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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.
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.
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.
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.
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.
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.
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.
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.
Collector Bay
Flapper Valves
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.
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 :
General
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.
Magnetic Dipstick
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.
Test
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.
MOTIVE
FLOW
SCHEMATIC
Operation
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.
Fuel Manifold
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
For training purposes only – January 2007 R1 201
DHC-8 100/200/300 Series TCM
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.
(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.
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.
Operation con’t
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.
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.
(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.
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.
TABLE OF CONTENTS
AUXILIARY PUMP AND PRESSURE SWITCH – pg 167 LONG RANGE TANKS – pg 214