ejector pump and draw fuel
from the auxiliary tank to the main tank. The TRANSFER TO
MAINS switches must be turned off when fuel transfer is
completed.

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Transfer Valve

A transfer valve in each main tank provides a positive means of the fuel in the tank lowers, the float drops and opens the poppet
shutting off motive flow to the ejector when fuel transfer is no allowing fuel to flow.
longer required. Each valve consists of an electrical actuator
driving an open/close type ball valve. The ball is enclosed in a Check Valve
tee-shaped fitting, mounted inside the fuel tank on the rear spar
outboard of the nacelle, and the actuator is secured externally to A check valve is installed in the induced fuel flow line to prevent
the fitting. Each valve incorporates two thermal relief valves and motive flow from entering the auxiliary tank when the level control
a manual override and indicator arm. valve closes. An arrow is marked on the body of the valve to
indicate direction of flow.
The valves are opened by the TO TANK switches on the auxiliary
fuel control panel. Valve position is indicated by an amber OPEN
and a green CLOSED light for each valve.

Level Control Valve

The level control valve in each main tank controls the level of fuel
in the tank by closing off or admitting fuel from the auxiliary tanks.
Each valve consists of a float, pilot port, poppet and a diaphragm.

The level control valve opening and closing is achieved by the


float which, when raised by the fuel level in the tank, closes the
poppet and shuts off the fuel flow from the auxiliary tank. When

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This Page Intentionally Left Blank

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Refuel/Defuel Control Panel

The refuel/defuel control panel for the auxiliary tank refuel/defuel


system incorporates switches and indications as indicated below

Fuel quantity Control and Repeater Indicators

REFUEL SHUTOFF Advisory Lights

LINE VALVE CLOSED Advisory Lights


The two press-to-test LINE VALVE CLOSED advisory lights
are provided to give visual indication that the auxiliary tank
refuel/defuel shutoff valves are closed.

PRE-CHECK TEST Switch


The switch for the auxiliary tanks has two positions marked
AUX TANK L and R to simulate tank full condition for each
auxiliary tank.

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(c) Master refuel/defuel valve motored to the open


position. MASTER VALVE CLOSED light goes off.
(d) Fuel quantity control and repeater indicators armed.
Operation (e) PRE-CHECK TEST switches armed.
(f) REFUEL SHUTOFF lights come on. Power is
Pressure Refueling supplied through closed contacts in pre-check
pressure switches.
CAUTION: AIRCRAFT WITH APU RUNNING, DURING
REFUELING OPERATIONS, REFER TO (3) Load limit selector knob for each tank adjusted to set rim
CHAPTER 12-10-28 FOR ADDITIONAL SAFETY pointer (bug) to the required fuel level. If fuel in tanks is less
PRECAUTION. than selected, this operates the internal switching in the
fuel quantity control and repeater indicators to initiate the
NOTE: Pressure refueling of the auxiliary tanks only is following:
described. For main tank refueling, refer to (a) Refuel servo valves energized open.
REFUEL/DEFUEL SYSTEM - DESCRIPTION AND (b) Energizes the refuel/defuel shutoff valve control
OPERATION. relays closed.
(c) Refuel/defuel shutoff valves open through the closed
Electrical power must be connected for pressure refueling. The contacts of the refuel/defuel control relays. LINE
operational sequence is as follows: VALVE CLOSED lights go out.
(d) Pressure refueling begins.
(1) Refuel/defuel panel access door open. This automatically (e) REFUEL SHUTOFF lights go out (pre-check
switches on the panel service light to illuminate the panel; pressure switches actuated).
the MASTER VALVE CLOSED light and the LINE VALVE
CLOSED lights come on. (4) While pressure refueling is in progress, the PRE-CHECK
TEST switch is momentarily selected to each tank in turn.
(2) With fuel pressure applied to refuel/defuel adapter, rim This action energizes open the appropriate pre-check valve
pointers (bugs) set to zero, refuel/defuel switch is selected to flood the pressure refueling pilot valve, simulating a tank
to AUX. The effects of this selection are: full condition and closing the flow control valve.
(a) POWER ON light at the refuel/defuel control panel
comes on. The pre-check pressure switch closes and the REFUEL
(b) FUELING ON caution light at the caution lights panel SHUTOFF light comes on to indicate that pressure refueling
comes on. has stopped and the flow control valve has closed.

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(5) As the fuel level in each tank reaches the quantity selected,
the internal switching in the corresponding fuel quantity
control and repeater indicator is operated to initiate the
following:
(a) Refuel servo valves deenergized closed. This action
causes the flow control valves to close and shut off
the pressure refueling flow.
(b) Deenergizes the refuel/defuel shutoff valve control
relays open to motor the refuel/defuel valves closed.
LINE VALVE CLOSED lights come on.
(c) Pre-check pressure switches close and REFUEL
SHUTOFF lights come on.

(6) Pressure refueling is normally shut off automatically (refer to


operation (5)). If automatic shutoff fails, pressure refueling is
stopped at the tank full level by action of the pressure
refueling pilot valve.

(7) When the REFUEL SHUTOFF lights come on indicating the


flow control valves are closed and pressure refueling
stopped, the refuel/defuel switch is returned to OFF. This
action renders the system inoperative by reversing
operation (2), steps (a) through (f).

(8) Refuel/defuel control panel access door closed. The service


light, MASTER VALVE CLOSED light and LINE VALVE
CLOSED lights go out.

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THE FOLLOWING LISTED ARE MAINTENANCE


PRECAUTIONS (REF. AMM FOR FURTHER DETAILED
INSTRUCTIONS).

Fuel: Approved torqueing and retorqueing procedures are to be


followed.
Fuel vapors are extremely explosive therefore every precaution
must be taken to prevent ignition. Reference AFM for optional additional auxiliary fuel tank
precautions.
Fuel coming in contact with eyes and skin is very harmful along Main tanks must be full prior to refueling of auxiliary tanks.
with inhalation of fuel vapors. A minimum fuel quantity of approximately 50 Ibs must be
maintained in each aux tank.
Residual fuel is to be drained from outside the fuel tank.
Removal and installation of flow control valve etc require fuel
Fuel tank purging must be accomplished in a well ventilated area. tanks to be empty.

Smoking or any kind of open flame are not allowed in the vicinity Reference placards on rear spar for actuator locations as LH and
of the aircraft. RH positions are not the same.

Proper fire extinguishing equipment must be immediately Ensure that the lights on the refueling panel are not jammed in
available. test position as indication will show false reading.

Ensure the aircraft is correctly grounded.


Do not remove a component in the fuel tank unless a
replacement component is immediately available for replacement
or cover the opening.

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TABLE OF CONTENTS

GENERAL – pg 149 FUEL QUANTITY INDICATING – pg 175


FUEL STORAGE – pg 151
MAIN TANK – pg 153 MAGNETIC DIPSTICK – pg 177
FUEL SYSTEM SCHEMATIC – pg 154
FUEL PROBES – pg 179
DUMP AND PRESSURE RELIEF VALVE – pg 155 FUEL SYSTEM CONTROLS AND INDICATORS – pg 182
REFUELING/DEFUELING/TRANSFER SOV – pg 157
ARMING VALVE – pg 159 ENGINE FUEL FEED AND SCAVENGING – pg 186
REFUELING TRANSFER SERVO VALVE – pg 159 CHECK VALVES – pg 186
PRE CHECK VALVE – pg 159 SCAVENGER EJECTOR PUMPS – pg 186
PILOT VALVE – pg 161
FLOW CONTROL VALVE – pg 161 EMERGENCY SHUTOFF VALVE – pg 188
NO FLOW PRESSURE SWITCH – pg 161 FUEL PRESSURE SWITCHES – pg 190

COLLECTOR BAY – pg 164 GRAVITY OVERWING – pg 194

FLAPPER VALVES – pg 164 REFUELING/DEFUELING – pg 201


LOW LEVEL SWITCH – pg 165
LOW LEVEL WARNING – pg 165 FUEL SYSTEM TRANSFER – pg 210

AUXILIARY PUMP AND PRESSURE SWITCH – pg 167 LONG RANGE TANKS – pg 214

FUEL TANK TEMPERATURE INDICATING – pg 172 MAINTENANCE PRECAUTIONS – pg 223

BOOST EJECTOR PUMP – pg 171

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