., 2 . ,,. ! .. -~; ·:'rf :{ ..... • • • -_ • 3 • .:· .11 .'" • ••• -~ ~;-- .t• --~·-· ·rhe r ~quiroments ·~f t be fuel system fry r t he ARROt; are t hat thf,; ftte l ~ana gement shall be es f ~ a. s possible [:)Ut,: r;.at ic; tba t t 1--, a minimum m4'Vement of the C t>f G res ults fr,;ro t r;o t't'ansfor :·-, f fue l; that mtaXimwn ~ngine powe r i~ sva !lnble (full fuel flow) r ,Jgardles s of' t be ,.ircraft speed, altitude of attitude . Th0 fuel s ystem is c -:-, ns truct~d therefore t o s (a) Function under all conditions 01' speed 1 9tti tude, a lt;dtKl~ and tempe-ra,ure f'.roaa. . .. sea lave l to 60,000 ft. - >·-tt~J/¥,LL -:;·i{t . .- : ~~: ~~l~i~lf~: ~- ( b) t.llo•.,j f 1·1 r e ngine fuel re quirements ,.: JO , 000 lbs per l'wtrr fi"" r engine. :)f ( c) f llow f r::.r aerooynamic heating of f • to 1&5°F. • (d) ~:;ropo r tio n i"t1el t o the 6lngine 10 t -- as th t .;c. nks empty , t he minima movem.en · ,. ~r t he C of G results. (a ) Allow tor full or partial refuelling undar ) r~ssu-re to permit a. minimum tvnround .. time. (i) "i'he w(i<:: le f uel s.,.s t e-::1 i s sub- divided into two r, l~•?st simi L: r ·3ides . ~:a.eh sub-system 1a designed to . . s.upplJ _tUlit~ .. ,to tiia engine en t i-_ ~t s i de, but a c.rossfeeci . • c0t:1•it~,1j pri:,vided s o th ." t if only on• engine is t n ute1 ,all thlr{;-tuel carried t'!lay be Ut1ed. '?he whole system . i•;:PN~-~-- t r; effect tr:lnsfe r ~~nd to prevent bo iling , • 'Of• .. tool. at.;..Zti t u.d e . • - • • . T" ~·:" ~ ,. • .. : ~:,?._· ;. . .. ~:-.i-~~~;·1:~;~'.· • - {ft) - " - ·. Jfber-e i;; a t ci tal ::»f' fourteen tanks in tne wh.0le system, each e n:: lne being fed by 11ne of t ne fuselage tanks -nd six ,')f t :-,e i ntegral •4 i ng tanks . 'l' heso are divided as f:1110-ws t Tom DugelbY Pr • o('~ o du ctt 5 6 ,,,.., I j ' 6 7 d 1270 Ca. l s . ~a 1 151 ')0 147 154 279 J.ZJ ~' 1 1 3 ~ l ,:. J l J. 1162 . 5 693 1Li 4. llb6 2148.5 13~2 9779 lb. = 2164. lb. 1162.5 693 1121+ 1186 ;.: 1l+8. 5 13.32 (c ,, lcuV-;t e d ~t 7. 7 lb/ gal. ) (calculrt ted. a t 7. 7 lb/ gal .) . . -.. -· <. ,; ·: ... I3 2544 Gals • 195'89 11,. ,, ~ ( i U. J ..1. he c;ua ntJ. ty ··•. f fuel in ea ::ll aub-system i.s r,::giste r ed r:, n tb$ t ~o :;a uges in th$ front cockpit. 'l'h•J gaug i.ng -r fuel is de .t ived frnm capacitance units f-Ltt;ad i.n ,a ch tank. (This s ubjaet is dealt vith und e r 11 :U ect r icstt). ( tv) Tanks f/n . 1 ( ; . u. engine) and NO. 2 (L.H. 2 ng ine ) 2re loca t f; d in t r:.e f,;sel. aga, wounted in t andem bat~e,:::i s ta . 315 :1nd 48~~, :-md are a rubber cell type • . 'I' he rero.allU_Jlij t '.:mks a ro ,:; n integral p:si rt or the inner wing•, be~- the fr nnt 1-H1d .rertr spars, an4 colle etivelf oaeupy ,all tlii s s ;.;ace excep t for t he- wh.eel wlls of the ro.aia lend1afi;:gear . An 5:J:Hti :,md f uel load of 500 gallons may be carried i n a ~clt t 1.s ,~ nab.la belly tank fit ted under tb..e r ·u.selage\ v,+•, i ,:: tr f~:;ads by :-. ir pressure (30 p.s.1. a'bsolu:t♦) 1Mc i~:.1 c h ";f t ,.,:1 col lactor tanks. :· eh sub- s1 ste m tr ansfen·s fuel by a ir pressure t .., t~,n • ,;o . 5, t ,,a col 1-:? ctor tank , which, th.rfJUSh an engine t:iT lv~ vl b,::-oster pump , ,1e tt·1es- s fuel to tr1e engine on its -PP <' ,-, , ;:, " t ~ ,-,* " 1• Q' ,-. :.. • • ...-t ,I...., ~ .. - "' J.. .,, 'ii..'J'. J ~ • Fu0l rd::.d c,··r1d~nsate drain valves are fitted intr> ,2ac i. vl 1.l'H; ~ :Hlk . J. Ii\'.: Se V'nlV9 S a.re ! Or ttralnlng O{! e,:: ::;cm; l-8t i ,.)n:::3 - r 4:~' t. t:' :t ,,nd c 01n ba used for draining residua1 fuel . The V ?. lWH, a re .f itt <'i d. .in t hat , ;;art f)f ~ach tank ,;h ich, ~-Jilen t 11a aircr ;:,ft is on t , .. e grou.nd, i.s lost and -3- collects rasidu~ l. u r, uid . 'iht: V'3lvos ': r~ cpe:rat r~d · ;:n, valJ.y fr ... a .tha-· ext•ricr, by pushir-.g up UP t·; uH1 fit t, ing c .·:i~: c:::- f the · 10.wer Ptl"t· of :: :: (1 vnlve '.1it:1 s d:r~ ining i-.i i;;;.,e-~•nd. in t rie,, l ~u.selap,.,iank::: d:rGc ins_ a'l." •? , Clttt::d .tri ~ach tank and . tn _ . t » ... s· i'\ft- b .... ...., ........ n f · h "" ,, . , .- .. ,· -., . , , t -·- ,,,. t~ ,- .,. f • .~- .... 1·"'7' ·• t 1· ,::. , •• ,..,....,.1.,.,.,,. ........... ,_~a: ~~-~ ·y• ~ -~-~ .. n · .::. a.,J.-r~ ~.;,. . t..4 ~ ¼0 ::·~. -;.,. ;_;. 4 ,.J- - • -.· .1. , • .- .. . ..., , · '-'"' ;,..i,A,, Q. i;.,.;; t t1a residual 1.1 G uid i. s ,: i :.; 1?1J , . ft t ~, t; : :e r 1 ::n:.A t ·n-1 ;) i • t : . ·; :3 uc t. bay. ,. D:rainacc, i .s rwh.ievei.I .:_;;' ~he tr·•:te ;:;,-.:tr,rK: ;, s tl 3 i:d ~,: :r th~ 14{ ng tank,. ( 1) To pre;:-s:; uri2a t:1e !' t: Hl .system,. t wo values ,;, f air ... ,.r"""'~Ul"-"' 'l,.,~ u•:,c ,~,-l :- r,,-:i s t: '.· , ipA ·v n 1u"" i"-' US,,;;~ "- :'" ""tu,,t,;-~ -~ ~- V ~ .J. g -~ .-\.l, ·-"'~ ... ,.. .- l-;. ,1,.,,,.-u ,...,.. ..._. \.~ .;;-i ~t,,l \,4'-/ ·~-~....,_ <\:-.• .1 -...,, ·.rent l.ntake Contrnl 1.....-i lves ln -;; he .ft.. selage tanks. {a) t b,;; .. .LT!:~ :1. ::1c :·,1, _s:; .:Uitij Th~ wi Df tanks are all 1Ge t £~ l cor18tructL:n and c'in '-'1'1 thstand'. a higil level " f ,,ros.:.rn.rizat10r1. A pressure t) r 2, p.s.t._. a\'u!!lo,l•~ is U~Fd . This resFU.!"''' is :ncaauroo ~gai .•• ~ab'tol1titt'':: zero. A h2.nd-~1eld {)r~ssura gauge w¥11ch ~~1-oaUtj\;1':t/ z-ero 1.3 acttrn.lly a l l <"•l'iing fr_,, :r- the tn·essui-~ ~£" tb«,..i;:·>-" att:!cSphera ,i,~.ch , c.1 t s~a l@vel is ~bout lff-_'f• p~1,t~;.flj Thus a ~.au.;;e .fitted tc, a tank which is tbai t>.Nlll~'. i zed so th..,, t tho £;!me~ resd5 10. 3 p.s. i., ,tfa;"_~~~/;~ -.''.; _:/· reF,di.~ig tuu value :" f ;lf'83SU.N abov~:> the •• ,,~11c;r~-~.~~;·:,,: s tm~ sphdrte pre~sure . , The ab9oluto pres~'. tf:.·::\\f:-'.'f~.· sum ~- f t: _c gauge )f.'i3!5SU!'9 and tl·~ atmospUt"!47 "' • • -. ' • • • pr~ssure. rn the example; 14.? p.s.1. atmospherie + 10.3 p . 3. t. eauft~ = 25 9 . s. 1. abs~lute. A.s a-1..titud~ ts ,:. <'.'.ined , ~tmo9pher1e pressure talls but t L,Cj i;:a1.1ge r~ :,d inf; lncr!f:las~s so t h.at the sum of the t~0 : 25 J . s .i. absolute. ( b) D lfI ::,.:~,:1,rr I t, \1 ,:\ ;/~_;;H:~S§Ui-11 Tb.e fuselage tanks srl'J rubbt?!" cells •C}ncesed i o t h.€3 sh11uat metal c f t ire fi :selage q-I&i cannot 1,d .. t r:.st:,nld a ver1 11:igb degre~ : f ,.;ressur izatl,)rL fr:t ;'I u- , ~j ; , ..... f 'I =~ irf2- (ii) The air S':,'tpply f o r tt·ie tank pressurizati~~t-: .~ system is t aken at o5 p.s.1. differential fro• th«i•~_.,,;_ ,-c.· aircraft air-c0nditioning s ystem at the outpu\ of ,•··. ·: air-to-air heat exchanger. Downstream of the hea ·~ ' exchange r a. hi gh pressure relief valve ts fitted a ,. part of the air C( nditioning system. The high pressure a ir is then passed t hrough a hot air filter, from the o utlet of ·which it is piped to t r1e absolute and dif'fer Antlal pressure regulators. (iJ.i) A take-of f from the 85 p.s .1 •. dit"ferential a ir si; r 9ly line is also taken to an 18 p.s. 1. diffe·rent ial re gulator which provides air to the Vent Intake Contrnl Valves in tt1e fus e lage tanks. PR1'.;3S CRIZ.AT I GN (i) A take-off from the high pressure air supply line at 85 p.s.1. differential provides high Jressure air to the inlet of a differential Air Pressure Regulator1 i-Jh:lch regulates the supply to the fuselage tanks at lo p.s.t. J. i.ffg:r•Gnti:;.1. Th.::> outl.et l.ine :f;r-9111 tho d1.f'!'crea1t1al. Air :Pres s ure Regulator divides to supply regulated pressure to t ( e twn tanks through one or more of the three Vent Intake Control Valves. These valv_es, two mounted at the top and one at the bottom of each tank, :-. re f.itted t :J pr-event _ ft1el _!r,~ -- ente:rtng the .i::res :· urizatinn lines \1h11st , •. ·_ v•ttiftf74V -_are f 1 t tod in the so pos 1 t it)ns to :il low : • pNtA»r.Jia:\~it: and venting t0 taka ;;L:c1' regr:, rdless _ :· • ot_ ~ti., attit~• r ) f t ha ."i ire.raft . ·::,- . - ~:. - -- .. .... . -~ -. ~: _;..~_;.. ~ • __ .·, (tt).<:O-::?~----- ,~-prevent rrv t)r pres 1~urtzation of trv! t n. rlks, in case 0 f f ail uTs nf t ha J iffsrential ~ir Pres ~ure Regulator, a f l o~ limiter 1~ fitted a t the r ~gulatcr inlet wnich limits t ne ai.r .flow to slightly H.hove normal maximum d.emaoo, .:-md ~ rH f f$rential air relief v~lve, fi.ttsd at the re gula t c.- r :Jutlet, relieves ex~•• pressure . (111) .In the event ,, f damage to na of th• tanks, pressur':i J.s maintain,3d in th~ 0 ther by flow lL".!iiters fitted in t h1i ;r":3 )are si~p ,, ly lines to each. This valve -re: guL tes the pressure ot tt . . _i ressurizing air fed t o t he .fuselage t a nks to a val 10 p . s .i. diffr.?rential .. . :Ugh ~,ressu:r-e air, .f'1•cHn the air .. t"1-air hc3a.t e xet·, ~nge:r-, ambient air, as in - a ·ctlim.-.~~\t,.'&~ds to close ti1e sleeve valve, and when the tan1e·,1r•tq:e/-l9aches 10 p . s. 1. d i J ferential, 1 t overcomes · th:e ,'a_t,rc ~sue i n tr1.?~ bell · ws n. nd t ::e force of the £-' •.•• ·•u~Halldlnt- $j_i1ng, closing the sleeve valve COllplately · .a..:··m'V'tl~t•{ f i~th,-n· pres ::-, nrization o f the tank. If the • • ·µr•fJsu:r•• i-tsea ' Above 10 p.s.1. d1f!'.arent1al1 a• in a rapid (1escent, t he s ririnE l oaded ;; late villve rises arid 'blocks t a,e ai r- Fo .sago t o ,, revent loss C':f pr9SSur1zat1on. The BXCess tank ~:r@ss.ure ts !"oliaved threugb the differeat:!al ~1~ ~r a~su~~ w~wul~t-~~ (~0~• w ~ &~ft -~ 4-)- . .. .1.. y -. -c-0 __ 't;j" J. ~J.,o. , ... _ ~ ,1., .-. ~..,,L-~ ,::---ttJ. CJt ,,I 4Y. ( i i) '.::- he pt.H'iJose : 1.f' thcs~.:t uni ta has already been r.lescribed . Tr.e units themselves tU"G eanvergent-dlvergent -..i ucts ;,1l t h the n,:: ck di21meters chosen to choke tbe air flow at the maxi.mum flow requirement of the lin~ 1n whteh they • : )<'ft~ ;,f~~i~/ {:. . ,~-- - • .. J111r., ... li!iiill""'""'Wiiill~=-.....;G:::.;~';.;.·f...,./l;:.,;'. f::.:,{ ,;,;.;j;1.1i ...,;..V,..:,,_~l ,._.V.,;,;::___,,1..:.:A:-..:.;i.;::.._, ,..:..;.:;~~-::.i:.-V:.,;Tl~U:::, . .1V;:,.;"::::;::.'· "" .. ..., .. • .;.: .. --:· '. ...;... .•• .. '' • ~ • - . """ . . .. .. 'I ,,. .~r - . ·, . . :.,1, ~~ ft• ·Jlllr ;•ose or 1.,n.is vn.lve ls t \,{O 1old . ·10 a.Llow -. th'!Y a!r pt-~s sure from t he differential air i)ressure r0gulatc1r t o pressurize t he tan;( t:i 10 p.s.1. diff erential and t r:, prevent air in t he t a nk fr ,::m e:H.•eeding this value dt.U"i r: g a cllrab by allowing the excess ;; re :$ sur"' to pass back tnrougu the r211ef valve und vent tc P.tmns phere. I'he type 2 design o.f t L,.l valve, two ,:;.f whic h nre fitted in each tank, ~-ne at the top s. r t r-,nd one at the bottom f orward, 1s such that with no air pressure a9plied it remains clos ,~d by a cnmb.ination of fuel pressure and t :,e f ,:-,rce 'lf t he spring seating the valve at the outlet 0f t he pres s urizatt ·, n llne. Through t he Jat assembly of the unit, servo air ;:,res ~;ure, at 18 p .s.1. differential., ~• . directed into the servo pre~sure chamber. This pre~ on the pressure plate, which is connected to the va.l~-i:/ , _ ovorecmes the f c:r-ee of t t:e spring in the fuel ch,am.~f - . air pressu...-e moves tt!a ,.Jr~ssure pli?ta to open the vt,J,C.~-~ ,:,rovided only t hat t b 3 servo pres::1ure from the. .jat ~· :_::..· ·" ' is available to a ct 0n t iie pressure il 1;.te. If" the -:> • • i mmersed ln fuel, t he .~et assembly, being also 1.m •. ,')bstructed -by fuel to such ;:; n extent that the 1pr1 - f uel c hn mber re-asserts itself and closes the val • In the Type l design, fitted forvar«- at the top of t Le tank ,md r.ot norrr_ally . i :-:1mtJf•sed in fuelt the ve.lve is .~.osi ti0ned inside the pressure line and is opened by the lo p.s.i. diff erential acting in the servo prnsure chamber, in this c2se ;.ios i ti0ned ur..der ·the return spring. "/ uel pressure nelps keep t he valve closed by foroing tt down. J."ne greater -:.:r ,:a ( ·, f t - o s e rvo piston as compar~d to t he lower sar.faea nf tno inlet valve overcomes any tendency rcr the valve to be f orced open by fuel pressu.re. V-ent1ng frc-m the tank is effected by the tnnk uressure :rever.,aing t he flm,; ln the ;;.ressuriation lines • . · Ona ff..·-••iJtJlves, not being immersed . in fuelt ara'. kept . ~~• ~ - t~·lf,-p.s. 1. d 1f'farent1al pressure through the jet asnm'bJ:¥. ::-_. :_.;:-" • • · · -.- -.::,:~--~' --~;}i~~t~ types ~.r nn..t t, th$ valve has a spring loa·decl"~'Hiutft mechanism at the v alve etld . of"~- the cor.u1ect1ng rod from -·the prets:;ure plate, so thc~t 1! the 18 p.s.1. d ifferenti s l r c gul 3tor f't:lils, inward venting oan take 1,lace t!1r ough Type 2 un i ts and ()Util.lard ven~ing throuch T7pe 1 units. -7- (iv) This.· valve ;:i r c tects t t:,1 fL,se lage t anks fro□ o~!" pre•f!~iution during a climb e1r i r: u~e event t)f failure of the d1£te-re11t.ial air pressure re gulator valve • .Provision is also- made to- nl.lc w -~ t t n c- p.en Jurin.g refue lling. The nnit consists ;1f tt1ree air chambers, contain ing amb i ent a ir, ups tre sm air pres 3ure and metered upstream a ir pressure; a s:ain valve, kep t clos€ld by t he f:>rce of a s,0ring and t!1e pressur9 -::: f r:1etered upstream alrt a poppet valve, kept closed br tt:c spri.nga in t he ambient air eh.amber, but moved to •:>pen in rosponse t G, tt;e diaphragm between the amblent air and upstream ai.r pressure eham.ber1. Tha pressur?. 0f &.mbient ntr and the spring force 1..n the ar!\bient air chamber is suf'f ioient to overcome the ;_;ressure in t he ups tream air ; ressu:re chamber, thu _ kfHJJ~ th (1 poi,:,pet valve clos"3d. The 9ressure of met.red ~ ~ air r; nd thH force of· th.e m2c in valve return sp1'1n.g ,'._.~~. ' the main valve closed. A. rise in upstream air pru•••r:;_ ·-Y~~rcnme~ t he ambient air µressnre :ind spring :f'or~j;i -~ - a. ~1.0ws tne poppet v a lve ·to <)pen. Tne pressure in· 'l,p-,.~ a!r chamber esca~es to a tmosphere Bnd cannot be 1Jlllill4lat ?-$pl/':;.eed. due t o the m~t~n•ing orifice; inlet pres - • c rnnes the f orce i, f the ma in s~ri.ng a.nd, opan,s~ the .i;, s soon :.;;. s t i·:e inlet ;)rasz,ure, 0nd eonsequetitly t _. .- .. _ ;n ' BSSUr :>- , fall3 below 10 p.s.1. differ~ntial the poppet valw closes a i:ain, pres.un·e builds up in the meter.d upstreaa air ;;res ,; urry c hamber, And tt':10 l'.3ain valve shut.a. Tile v~lve has a Fe r manent bleed, sa;hich ::,tabilizes the .funetioain&' er the ;.1r-e s sure re g1 ;l ;, tor nc.d als ::, serv~s to &.:lnv presatll'"1Z1ng air t 0 ascape ·,;:1e c th~ ~ lrcraft i s r_.,n t be groW'ld. Tank pressure rete:rns to ntmospneric pressu.:re after about 2i mirultes on t'.·10 g:r-ound. In th,1 event !) f the :Jressure regulator tailing , the vc. lve ;.; ill o p<:;}tt v,hon t ank i? ressure exceed.a 10.,- p.s.1. differ ':5ntial . ·" ·, · • -' ~t,i refuelling, the override solenoid is energized, air in. the metered air ctrnmber 1s ti llc:;wed t o escape to atmaapher•• and 1r~1,, t :H·assure f -'.:': rees the main valve open. .. _ Tnl• v alve also c1 l L::-ws the esea.pe ol excess .fuel, due to" fttel expansion, -.,,,hen t l',e tariks a.re f1111_. ( i) The pressur izing air in ttle fusel:r:ip tar...ka, main- ta:i.nt?.d :qt, 10 o.s.1. diff·e:rent1al f'o rcea the :f\Htl into one or b0,th of t h.e Fuel/No Air Valves fitted at tbt plck up points of t i1-:: tran.sfgr line, :;:n.d !1long t i::e tra.nster line to the electrically driven transf ,? r pumps. 'l'hese PUIIPB boost trua transfer- p;·essure from 10 µ. s. 1. differential to m.ateh the tr .':1 nsf.Jr ;;ressure of tr1a wing tank system which. 1a a.t1 ~; p.s.1. absolute. The outlet fuol ) ressure of the transfer pumps • is-i-•glllated by a fuel pressure regula tor valve to 25 P• s. 1. abSO'lUte.,:.~- - l.a the event of the r {: gulat,.,r fail in?-: an over ride- provt'•ton .;:,ermi t s .Jressures l n excess l")f 26-30 p. s. 1. abaoluw to -be f ~d back to 1.ts assi1ei t, ted f us e lage tank. In the e ve.nt , ,f the tr~n.sfer pump faili rg , f ue l i s by-passed t hr0tif t1 tne s hut-off and by-pa1s valve fitted in pa rallel a cr,'.'\S S t:-.e i n .Ln t 0 f t t1.e ,.J urnµ and t te outlet ':f t he r egulator. l-;ump f ailure is sensed by a differential pressure :;,witch fitted tn ;rn r& le 1 ·wl t h tLe pump '!lh1cn co r:1p letes one ,:,f t t1e ur,,r:::: c . . JR,J?" ·111.rn t ng L ght ct r cu1ts, and the 11 :r '.T' L "-~,:; ? " warning l i ght in ttm c o ~kp i t c◊mes r,n. ( i ) Th·.: electr i cal input to the transfe r pum,ps is c ontrol led by a scissor swi ten on t t,e po!"t main u.ru:ie r c ;;:rr ia ge l supply i s made available ~J>l.1, ~~ ,;~/:. -. the lnndi ng gaar ls retracted. _~}Vf • \~:};,ig;~\: -~': ;_~, .. -~ .-~ :,/·J.·.:: ~~,itf~-~ The solenoid-operated V.t-:: lvas in the servo· llM; e ·,1'J.:;".:,/:: be t ween the ~hut-off and by-pass valves ai»t ' th•~ >;}.;,\..:':':.-:t:.:~~ lri.tV9 l sensing val·ve, are also controlled 1ty:''th•l:~S/~;it~-t} sciss0r sw1 tch in t Le port main underc.llir~ ' .. ·.,...,: , -.;~fl~.;::·;t::, The s 0leno id3 are f.lnerg1zed when tne • lan(f • • =J~--/2~fZt'-, gear is retr~cted a cd t he trnnsfer pwnp ta: .:j-0( ••• funeti r: ning. {The .f unction of the solenol • explained in para 7 (v) ,,, nd the level. sens 1ng v.~lve is explained un::for refuelling). Two 0 f these valv~, are loc8lt~d at the bottom, f ore and taft , ,")f e ach f us ,,lage tarJc:. Prov1.ded t hey are c0vorad with f ue l tne valves remain open and. the pressure oi' ail"' !orfl~• .tu.el into the transfBr lines. As .soon ns a valve IMicome.s:fitiractly exposed t"> pressure or air the inlet. elos•st abd nc a ir anters the fuel tral.'lBfer lines. • • . ~-· · . - ~ ··- Ttt♦. Lf,1ve i s constructed tot• .. __ . ... } • (al Open wtle n L :1;narsed. in fuel (b) Close i! air is likely to enter the transfer .lines, either du~ to l ow fuel level in t he tar1k r~ r aircraft atltude. (c) Act as a check vAlVe during r efuelling. r The unit consists ,,.,f '3 float operat8d poppet valv•, which e:losf.? s one or both er the fuel bleed passages, am4- a -ho J..low shafted V3lve unit incorporating a f'uel-oper,ated· piston. The op,). rP.tinn 0f the t:ni t d t~ptH·..ds upon: the fuel P:J"8SSUl"i3S acting c-n t Le pts ton, the !" r essures being dep•Ulde·nt, upon t he 1:iosi tion ,~f the pop ;)et valve coatrollad., b)t:- the f loat. '.i'he so le no id ,: ,per.~ted stop valve is not reqtiireo · -~ nd ts left de-enargiza,:.:, the poppet it c ~ntrols being a ; en. 'di th tt1e i'loB t •Jp l n fuel, tLe po ,:,pet v ~lve :ts also up and the up pe r port closed. Tank )ressura forces fuel up the hnllcrw s i" ,aft of t he r,mit, valve to the back 0f the piston, but this fuel is :,d l c wed to escape to the downstream s:ld!9 or the V;:'l. lve t t1r ough the bleed passage under the pOJipet valve. t-Jith d~wnstrenm _;;Pessure on boti2 stdes of tne piston, and d,:.Y1,~nstream ~;-ressure r,n t0p (·, f t ha valve, th& greater tank ;)ressur€) is nble to overc0me th0 fcr-ce nf tt~e w-eak r;etu.rn . . .. s µriq-; an~ C\ _ c~n u-1~1 f el valv~. I ! the fuel levQ1 :: talllt1./< A low-level se r.si ng unit, mrw .nted on th.e 0- ft Fur:- 1 / No Air Valve t n Gach fuselnge tM1k , c :, uses the re~pective transfer )Ump t n be s~..;i t c :.ed ·;ff '111 spindles1 e ~ch pi!!ton can ~ close- -th@ .. vG,. but both must be open t o open the valve • . Whe-rt-ru.l:>pMjiure '~ s a. :.r::1 lied, f uel f lows to the piston · _ < eham.tle~~z.; ~jr1 t r:e er e and ho llow gpindle of.' the prim~.ry _· , ·_._ •alve~~1>,fil ..... _µ,tiessure , f1 cti c"'u; ,-,n the larger surf'ace at t he • • back. of'' the ·prl ~r y va lve, .f r:: rces the piston to ,tay firmly closed. ·.zhen tt'.e ,,ress ura is released 1n the primary eL: ... mber , fuel )rassurH at t he inlat overcomcts t.he spring £\ w ee !rnci ;,pens t i.ie ;;rbt.-.ry v ~lve, fual flows th.rougb the b:~·dY ,·, f the ur:.it, 3nd, acting on the larger front face of the secc,ndary v alve, opens i.t allowing fuel to i:iass back t r; the t !,, nh . ~rd s o perat i o n o ccL'i.J"S when the regulator- J'~ tls -mu 1-uel. pres ;~ura is t c<:1 n1gn at tne outlet o.f.., tne tritnsfer• p u'. :; p a nd fuel-pres ~, u ~e-re gulator e orubtnation. • It the transfer ;;ump fails, pressure d ,;1..:nstre am is virtua} .. ly nil and Ilow occurs in t he reverse direction. -11- Fuel ;.n·ass ure ln the p:rlm~,ry piston normally keeps , tbe.~.ttJ.~_elcsed, t "1e fi..el in tbe s~c c., udary c h,nnher is a1loW'ed • to· bleed-· iYq~t hr ough tt~e r e ti;rn-tn-tarJt line. I n order to ;..iermit -· · aut--it.e ·tmrttion of t he valve as a retnrn-- 11.nG t0 t nnk ln . ~-i th:e::- n_tt,at o~· •he i)re :; :n,re regulato r f r:i ill ::·,g !tc;,,3 n 11 t '.~e by-pass • ,; . . -. ov~r-•F~~~~ system. is inco!'porated • . ~ '\,' t .- (v) .In t t a event n f the pr essura regu1 a t (1.r faili '":g in ti ie open pcs i tinn, downstream pressure wc, uld be much in @xcess nf 25 µ .s.i. absnl~te. To ,.. revent damage to the system the excess r.,ressure is ted back to the tank tnrough tne shut-oft :1nd by-pass valve. T,:, 0pen tr,,a by.pass valve:, the pressure in the priml:!ry p.iinen c i1ambel" ·must be r~l~ased.- The s~rvo lina f :ro-m t t, e ;:i-r·· ~rr:.sry c:.amber to the level s e-nsing valve, whicn normally c ontrol s the shut-off valve1 18 pas~ t hro a bellows pressure-s~n.s1ng unit in whidl down•tre , ' • is felt by tLe hallows. At normal pressures the Jf . . expanded and keep a poppet valve shut which p.reve~-,,, r e lease of µrassu:re fr c,m primary chamber. If" do . _ pressures rise above ;;:B p.s.1. abs ,-::, lute the bell : __ ~~~-..,., and , by opentng the poppet valve, a l lows tha pres _- . primary chamb!ar to escape. Fuel pr~sso.re ·at the • t•,,1r)-wa7 shut-off valve can then open the prtmery back t o t he tank. Between the two-way stmt-orr valve an2 d in flight, to· indtvidual primary and seeondary servo lines t r~, the level sens.ing unit, used dm-1n, refuelling. The sc-len-1ids ::ire energized in flight when the. circuit through t tm undercarri uge scissor switc h is completed a• the undercarriage is retractr1d. During refuelling t he solenoid• are de-energized. Tlte r efuelling application ot the by•pass and shut-oft valves .a mi _ t.t;e level sensing uni ts are described in para. 15' (1v). ·.~ :. __ . /·_:~~;~~~~;. ~ ,';.C:' _; ~ ::. .. ;''.~'\, s - . • • ~- ,-~" :.>< T-~ :-·'J'ore ro1ng ;Jaragraphs detail the operation ~f tr-..e :rus~lsge tartir • pressurizat ion and transfer, and gtves a wreak down ti1::1d f unctLH1 ,,r aveh c,:Hnponent. 'to surmarize t he wt ole ot the rus0la1e system, now t l1at all tti~ co ntrolling units a r-o known, will unify the arT'angements into a wcrking system. .. High press ure atr, from t ha aircraft air eondi11ton1n.g . system, ts tapped c, ff t Le air-to- air heat exeha.nc~u~ and fed to both tt1e fuselage tanks at a c nstant . preaScure Gf° 1,~ p.s.1. differential t hr c,uf)i. t he DU'I'r~H:~~l'IIA1 PR~URI REGULA1.·,5. This H.ir ;;res ~ure 80.ters t he tanks t · .. r•")ugh On.,. or· ... or•,,.,,. t ~· -·· + :•, ... e U"'•,!"' T '.,jY"' ·'!, 'M,.., '"' R" L' v~L··v·,,c -t"'~tt d 1 - 0" •~ v4 tt~ r va a lso t o aJ lm.,1 ; ressure in ~xcess nf 10 p. s. 1. dltfl'lr•::rJ•.:i:L'!. ,~ s n <":~asi ,' r..ed by climbing, t rJ i,ent t0 at .. ~osphere tLr-, u:;,:rl t :- e t :.. FI··~:r~:-:/r .C f, • .:.:.~ : gss;;t_ffi: - >1~LL":F VALVj~S. Fuel, urrJ~~ r 10 iJ . s .i. dif'ferentin l, is forced l n t c, the r ••-:-::It/NQ !\IR 1: r~LVY~i·1 , t wo ~,f whi c t1 are fitted a t the bo ttom ,,_.,f' each ta r.k; ::1 nd oassed glcmg t he tr-l:\nsf 01 ::r l ines t c the r"E r., T' ;\A3'i ·-H F'TJH.: s . 1'hese ~mnps are - fitted to match tbe fus elage tank trBnsfer pressur e t~;, the •,1 1. ng tank pressure which. 1s a, 25 p.s.i. ahsolut.. "'"'c. .-s ~-- ·-t A1' .. ,, .. " ~ - .. ,,...~s 16!! ... .. ,.. ·I te·d .... v th'-"' 'J;'• r~· r · ·u,-:,c• • •TTnT!l ..i.iiv ·~1U ~r1 u 0 .~ . t,f!~.:i ~ t-: ~ iJ..w._p :.., -1.~~U ~a ~-1 .. w & '-- ' &I r~µ .J..,:;\...--: yn .t, ' · ~Ci'JL< .i.'. -R t o i:'.5. p.s. i. ,-i bsolute. From the fuel pressure regulatc,r fuel _, asses t a t r1a fuel fl,Yw proportioner and to the ~:;;~ci~r r!:~~~t 1~!f;. ar~ f{~~r£~~~T!.~ t:r;;_t;;d ( ti-?J~~·-. ~~:r.~ ?-,:'i tank .;-> re ssurizing line t ,; pr-evsnt excess pres ,\ure bt •• _. :· ·-;•·'_ 0f a faulty d~ff".!rential air .;, ressure regu1att.">:r1 a~ ••• -, are fitted in t he individual lines t ~· eaeh tau s :: event ,) f damage to ,) ne , ; res s ure is maint.a1nad: tn "_ In parallel with th.o transfer pump ,na jt r e ic:; ul a t ,:,r, a ~:. JJ'l'-0(F ,l :-;:; nY- PA.83 V AI ... yE, used as t ~:.e event r, f a pl'LTi.p f aiJ.ure, is fitted to allow f .. - ' ;,y a c , ,flb i nn tic n , ,f gravity, tank pressure an4 suction from fDe l flow pro portL-)ner, and a d tff'erent1al pressure sw1teb ,3.C!' ()·£is t,h.~ ) UWP 2ctu a tes tte nFu;:L ?HO P" wa:rnlng light 1n the ;:: ilot's c,-:-cl<.pi t. fn t he ~vent of the pressure regulator tailing 11 npen11 , t cf".\ s t,ut-off' and by-pass valve acts a• a return-to-tank ·, ·-A i~ -- ' .. .. · ·' ' ·· t ' "' ,..,,.,..r ·.- V '.'31!.Qn J'·V.,..,,R ..-. -1"'" hi""'"' nl'"" .,. • ,-~u... .;;:, i,::; :i.,~ rnell 0:/ • 1,.,. !. u.~,_, R+-1 f1t::V > . - r-. Hit W "'" r.,, ...-a~e ... t / ·e 1vressure .tn the "1r imary chamber 1.i1hen downstream pressure ;.~: xce,3ds ;::: 8 µ. s . i. absolute. • _ The )fin;,: t ;:, rLl-ts, being an integral part of th.e inner vingf_ are _of" all ,::,r; tul c r nst.ructi,,n a nd c a n bG' more highly press~i.za4 than the f us dr:.ge tanks '..i/'ithout fear_ of damage. ?his has t l"te advantr1ge n .f being ~ble to dispetlle wi ttl certain e ·YTJ,J W:.Hlts requ.Lred in thd fu2elai'3 tanks to permit venting, ,-dni.miza s wei 2;ht , e.:t nd G.lso allc,ws for transfer or fuel for : ,a:xtmum 2i n g lne d,:mands at al.t alti tudas. The sou.rce c f air ;,1ressure for the wing tanks is Uit-~ s nme ~s f0r t :10 1, 31:'i .fl ~~e tanks, but the line is divided upstrenm nf two flow limiters, OM fer sub-system ttmi t.wo -13• absolute- air pressure regul ;: tors se t ::1t 25 :, ,s.1. absolute • . Th• ,J't9S:JUU,ing air is fed tntn t he wi.ng tanl,: !J , f:Xclusive ,-,,f . . tn.. -eol~ee:tQfi t ank , thrc-•ugh sized s up._)ly ltmrn , _,,h lch, in the even.t • o-i-- damage t o 2- tank, act as flo-.,,, limi tars, :_wct r:-nsure .. th•t suftiaiant pres ~u::>e ts avail2.ble for the r ,nnainder . Ov.tr, pN$SU1'1%at:l (';n, in th':) cas~ --,f a fgi].ed ab':,0lute air •· ·- pres••~• -- ,.•gul.atnr , i::; ;n•eventad by f i ttinz an ab.srlute ai r pressure r;1l i ef va lve, downs tra at1 - i r tf: a regulat-'1!', uhic:·~ . parmi ts exccS:'li ve 1J:ress 1:re t~ escape t o a tmn:c:pher'e. (1) Th~ f 10·11 -3f pressurizing nir from the high pressUl"e supply ling iJ r strictad, by the flow limiters, (4♦.s.;tt1 ._ ln para . 5 (1 i)), t ,, slightly abova normal maximua-Jd• • . - If the absolute air ;,.1 resstlre r~gulator fails tt.e ~ --~--~ , . . . . -.i.;: not become ov~r :.-,ressur1zed. The air supply l ine_,-;\ • ••-~ ~t';}}: of the wing tanks :-~re si zed so that in. ttle event ~ :Jlt- wif.11'..- :,,,~_;-·tf tank being damaged t ' :c3 pressure. t0 the other t ~nk~>~•, ~ .: J ~~f<./··, ~ ma intained and t r Rnsfer t~,:mtinues. ~< ··-..-- .. ~,,. ... ~::,,_ ·- ~ ~.) -:-'~ ~~~ ,:-: '·. ' .. ...,: . _,. '.t· i~- ~:, ·• (11) ABSY,·,;rrr; AU , ;:~:::snn?: EF'GTJLATOR ,~:::~f:~~-~--~:~;,_,..,_ , . This va lve r~gulates t he high pressur · air from Ula fL::u lL:i.te:rs tr:i ,1 co nstan t absolute valtte of 25 p.s.1. absolute. I ts functtc:-,ning is precisely the same as the diff~renti ·.- 1 "li r pressure regulBtor, (described in para. 5(1)}, b ut 1. , , this cas0 t he nbellows 11 ::rre sealed, and designed to c ··1ntract t~ t pressures in exeess c,f 25 p.s. 1. absolute. h'orking n :a.1.nst ·t:1-e f 2r-ce -'"> f t he spring surr-,,unding the bellows and the . riessure ,1f' at r sealed in the bellows, if t he downstream .. :ret1surr~ exeePds ~5 p.s.i. ,'lbsolute t he sleeve va lve begins to cJ.ot,e ,, ,d -r- ,.;;duc@is the vo lume of air passing through the valve, ~reventing fGrtncr ~ressurlzatlcn. {i11) !l'li.:S • valve is identical in construct,ion and f unction to tn..--_~Ute~enti. 111 t1:i.r . re;:1 sure r ol1et' va lve, (described in para. ~ - (iv)),- but in this case a sealed bellows exposed to upstream air J!'essure r,;rn.cts to ');)en t he µop_pet valve when u_n .strua::.i air , res~u.re reacties 25. 5 p.s.1. absolute. During r ,,~r ue l li: f thft .so1ano1d i 3 energized, and the vnlur:i.e of air i. n t ;J, tank, bai ,,g replaced by tnel, is allowed t ,) P ~; -::~1 po t !_, , ! t :,,c,~ ph~ r e. 11. rn1i. ... t .. ,,.,,1 ,. .,..,, .·s , c .. ... .,, ,J. <> • ... • n .. so ...1. u o f'orclJi•:· fbei:~ i nt o t i:. f: transfer l.Lne s by 14ay nf Fn0 l/ :10 Air Valvo:s fitted"'": in t h "-i t -n:i':;;; nr1 t je inlets r::: f th9 tr ·:; n,,~f,:: r linUi.. . In ta,nks 6 , 7, ::rnd 3 the tracnfer lines have t wo ~- nlets t in,,. ..... -.. . ... -A. •· t b, ,:, rl • .. • · • ~ ·~ ,,., _ 1 "'~~,., n f· .~ r )".:> \j~-, •• h l l ............. 1.t ""'J.Q, o .... ,"'.>aI' ·,~ t =, d.<..-H 3 ... j,. ~, .. ~ D. .. .~.A . ,.:.d .... , an. ear .'3 • 1anks'. 3 have two 1 nlet s, f ,, re nnd 8.ft, ri nd t. an}rn l4- have .::mly .-:me. The fnel pa::i ses fr0m the Puel/ !f , Air valves at t he tnlots t~ t he tr3nsfHr llces t ~ t j ~ fl ~w proportioner units e f aech sub-systen. T ,,~ se unl t '3 ; :r ,Jporti c n t " e fuel c f their a 1s 0clated sub-systems ;:.t ~:.. r;::;.tt"t '.,f flow arranged so t h.:: t :-11 1 t i;IJ t :;mks e::i.pty a t t .c sa;,:e t L:a, ;;11d sr; t na.t, dGring .fl:':. ght, ti:e 'lentre -~ ,:~· Gravity ,:-f t Le a1rcrn.ft re :·.ains r ~c lat1vely con stant. (1) Tn.e f unction {-}nd oparat1~n of thts valvfl • . as : lB. 3 a l roady b'3en det::i wing t onks with tb.e •xc$ptions . ,Jf :le. 4 tr,n, '..4h ich has 0nl}' 0ne. m,. 5 (collector) tank h.as no Fu'?l/ Vo Alr valve since all th~ ru-~1 ls 4eltvered to thia tank fr c,m fi11 t h'°' c,t l·;:J r s f (Yr feeding through booat•r pumps t ~.. t r J ) e ngt.ne. The ss nh r:idral of the wings demands that fuel m.ay b,J co llected fro:.n the outboard as well as fri,m: 'the inboard sldes of ti1c tank~, t he Fuel/No Air valves have therefore been :ttted at t t1a enda of laterally mounted tra nsfer lines in ta.rJts 6, 7, and 8, B.mi on the outboard side fore a;.:d. aft in t an.k 3. 'l' h"l :"'\nly FUel/?fo Air va.lve in tall}J tt· t.a .:fttted on t he outboard side. The trensfar · lin• frcm: ta.nk;~:a is c 0rcmon nlso t o tank I+. • (ii} Ft6jf Pr-' ,:, ;~._=,RT I . · r!:""'R ;o' The flow prcport18ner consists of f1'9'e ruel eh.ambers ea.eh with a seperate inlat. Tanks 61 71 and. 8 llc::rv~ separate chambers in tte unit, as also do tanks 1 and 2; th~~ r l ght irn nd flo 0 ,; ) roporticr.or accepting tu~l from fus e lage t~nk 1 arid t he left hand .from tank 2. • Ian.ks 3 and 4, having a co, mon transfer line, have also a eommon fuel chamber in e ach :flow t:.1rooort1oner. The ch.amb&:r!I are,:}£ unlforffl diameter 'iJUt are· gized laterally a.ecord!ngly to t he ts.nk, or tanks, from which they accept fuel. In each. -15- met3ring chamber, :; ringed on a c0 .:;10n shaft, are fitted ~\•~~~;:i~~-•, '.-_,?,~ )~ , • :;._ In the event ~>f • ar'"raing or se1:z1ng c f t-~·•t-ef :~-... vanes, transfer t o the c:-; 1 l~ctor tank ceaS ":! S,;, and:~' flle.-1 ·.~ f • the engine is r,r:1y a-vailable from the collector- t•d-.:>t:~ •• '.Jhen t •·:e level of fuel ir" t :1-:-,) collector tank has cl~ .. su.fficiently, a. low level sensor signals the eleo~t•f:-· motor in t t-:~ by-pass !_? f t he flow proportion~r ~nd·--; ~-"'' • "open" the by-pass. i'u~l from each inlet by-pass-._ metering vanes a nJ flows dtreotly ta the co.r.mon tr_ line and t ne collector tank. 0nce t be by-p.ass has· si g.nalled t ~. )pc-n , a l ock-on feature keeps 1 t'. so until the aircr aft po,,,e r sup~ly i s s\;1 tc hed off . i1 s soon ~s aireraft or· p·ou.ud poi.;or, su;, ply is ::witched on again, the lock-r,n is autcm.at11~ally r,~J.eased ar:d t ru; hy-pass will close. Ha lrunct- 1oning -,f a fL::,,, ,,,'.'C'pc--:r tior.er r:rnst, th~refor~, be checked before power t.s af,.,µli,ad ; a rcechanical i ndicator on ~Pach unit indicates thr: oy-pc3ss in tr:.e 11 hy-pass n or ''metering" post tion. :;hen t {~ '-~ low l~vel s,)n.S0!." signals the by-pass motor , a ttI,;::r; r-!.=vr::1r1 l igbt f0r trtat tank cornea "on" in tt,_. ? .ilot•s w.arrnc .; l lght paneJ. ·f th9 pilot•s eoekpit, and the °FUZL __ .PR9P" l :gtx e l sn C"rnes o n as t he by-pass opens. ( :S ee • J'-~-~,-raf»fi·• _;-on ; a ge :::.: 9 ) • ,, ,, · ~~i:,J~l-: • _:·,~,--·:sy04tf_.~~Qt';%B~ \L;G 'F:.CL •u~m-c Ah.R A:mE23N'I'S, J~ -~ _;:~~- _-- ~---- _ .:_ ~: ~ : \-~~ ~J.:~J:.~ ~--· '.. -~i-~~~-- ,. • • • • :·. 'The sr:;me sourc~ n f high pressure air ls used tor the wing tank tJ S f'Jr t:-ie fGselage tanks, but as these tanks a r ~ integral ')f t: ;~ i nLe r win/ the p:ressure 1s maintained at "5 i b 1 t .. t '-0 ~" • ' 0 f 1 'lfT,) JU.l, . ;, ~i - ;:;. -~~ ;;l_;',.::,o U:t-, '.,u•J - ,n..l. '.,t· • This air enters the w, ng tar.ks t n:ro ugil individual pressurizing· lines which are siz~d t :', me.intai.r. ::1:re ssure in. tr:e oth~r tanks s r:,·, nld one sustain d si - i;ge. fLO¼ LIAITE-!l~ are fitted upstr9am of trie air ~ressure f '!:~ulat•J'.:'S Ee t t1a. t, 1n the: ev&nt of a ragµ.lator f11lli r..1~ , 2.ir i~ stn. · available t r. the tanJ:s flt a •:' _._ .. tJ-lfi~lJ:t htt•,t pre !! :-rnre t i .an normsl, end th"' excess pres~ure ~ >.:~_:.'.eae••-~ oV!U~{@rd t £tr 0 u tttrou.-,~·-:t1t1t Jijat1ve ua11 valve. 1.;aen transte•· is :resumedt :' .• ;· t ti1f rui}':1 ... Ji rises :-md t t:: nds to compress th4- air in th• tarik', -~rijJ.' a.$'.f(l:_b.e p.r'e s st~re raaehes 11+ p.s.i.,_ dtsolut• th• _,.~ l,e:Uo- ;e.~~ot, and op ,-m t ;1e poppet valvec to allow the -~ir to•'es-d'ripe·/ ' :: nee t he f •1,;c1l level has risen sutticientl7 t --:, cpe ra te th<1 f' L,,.,1_ t i :10 .; pet , it closes, and ntJ furtne r air es c ape can take 9l ace. In inverted flight with no tra.nstel' _taking place, all 1~·ual/No Air v ~ilves being ,.;hut, ti'1e only tuel available - to rhc •:?nffine is tbat \,ihich is in t lle colleett.t.r tank s nd pressure will fall to bl'.5101' lJ p.s.1. absolut•~•• 1t ls usec; at ll p.s.i. absolute ;,:i res s urtz1ng air entt't:r-s -t:ros the 0 fie g;:,; t i ve 11 G1t and Low Level Air Admission" val'fe., Tb& inver:ad L1igr1t li it is f.:,r J,5 seconds. 13. NOTE&.,_ If moru t u n 15· s~c t_md:5 of J.nverted flight i s ._ - · ·i.na:intJir,etl, .:nd :nor~ t'.ci,n 6:?{ of th"':°! f!.: c:.< l avu11~ble • • . fQi:;_ -inverted C lgh t iG u!":ed from the cn;_lPctor · t,.._,,. ·,: t .... -• J-,,-., , ., ,.,.,,,, Q -,. n~l"l.~ 1,n ·'• ;n ·• ·· c, ...... ,.,t-- , ,t"'l _- ·gaA.t .1i..i. -:-., . ..,tY t .. ' ..• -.,...., -. .:> f ,. J ,:..-7 J- ... ~ _1.,li _\ .._ ~-- d.t. .. -.., u i lu. ,.,_, ,J.,. • s1tna-l th;-~ ft:•:o L _:, report i ,-, n,.Jr by-pa.s s to 11 by-P:iis$ 0 :which. d ue to its l o!':k c,n f't~ f; tu.re, will r em;-,in in '·, . Fthe i"Ev- i');;. ss i· oosit1on f,...,r th'3 r f: mti inde -r of the fli :Tht: ( ~1 ee ;;"1 ra. 11 (11)). Tha flo~ t ~r tje fl~ 3 t ~per ~ted po ~pet is desi;ned to h nve no ,,,;1.i,~ t1t i n :ucl, S <) t l iot in lnvert ,:·d fl1 .:J ~t , the r-:? tt:rn sJr l.n~ : urroundtnr; the poppet cl0s~s the ~rrlve t nd ;.:, '!'eVclnts i'u,? l ,,,s,)a_.je :, p t :,e 8.i!' r ~:: 101.?-s , , line. Thi~ ,4,:'Htld -; t l1erv1 ise b•J ~-•pen to r.; t mosphere until the pre$sure in the taDk had ! 22.lcn b ·? low 13 p.s. i. i< bsolute to close the bGl1'.1 '•!.5 o;:Y:-~ -- 1:;e,J. v ~~lv~. ' .. -~i~l- ~~ -.:.,.~;.;..\:;:,-_ (1) 'i'h8 deliv~ry ::f fue l to the ee-lleetor ta · •·. --··- already be-e n J.~$ c r ibed (9&:ra. 11 (11)). In each tank ls f1 t t t~,J ,., h ··i'Jster pun:p tc provide suff1e1e pressure at t.ho inl •.= t to the engine f·uel pumps to · . , . boilin,; ·::nd '.":he subsequent vapour 1/"\ek. The pumps incNtise t l1e d <:> liv;;.ry r,s·es~ure to a minimum of 15 p.s .• l. differential n1-1ove t ne c ·)11J1ctor- t~r.k pres ~, ure. Thare are : two inlet pipes to tile b"'oster pu. •Pt c.no frcrn the forward inboard side nf th~ t enk , ar;d •'.'tl8 f r c-m th~ a:f t out board side. Each inlet sup;:·.lies f ue l to the eye '.)f r: ne of the two impellers, mounted hack to b:lck ,Jn ~~ common web, °"'hich is driven, by a shaft fr.-.. :J t he acce3s s::1ry gt: ar box of the angina on the side it serves. :.::ach pur::ip is capnble of d'3liver1.ng fuel at the rate c,t 100,000 lb~ ;-..,,;; r :'lour (12.98'7 ga1s. per hour- a~ 7.7 lbs/ga.l.) witl a pressure rise nf ld p.s.1. differential andt ohly one of the two lnlets covered by .fuel. 2ach booster pump is fitted wi,th aa .. 011'.t;'.9.~tic 8rtm!ng ,:_!9vi.ce tci dispel air a.nd vapour from, tntt,,t•i:l.~ - • . · .i. ~ - • • : ·:, • -- ~-;. · _;/~ _:;; . ::•._;·-~ ii:._ihe event ~r n booster pumµ failing, s so-parate .;· ,by-pa-al4 inlet~· 0,1 ith a non-retu: n velve 1neo-rl'.)Or&ted, to .... , P,l"ev•n.,>~~-ne~: l)oostBr pump, when wnr~ tng, .from passing fool • j • vack ·to.-z.;;~ttie0 t 'iank, is provided to allow engine feed to c o nt inue by a c m!~b L ;.; t L:m 0.t' e~'.Jllector t~nk pressure, gravity, 'lnd sueti ,-:, n fr ,,:.n t he en gine fuE-~l J ump. 'Ih!s by-pass is capable ~: ... deliV8.rtng fue l at rates up to the de mands. of one QOgine n n military rating at 5e a lf~vel. '?he e::ontro l of f ue l to the engine,. after it has be ,-: n boosted Hi.rough tr-1e collector tank, is governed. by five electrically•driven Jhut-vf.f valves. All. the Yalves are -19- located on t.ti.e '.:: il-to-fu~l ti-:!Jt exching~ir, t11.r ·)u ,)1 -..;rrtch, i . . . i.- ~ • • ~ + ' ' ·• ' 11 separatE'i,i_-:ei,W :n:.. e rs 1 ·:-i r e ~. c n :.: 1 ,.11::", ~ ce t -• :o .L fr c, r:. 9 ., c n co-llec.to·r- _1t:7J,assed bef ,-,:;:•e e ntt:, r:1..ng th~ ,;1~ 1_.:,:c::• , • ..:::,1 ) t £i)S . T'\10,- va-J.ves:-, .. ·refe ,, rnd t,:, 0, .s i ,o :_ , t: r. r; ·,_,·aJ.v,:;s, ,·ne f r-r ~1 ,::,cb SUO:.-&!l)"Stein, ;!ir• >)C« t -::: ,.: ;.c t t ::e lr12. r: t t c· t i,e h e:, t ,~X.C :1,. L:Jnr and serve ' t a- shut .: .. 1" fuel ; r ~n n,0 • r ,:: U 11c~r - tt-:o ::u.b- systems.. A thi rd ·;alve is ' -,e;.,t('C "', t t :10 bnttnm f\l i ·. ;,:-:: t,s at exc h~nger '. rd s -·rvi:-s ?.S a cr0-; s f a~•d, ">o that i\IeJ. fr ;, t;;. u-·,e J.'.iI;n:: Land sub-s.?stem ea be used .!.1, t i,e left tL :-:.d e n£: i ne , t ! j & l~~ft ~.:: ~ir~d i sc.1. a t l.ng v· i.l ve hei~·;g closed. 'f :-~-~ reverse •:! :,nditi,·n Cefl e lse be i r) :'.·OGed. 'rt•.? two rei:naininc v alv~?s -: r ,1 ::.cc, ,ted at the separate ,:uth~ts frr-·~• the he at exc l'1aLg'.' r ta -_::: a.eh ':.: c giri\:!, ·.;r1c. :F-! rVf> as l(lw pr-e s .~ u r·~ f ue 1 cocks t c i ~oln te tt1£t (-:l! :gi t!e fr rrn t~e fe.el system in cases 0 f fire emer gency e nd 1".1 r c➔ t;g::i.rw s e·-·,vic ir:g. Tt1e i ~,01 , t;_':; g Vf~ lv..-:-s nre c0ntrr;,lled by a ct'ossfeed sw i tc :. located 1..r: tt·te c ockp1 t; 1 t has t~ ~- ,P01'1~~-fii,~•: - - · -\1 · ~~Y,.. 7 • - • \~ -;~\~r (a) ::,.F>:f~L - ''ach Bt igtne being fed: ' by ttai,~ :=_\ • .-·- '.' ub-s y stem; both inolat trr&.,~-q,l'v,·: open and erossfeed neutral.•f~f • .. ,: , (b ) lGhT ,.;tor acting thl'ough a gear train, whie:tt~~r. fully ') pen 0r close within one second. "I - ..: . • '. ' . . . Dd)ifnstr ,rnm ".:" .f ~rn ch low pre$sure cock is flttad ~ p·resqre,· switch •.1hich ;:iwi tches on the "?!NG. ft::'JL }?ESS tt _ lie,nt ·-tj~ ·t.ti,a;: mast,-::? r w~rr.ir,g ;:, an~ 1 when Bngi.ne feed pres $Ure falls b9low li'.3 !::. .05 p.3.i. absolute yns switches the 11. ,,,:nt r,ut ,,flv~n / f'~ f1:;;ur e re ·::. ch8:3 18.3 ~t. 0 : 5 p.s. i. absolute. . j C!ap t t"ri.S, ·: :-!:'.? t :t' 1JC~Cll ·· ·J •~t::i-:; l ~-JAl -.L :t ~,.·! :t-~:_ ~2 1.(l1-;-; :, ~1tt~jJ, ·-.rt:lc; 1 ar f; .1'J t.'!::. t ·:~t1 .: .. ~- • {"" ~} :~. :-L ~: -~~ :: _qr~. ;I' r-;/t) :r e~ f ue .L ~-1 [l ~· 1, ;~;~ -~ ·J'e~1t: it' .- ::Li t>) r~-Pl~~_:::jl it~ t ~!.e :·~~i ni :~1urn t1.tt1e, ~;ut .:. t i s ; t. n -~r~s tc> _ l?'-" . r"~•o~orti •rI-''T'. , .c?'.1~ver-, to 1.!r~evcmt damage t.J ~ank ·d. i. ,, t 0 :J,. ;..,1 g 0.:. u T''It.H.! l. ll n .c:: ::- rc, ;:;: ; 11r9 n f 50 p.s.1. aosiol :1i ~P-t' t,'1,:1 t,>,·, ::; hdVG f U.lect., tn,;J !up_ply to aaci1 tMlk ! ·, ,.1 ,au t .:~: ::::; t 1 ecd_ ly by ·1.ank : .. d1ut-uf1 Valves it1 tne supp.i. .. :.1i ::: i• .. :s:c·,} _:r"v,01r t!',-d by a L•.:o v,~ l Sonsing •✓ alve in ea.eh ta '?t 11: ·1 1i.ly tanks ·.' ti.l.cn. !-i;.JVn a separate refuelling line are t•1_;~ c0l .l a ctors. 'l' ne :cafuelling lir/~s prnvidtld have a 3hut ,1 f i' v, ~v~ anJ -J.. ts associated level S":inslng vn lva, nnd is fad d rectly frnc t ne refuelling y0int, thus the collactor tanks are always filled, and fill i:H:! i'irst. tTh.$ normal • transf'e-r· pipes.; fr,1C1 ti:a 1' :0w / roµnrtioners to the coll ta.nits. .. are shu.t. Ly a manually operated Gate-Valve l inke to tb.e: access- d tv:r to tt1e r ,:, fuf.:lling adaptoT·s in t t1.e '.;/ w-e ll1f. ( i) 'l"'he gata type v e lve, shutting o f f tne tn\nsf l. L n a 1 is cl,".;~~"1>d d u rin g r;:} i 'u;} l. 1.ing ~,y th• 700 mo,r,,Hnont t 11e acces s J ,·,or to t he re.fuelling f.ldapto:r beir..g transn tLrr,ugh ne,~rirrni.cal 1.illlkage tD a 90° rotation whiob. elr. Lie V':i lve. The access door latch ;iin, •,ghon loeked sht ,,ngag..:-=s a miero-switch in t:1e 1''.F ; .. C,L PROP'' ~a.rning ligr·. circuit. If ; u .~ d ,,.. r > · -:: ·. ;:-3 ,.ii::"?n::; ~ g.:::1, t. _::; doc,r is rui11 . op0 n-?-d b y t r :1 s ·J:· 1nf l,::i::1d c.3,l d . ,·:/· .; L 1: ;;'1rt ;ir11 . l ., 1 ) \. - J..: J'?D St T :r '. r : ::~ • J lr:.~: µ r·t:r.:1 is l:H::'!.tecl r ... n t ~~t~ t ~e ~act bay 1T~ea1ataly f nrwerd •f t~J left r:~· ;-_ _,.; :.:; pc·ed h-r F~ ~~e, tL_e :l~C:JS'S d -JOl" t r~ :-"fhiet1 ci~: n t1 t1 JJ~ ue c-i : ; ::?..rled --.l'J~r1e~ t . ~(; s ~-..: e ad. t: r:1h:cs <1re ! 1 .. l-f't'• (a) m;:Jster ;.:.i '.,nel l.r.:corporatBs a r:mster· rsfue :l:lr:g ~e f u0 ll l ng selector switch. • t ' . ~-. - - : • • · ,..:- _,._ - .! This positions: (ii.) T F ,&_£):.:yp~,I1 In thi3 posi ti.on the swi tcb ·)ve r r iae5 ::il:.. refa~ll ing swi tones an.d lights . ( h ) ~:·_:F·; :· 1 Ii L } C ~:)S !. t i \)flS : ( i) F-'\.FTJ/1L There Hre ti,,10 !lpartieln positicns , f t hd switch , i n either of which the by- pass :1ot t)r (s f~;1 t { ie ·fl:) w ~)J.' t7 ~)r;rtion~rs f11~e m.otor ed 2;hut snd f uel ls prnpo:rti '.,ned iGto the t,rnks. ( The two ~jr_,;:; it ion:'1 ~1-re for the r•1k II controlled . C of G syster:i '.Jhere i~ach posit ion solscts CBrtain 'tanks to .refue l). {ii) flF,f, '.i • .i>:J 1 In this ~osition the f'l:.r~ Pro)or·ti0n1?r by-passes are motored to ttby-pass" and tanks fi l • at random. r nc0r oorat,ed on t ;-1e :-'.'aster i'anel ar8 two tank ~ ·,~. _,.., ' P '"· -l r- c.tr,· ,. 1' l ', tT!"\"1S { ·· : ... t"'f, l""'Ak· .1.·- •1;:; ~ -.·• h.w, 1"'P~, ... ~AtiV'°' t-.--r,, e:"f:'.)r __ ,,..c. ., ;../ .._ _ ., .......... ~~ · • • · " ~ - .... .,,$;.~~ :i.- . • --~ ,l,. ...,... vv i e ~"",. .... ~ - ~., -~~v • ""11 J , \e, · ""' ~..,J..- ) L; ;;:p S (see 1-,~ra. 7 (ii)), and also-a ground.test safety over• :· Ld. 6l n,'fi tcb f\, r swi tehing ,-: n. ti1e t·ansf.ar pa1,ps on tha ground. 'i il r-, Aas tr,r rt-duo l I 1 ng •,j n."ioi.l, ~;; .. r-event~ t};.0- ."1ccess Switch ls orovided with a d,~or from beirl~ closgd wtt:'l (111) . • ... Tha. r~~fµel '.L ~nf; 1~ ~· ~-; ~·· ~ j • '.: l~~ q Z i (;r. :~, ~~ ~' ~: n,: ,\ .', h j : :~; ~•;~ .. ,. ' . i ,., outbo,ard of .. the .. . --- . .. .. ·-~ , cc .•, .-1, .. . .. .. ~ , ... .• • , .... . . •. • , c1-.,g Q$>"'\~.· ,:.,,,11~· ~ -· . · .,..,_, . • ,, , ·.- . .- , ' •• 11 ·.-, •.-·:c ··;-··· r . , ,. ' ,;, , .• -1· If o, .,1 t ,-, ;-, "·,. { __ ,., ... _. , 4~""'"- ·.'"'V -" J ,i,,lC , . .. . ''" ' ,l,._ · ' ;.L .. . ..... ·· ' · ·-' • .., , . .... . ,, • .c, ., ........ , . - ·· . C\..Hlt1'"61S. th:e -fL;•v ~., ~t t · -:r -~ t .[,;,: ,., .. ;: ::.t::; :·r:: :, ) 0Ctlve .. -LdG hy ,:...,,,. ,,.V'1•·4~a_ -!o , .,., · · · • ·c,·• • , ' l-!' . ~1 - ,.; . . _.. . ..., . .._, .. . ·1 , ., .,. • • c >,~ ,--:.,,,. ,.,, ~,:, -!- •, c, ~,iu.i- 0 .- a .4.".&.e f, ti'-· ~:- ; ~bt ,· 1. "~ -'- . ..!. \.,.t.•.:...~ .:-, .;\..,~ _.,1 • .,1..Ac~-4 .; 1 -.~1., 1:• .... - ). ,..1 , :,t :~ --...::. level sensti1J v .··.l?:: :.,. .. l:; •·, .)n t ,•J ,.nnc l ' :-:, ··•.c •:.: ;r•?en : i gt1.L;t .n , \.v tllCh c r:,mplete:s the circ~ ?,:l-z·. i •• ·_, :~,._ ass ocia t ,ad r r c::~r• •,;~r:1i. t11;: l t e;h t 0 n the ?efuell~ng: C.ohl$1-~~.,., '·. "!D_d ,S i gn;+l .~:rn<:>l, ',i<:» n ::·; ~ :-,ts-::on is saCT ted and th..t,lf~al • • c1 ,"!S ;=- d Thr.-'"< •"" ·: ,3t7• ,•eti ,.,r 0f tbe V3bt;;,,, ·is s-t •~.11~,,- · t 4 ~"";$ne •4;y ~h~, t-off :: n~l ;;,..: ;;~ s~ \n~lve (de~~r1b~d i~·· 'pa;;.,. i :::~{{v· . t; ut has a () ). :; r~}s v: c } "Tn i.'". l.FV1 ·°JT'i.wH r 'l Oi S te:in to ·; _re · '·.~ .,_.' .;:•1 ,..... Th-2 •• ''· ··. ,:, 1-. .. ,,,.. .., ,, .,.,.,. ·1 ·, ••· • -~ """ "t .½ b · b l .d .·• ·•;;·.;· .. - • ·.~ • ., !.,. ,· . ..... .... ~ ,:, ,.u. -~ . ,1 <..•9l'C u n ,.~ce ec. V ll , ee t ";e VP.,lves •. re r';'"'rms l ly rt:ld c losed bv 11ghtly loa Tipr . Ln -:.Hich cha;;,bor- . f/1 ,--~ , •. : .... ~ • ~ ,l"I • .• ·---t 7f :., :: t s ~.1r ~:- t \,_! -~ .. 1.·~\ Slci-1.1.1.y 2i ·~~11a r typt~Si •:,f le-v~l ·:-:~r1.:-:.; -14.---~~> ,_: r::~.-~. .;_-~:_·-. :-) i-<:,-~ l i; .nJ. t _:_s c.sed i .n· t he w-tfj_g t nn J.rs ·_, .·_,:: t ":.c '.f ;;-- ::::e 2 i,-, the f :~~~:~l;::g"' tanks. T no 1'yp1:; l ·J.n5. t cons 1 s ts of a. princiry and s~:i c --;nd t;iry flo:st ,>.-,r-:be r s. ,_: :~,, ;,rL"d"Y c · ,1e1be1· ial ,A~.r r;:;.sn~ntly d:rairtf;:d to t he Ld1k , t ., ,;1 f ;_ --,. t r· l:,; iris ~,~ l. ;y- ,.,i1e n tl ie tank pr 0per. ts f i· ll. '; ': ;,: ::,; .:.,::: nd.n-,_· :i' r. :iHmi:rn r i. '·, cl--r-ained t r. rn11 gr'l a. sr::1.enl'."id-opHrated r:v, ,. ,Jet valve , ,-;en tro.: lr::d. by l~ i1.e 11 1-i !'.:-"fFL cu:rrRoU' s-w :1. tch, which allow dra inage t·:, t ar~k ·m t y •.Jhen tr~e- sol~nold 13 de-<~n .. 1rgized., Gerv-o.::; t:tn~s-.:.fl"om t:.e t · J ,; :~ ;, ::.rr.b,u3 .·-:if t r.e shut•off Vt1lve &re c onn.ee~d to: the soc ,· cJ ~ry .i'L1a t cham~r, but the line from the p?'imary- ·p-isV,n ciL .. iLter· i:.1 r 0uted t trough the pri r:;;' ry side .. of t r.e lttv1:1l. S')ns ing \J! ~. lt in such a way, tha t th& ;:,rii;"lary fl()at-..09,r4=t~d. ,r -1 l ve c.?.n h~.-::•ek t he pri .~:ayy serv~ l l ne ;,,hon the tan.le u .·tu1i.c:" .,:,- •.fft,i I' ?, tzj_r:;::; th<.➔ so:i.e,..V> in L11 t be level sc~nsi n.g ·,al ve 3ec ,1 nci ;_: r y c tia.,;ber, ct ra i nage from this chamber is stop r.,ed .: ~:d. .fuel, t.l•, 3d. L,-i;; t.~r '·"' h t >e shut- off v g_ lve, tills the sec,..,ndary chamb 31' by •0:ay ·, f t:ie S ti rvo. llmss. h'hen the 3BC•: nd·,,"ry chacbe7' fJ.lls Fend t he fl0Bt rls'!St tha float o-pi:1rc.t. ted ) 0 ,:. p t~ t v -~lve blnckc:, <: · ,-; :1 ;•n•v0 11ne ~ud ;;>~e !! f?: ur.e in tt~e s ,~c,,ndnry p:l.:n •.~r' cu;r::l>'·r ~ ncrcasad t :"' ttie t,o:l.nt ·.:1t~erre the s~ec nd::1ry shut• s ff piston ~l0 ses, reg~rdless of the l evel nr tuel 1n the t c r:k. T:-.is np,,r n t lcn i.s used t ,, ;,re-check the :l!unct 1<:-n.:tng <"j, f tt1e tank shut-off V':!lves. ':,'ha n the tanks a:re be1ng f11Je' r-ride. 'The t ·-·oaJ rr VR 1V2 L: <;i:•ilnr t n t :,e Tvue I valve 1 tut trn.a different (--:_;,.; 1'.o quJ. ,~~ J::nts. L uc~ t , the lnd±rect circuit between th9 ~;,u.,. ..,.+•r u.o., ·v 0 ,,_ , . ,,_, t,..·"" · -~ v 0 l " I'+ ~: r\ · · "n 1 te ,...-4# t ' · • ,:;, -"'u ~ 1· ~ ~"" ::, t.~ \i_,, <, 1.}.. V ·JA --L .._.. r.l- , . ~,._,1. , t-, l • ~ .i-~ t .~ ~ ~• J:'? i l-J.,!:: iA l.. • .ia' \..J...i, • . .i ~ ".:[;t .1.. ~€ .fJi. ,0\;Ji tan;.: :: , t t-,e 3 ,,rvc 1·:. 11e s · re ,,f , 1 ~; ll. gi,tly .larger size U-::.m in t :,~ •.,,i ·Ln.g t ;1rc ,, s. Tnts ::-'.:~:H~lted it: tt1e s:icondai-y chc'.'.mb~:r o f the l evel s ·-.tn~i n ' 1J:'.l t i'i I ing ton r ,->.pi r1:1-<)pen after pr,-che' the Type Il'. level s ensing uui t the pr imary seno i t.,) th~ i , :r:tmary ci1HL•~uBI :, ::cl is n:1t _. assed through. y c :1c:ittber but dr-a i ns tn ·u--~o t anh. In this way only· serv0 llna flo"d is ns ~ct t :J 1"111 t::e secc ndary ·r10 tt,e .flow rate ts stl ll. ::,l.i. ithtly g!'datar than the c ,,mbined µrL~ary :.:md see,)nJ,;J_l"'y S8l'Vos in the no :·m bu t is ~1ot t,-,;.., :~,~rge t-l fl \")Od t:--; 'J seccndnry float..-~ ;.H} rutsnen tly ; ' ' ? ~;a.rd les '2 of t Le solenoid PO,i.,pet valve:' Jos A tw~ wa y shut-off valva, located in each collector t'Slnk, ''lpe r at -• s i n tt!<:-1 sam.e r:ianee r as t t-~e rett1$ll1ng shut-off ,1·_: v•_;s, •. ut also allow .r• ravi~rse -r.~ '.J w i:t1•ou gh tll.e Vtilvas for •:.s 3 ,lu.r Lit~ defu,,1lting. The c :· nstrLtcti1)n of the valve is the ST 1it;? ;.,_s tt.!3 -~·nf ,_:e llJ.u~ :.-ihut-ofr v-:1.lve with the. follo'Jing e;x c:~p t i · •ns: .: (Jl.,L;,,,- TrY::;ra ts no ci•i-BCk v1-1lve in the prLnnry piston • . .'~~·\:~,--:: - ,·~l· - -·l~ . -~-,~:--'t ~- ··:J t. c heck Vc"ilve ls fl tted in aaeta servo line. · .. ' : .. ·. j}~ p in ,, esou,·~ at t >,e inl~t of tho two w,y shil.t'.;o.r.t-'-Vi&Vf.f is fe lL L ~ t ,,1 pistorl ctFLmber, _this clos.,: s t:v:.~ check v ,,:v,:-; s ;tl t he s0rvo lir:.es and 11110-wt the fuel to -: ,x::n ~ '. t? :;i :-.; t, ')n v:, _i.ves ,.J.ui t o 11uw in the rlEIV'irse uiraction. ( a) Ca.cry out. 1-ef ue.ll ing saf~ ty _prec&uttons in accordance ·,,, Lt: . tLe :..s. t ,ast ins t ructi ons. - (b) Switch the mast~r refuelling switch on the master r e fuelling panel to ,..: N. T his energises "openll: the ovetr-ride . \ - ,(4- ( c) Cr:.q c )r !.h;;f t tt. t~ s wvc n green li ghts on <.-?a h 1~efnell tng ~ - r ,tr,; l_ : ' 1c ,0 ·a--:- r: ·1i_ _. ,1 .,S: l c :1 :1Je ,·, n. 'l. .is wi l l lndt c ,, t ,.:: t, ,.:, t t h.e s ·,ut -riff y;, !_7-, 'ln :-: .s:; c h t~nk i.'.J c losed. ;,.c', i~ t ~t t t:~.'; t-'rr:.;i. • ... ·t.1 i s ( <-: ) J ) a n t, iit: r o fi;_c ll i r. g .r,c .-:::e s s door tn a~ ch ~~-i ii~;~,:).,t·;t: gea r 1;,:ell, ,:• ;:,·t:.UVe t :·ce ea;:: .:'rc. ;;. L 1e ;,res sure !'t=) fuel • - ' \ J. ) ;~ ~ ~J .s.1. c;t18 ck t Le _.::.. .... . ~-.. C:z,) , 'T•1 - c~·,3ck Lla cl.,$L.g ,·d: t l:•:: shut-off valves L ;;,,2J ~;::. t,c: l y n.r t <.:!X' '~l::. ,.::r: ' :. j,,, t'. aO r 0:'!ft.1e l:.L:g no zzle, by swltch.1 ng ,,:; ti ,e r •.,.f r_:_;9 l c ,~ strol s ~~: t~ l - 0:1 e ach retuell i ng control 1-md hB. -t'~i· l evel sc nsl. ng valve S<'lle no id operated po pp~t ~~lff• · a_M:··t ~ ~: s rrnt -off valves clos~, aau:slng the signfl l l !ghts to . COl!!W .. on ... · ,. t. CD ' ,;_,-;. i.t-' 'cti;:~·e t;,e r n f nelli r: g nn:r,:rle i mmadia.tely after pre ,..;:] '?Ci~tng :1i.d ::!W~tch trKi r ,,c fu";1]L,g salactor switct1 t f, e ither ; ':-.tt'I 'i: r ~, r. :::y :T~:J., se-lection. :;_'ill s causes the flow proportioner by - pas~ to be ~0 t 0r~d c l 0sed. - t"! '"; ""';"' -·- -· ~ Doring ;1r0-e: ,o c !,n:: e q ue ntly the fl ('.:I W is not propo:.r t i. c n fi d t o ;:aintain Cl oI' G. l t is t h2refore i ~portant, during partial rH!' t:ell1ug, t Lat a min1mwn . of f ~1el e nters t he tanks during pre-o'i1eoki ng. 17. PAf:.lJAit liw'tii1u1~.c~ .. --~---_ .;';;--~-?.+"~-!~ V : : ar r u ,1 -r c f u.r, 1·;_.tr.,_; , t .·:: .-, , r nt ,t fi; ~-1 r em9.;tit.ilif. lh -tA.~ -cr_:~}~ s r : :.~t b '-: ~_ r·t c:. tr.,1d. re: ~.: t t" :.: .-•:.n:~:(~S i -._ .. ·_ ·_t~h. _-6 • f'_. 'r-. c,,..._ ""'- ,, ..... ,-.. c k;) ·_.,· . .. ,, .s. .. ( ·,, p -"" i" ,._""' '!'"' ,,d ' 1 • ... ,..,.,r.,·.., ) .. 1~ -- , ,. , ,1·, +I',., ,.,.t , d -.....;i;. -•-'4-~ ...,_,.~ • ----., - r , - - ' ( .. -.. ll-., , . 4 .1. •~· L ~ ~ - ✓ ""°" ~..,,__,,,__, G, .,,,__. .. ~ ~~> VO.'- 8 i:roin tbtt tetel ;;- ::..'_, : ,:::. ., 1 ::?:. ,,2½ 1:t rcd t·,' 2rriv'.'.' ,:, t t Le t~Dant-tty-.. o.f r,~e-1 :·. · L•? d '.: 1iV8rcd tr t; _e r: 'rcr ~:ft . ~~.r.c·!_-__ I' {_1 L ~~: t -~ :-~-1-· L:e~ iini: Sf~ cctor · s·.,►.,itc[; ;::~ s ccea S ',-,.t i t ct1ed t ~ CJ i t~,,2r H ,.·; .:' • .fi'::" -~ ,.-:. L ~: ::r :_ j ~'"! 1, n. ;)0-9 it i 0n.s, D ri~ ::! ~s -·n t t, ..,da9 t --,·g and c,lr,se t be 8C1'GS ~ doe'.')l' • . £ il>_~·rve Qfi l t1e c::; -~--u.r: l j, 1 c. g· F;'\ ~ C 8 ~ g c: ,;c LS C() ot rn 1 t ri.e NH: ually -·, p8!""3 tad gr-1 ta valves, whiah in t!u·n cn1trnl the transfer flc:-~ 1.nto the col1 ~ctor tanks. It is therefore es sc nt ·U:-, 1 to ascert;$.tn that both :refuell- 1nt access doors 2Te properly closed on c ~mylct i ,n 0f refuelling. . •; .. . • ~ ~ .· • · . • ~ ... :~~~-~---~:- ·~a) • '" · ._ - ~ S1ttfil.i tne m~rnt·::,-r -rGfue1.ll.ng s·dttch ?n the master ref•1-1).ng')ah~1 OFF . Thi'! de-energizes the solenoids in the· rel1~t'- V8-lVes and air 2;ressura regulotors, closing O ' f th.e ve:R.1$ t .qJ,:atf.ueE,pl1ere, and allowing vressurization atr to .o~•"' .tfufif,~f\J<.s. . it.L '·f: i.s selE.1ct1<~n all s1gnal lights t.:·n ttie· r-ef'uell.1 ng .~ontrol ar.d s igna 1 pc:.r,els go ont, t:U,d ~il refuelli ng s ~ ttches a r e rvs r-ridden. (e) Aftt~r ) re-c r:ec'kir:g , t t1a pr0ciadure f or .full refuelling ls the ss.::e as the r, rr,cedure f or partial refuelling wi tri tne following axcepti0nst .. . (b) ... ~ .-.~ ~, .: The·-· 1 i;v2l s ,;.:: .sic16 v -~- 1 ,,: -: s i r~ t,~ a t a~1~ts \-i' 1.l l --.~s.c..J ·;? t he . ta.nk'" ~huf;;..~ f' f ~n: 1 V I::' ::; t ') -; l.c ·--: '; r ll t ·-::-::.2 t L C ::,. J l .7 ,} ~:: t 18 t-:1r:k s ~ r ~.~ t·11 1:s.~. ':'h·~ l l f[r: t s .. ; r: t i1e 1~i-:3 f 1:ell tn .~~ C':l(ltr ; l ~i r d s jgnnl >~Jr:.;::l.:.~ \r.,,· i .i.1. ~~·- .. ~..; n ~·!tL:!C. t ~ s.r·1u. t.-t)ff .. va l~✓ ~1 s c :;_~-:::.; :~ , ir1l ic a~t r: g tt1.at t !;{:: tnn ~t :J Et.r e 1·ut l .• The aircra f t -~ ,~ dofuel l ed t t1 r:-,ugh t ha re f uel l t ng a ~ ~-,- +- o n ; .., :,a· .-. n ,n•~ : ,· l , . ,..,,. ~ r-- -; C:' ">• > " ' ' '""11 neruelli ... a 4-"rQm th-. ;.J.!:'.1 ~ - \J~~ J, .._ .14'. ~•· "- " '- p , ._ t . ;i.. ._,. ,., , . 1..,.'~-l J..L-,.u ,,-..::,i-...... ~:;:i . ..\i Q . ..... ..&.r.' • , • • . ~ •.• .• ,-_e ~ -::,· ~.:.,, -w Lng s t "'.) rage t v r;. ks c.1nd t ; 1e f ,.; s~ l ;'l;ga tanks is eff ec~"-- • t a nk _;) res s ur i zat 10 r. f ,~rc t nc: t t e f ue l t ~1rough the t:lC li nes, a.s s t s t ed by Sl:cti -:i n frn;:: t he tender pumps. -:f . ~xte r nal sourc~ ~r qtr : res s ura ! ~ ~acessary t op tl1.@ t ank:~ t i'"' n. c t.i ev ~ t :ls . Defi,elling f rott t.he c n l 1ector t anks; ·;-r-&>~"'ll.ri"'en l-. ! :.:: ir- ~ -· 'n· ,_• -- ut> #\·· 1 ,-- n t t~ r r, ., 1.• h t ·_ h~} +,.?,., • • ~~ ;.,; AE!. · - ,J,.? ... - ' 1. -"J L .... V ..... ·I \ , .i. ' • .- V. t',1l v i ,H...- . v'H•~~ . v a lves. !L s t . 11:, 1_ .~ ve l ln th~ c ·:. llectoT• t a nk d ropsJ$ ad:n 1 tted L,r·ou -; t·1 t ;.~e r.eg,;t ive 0 G11 and low l ev1tl ai r v.s lve t c ta;-:,~ t r, ::· ;~l ace ,_,f t ' ,c~ d is p laced fuel. T')': ,·· •:ft:n11 • n .c~ rn1 :itf:r swi tc :1 :remai nt in th~ ~>FF' :::i. nd '.""; F:ff_;!':L :::'.)s i t i , n f ·!r ~; efuellt • r , therefore -no S" leeti.nn :_s nece B9En•;1 . ~·2 si.:=1i:~J i'' ~':: l 'nf;y h2: d r ai n :-d thr": tt gh fue l :1 ~:J. ,:::-·,rd Bi , :-:~ t e dra; n ,ri:i. lve s l _;~ c at -Bd in t h'!I bottom sk t n. --::-t t. ··:e i.r,~1d' .. .rt n.;:,; f::i r t hq -., tng t Hr·,·, s and '1 t !ll flame trap i n t . e t10 t t1) 1,1 :· -f :, •-~: d uct bay f ,, r th9 fus e lage tanks. ~~lli ;n a:S.:s1'1 fi,e 1 and C':·ndo •,sate drain va lve 1 . .s f itted q t t ha bottom 0 f t b:a duct • .. • ""•• • / -; .. 1, -·1.-~ h ,..t r ~- '. ·,, ,~ + h ;;i: .:.;: -·- ;.i; c.:. -i-.e t-..,_, ....... "' •-:.· ~ W~J.:,:;· .• r· \.., .\ ,.4 l"',.4. ... u.c.3 \ H, -.1;. - r' v. 13 t,J llfW"V aJ. , •, th&-~l\t~;_~ l a g<:"! t an:.{S and t he tank fl oors, .• : • ,P70T{41 Lg a c ·· nV\°! n ~ :.rn.t :.,1ethc-d o f vne_eld..ng f -·,r l eakage f r om the fl1selap, . . tu., .. ~./:;} ~;>.::.::. .. f:/ ~L. .. N :iYS'? Ei1 ' ,. ,'::·· ~--~/~ ~i-~:~-~t:.~<~:., ------- -- ·-. .- , ·\ ~> :-l!re!'fi(~T''"' :~~!1 '""' ~da:)tors tlr :1 1H·ovitJed at six check ; . ~~~•-n_t-&,,.;1•,rti'-:; +-:-...,,,. .. .-.?t4-"" 1 ··- 0~~., ~- -,-,~~- .. ~ -t - ,, " " "'+~ ... , I-~ r•ht•·in "re" "' Ure -,- yV--~ ~ ... · l.~£ ~~~~. "'- -t-4'w •~ .J.; . , ... ,v ,..- ..4 a. /'., a\.,- · , .. .._ • . ,.,1v-a..r.• w , •~•-.., .--·, r-' ;.,~ J . ' • readfrig~-n;~,- the f i.:r.cti0 n tests do:;;cl"lbad in subsequent paragr ~~hs , ?~d t ~ as ~ist in trc u~ l o shootl~g t he systems (n ') e n~ tn '!' ac r1 fus ,~lage tank a.,~ces ·· panel. (b) roe i n t.i.i.e l:i.r:e ac t Ll3 c., i.;t :1•dft o.f Uie di ffe rential ;n·~iG :•~ :- ~• "f'"t~t:.latnr in tLe duct bay. (c i '.1,~a ln tt,B 1i.n~ at tl1a outlet of Rach absolute i, r·es:'Jure re guL1t n -r- in the enr, ine bay. (d) :.~ n.1 at. the outlet r} :i' tt'ie servo ,;l ressure regulator i. n ·.;; b::: d uc t h ;.i y. The fol~o,_,,in v t~~sts :nust be carried 0ut 3ljr;· •: n, ""rii t:ri 1#~ !.c· aircraft <".i.;;fual.1.ed. To function t03 t the dif :Ca:rentiaI snd rolief vt::lves .i) rc,ceed as f'ollows1 Ca) Connect th.r'~;Xf:?t-/ , ,. rizatton ~rnund test c c- nn8Ct1on and apply • -· .,,.• re, progressively raising t he pres:n1re ,, :'=t-,,ftC1~!?t'¾::: :;:• ::::,::::r a: ::::c:a:~ r:::1::0 :::::ure ·-2-•·"·:{"?<~t,::Z'"\:i>f.~b.i: : up. i n-~ reading on the gauge at t r:e •" • • • C 'd'ff't'ere.1.tial r,ras .:nn."e ragulator outlet must b'!t f':ro.:n 10. 5-11 p. s. i. R•, and t he reading on the gauge . at t l ie outlet of eacn absolute pressure re gula t or •r,ust i:Je fr,...~m 26-27 r,. s. i. absoluta miaus Barometric ,)re s:--; ,:re in ;;.s.1 •• iu ,;rder t n ,.h,1.ttr-mi rie ab;:,o lu-t.e pr~:::>::,ay,ea .S; ccura t e ly, the barometric pressure for the day (in p .s.1.) ·::ust be added to · the observed readi r,gs en the pressure gauges. ~QX~vJ-~,. _:;.,.:,· -- " ,SJtQ,~,ld t ;1.e pr 11s ~rnre -,,endi ng •m any cf the . ~:;/!• ;;; /l';,~:,:f~;:'.ft • • s exceed tt:.e minimum relieving prP.ssura • /<·,-...-::..J- ·:_ . : .o o.s. i. d u.ri r:g 1..1r f:ssure build up, the . ~:._- , .:.f"i}~j"r·-:·- -- --~··•:;- up ply muti c. iJe stiu :, .-·,.: f L -:,edL:itEily -'.;. nd • _· -. :.~~'.:':_~ ~'.~""''.' efective relief valv1.i must l:ie re f, laced ' .. \/- ;. jJ}tit:t~r '.?~fe :~ he t~ s t l s C(' n L r:ued • (f') •: h,.::t ·,ff t iie ai.r sup :; ly at t Le ground p.:essure rig. ( g ) :· eml".'vo b V:rnking and recnncect tne outlet pressurP S '"': si nv li nes to the differ,ential .::J nd absolute ,;n~s s ure regulators. • . .' i th tr1e three 0•25 p. s. 1. gauges. r~mai ' t ~1e :1ositions described in para. 2 (a} and the i gro rig connected, p~oceed with the air pressur~ rtgul tests as foll ows: ,- ;.;\t{f --, ~- ... • •- <:-- " -:t, . (a) Co nnect an added 0-25 p.s.1. press t c~ the adaptor at the outlet of the ~ ser reg! l~tor (b) ::nsure tlH1 ,:iaster 1" ·:: fuell1ng -,J ;- AiiD Df'.:Flr:L position. (c) F'tnr. 1 hs, ;roc.n,:L_:)::r:,?ss ure rig apply pressure until gauge r eads 50-b ~ p.s.1. (d) .t ,rn tr.e ) r (1 s sure reading becomes constant on each gauge, reduce the ;.1ressure at ~he ground pressure rig to 18 p.s.i.. • ( e) {:hack that tl1e readings 0n the gauges are within t he f ollowing limits: (1) un the ga.u ge at the outlet of t be d if r erm1tlal pres !'lUre regulator 9. 75-10. 5 p.s.1 •• ( 11) ,.:n tbe gauges at the oatlets of t he absolute pressur~ regulators -24.75-26 .s.i. absolute minus barometric oressure ·1 n t he p . s • i • ' • (U.1) ~'i n the gauge at the- outlet of the servo pr.;3ssure re gulator - 11+.5'-16 p. s. 1. (f) Progres ~lvely increase t he presaure readtng at the ground i:,ressu- e rig fro ,·. 15 ;.i .s.1. to 85 p.s.1. over a period of five oinutas. .,: (g} Th .... ;i'•,H:Hii1:qj~ n n, th-... ·sau.~"'• mtul!t_,l',•~p;:-;_~i_ n t h ~ sarni as laid dr),m in (e). In1s pr()J'1des a check. t ha t Bacn :regulato r is functioning eo.rreatly thrnugh a wide range of inl$t pressures. (k} A? nly c~nstant ~r 0ssu~e from t ne rig at ia ui e r -· adinl ~r ;o p.s.i .. (m ) Gh-:: c k t i .R.t the ;Yr sst.l'·e build up at ""ach gauge t o the pressur~s laid dnwn in (a) takes les s than t ,y, minut-2s. This ) rovldes a check that t he rggula t,.,i."'s ,:;r9 fully 0pnn: ng to adml t a.ir 1 nto the tanks durtng prgssur➔ build up. The reli t"~ f valves should. r oma.in closed '.- ·hile f",.lncti~n testing the air pressure _ ,.. ,.., "Ul t n s ' ' "" • I., blP d flo ·' fro ... ti..-; ,,,.;;.~:~.-: •. ;· _,,., a , :r • A .:> 1-i.a.1..1 . •. e " ... u.-t--:.::;-~.;;~ r 0 lief va lves however, is normal when • ;:'_!~:: mnximum r :~gulatlo n pressures are re-ache :_:· • -=~r .. -;~ .... 4:/'i ( n) :~hut ," T f the air supply at , the gro ··.'. tig, .:1.:::.d switcr-t t:::~ wa.~ter refuelling sd t0 -.:i epres3urize the ta.nks. ·-.,· (p) ~emov~ t he 0-25 p.s.1. pressur~ gaus .s_-ja i) t'...,r at th1.~ outlet .:-, f the servo press: :..'i. t:ti tt-.e three 0-25 p. s. 1. gauges remaining in the po3iti. ~n~ described in ;:ara. 2 (a), and the ground pressure r ie conr1.e ctHd, i,roceed with tr,e air pressure regulator and r--~,lief v c1 l·."? rw ,,.. r-r1des .fnnction tests as .follows& ._. .... (A) Cornect the electrical external· power supply. : .:-=-'·.·'--{},):.\;insure that t iH) mast0r refuelling swi teh is in '_J ' • . ·tm.-~ ~)1191 tion. • .... . - . . ,,, ·,· _::-:_, •~.t.•~-- ~:._:a~•-~ ,::--· - _,~-} (et: Apply a constant indicated press.ure of d5 p.s.1 • . '-', • ·r·r-o~'.:t he ground pressure rig. ( '. ' .,. _- ·! ~ ~- :--:~ !:· - I (d")' Check that th<: read 1ng on ea.eh gauge remains at zero f ,)r- a pe .r i ·d (')f three minutes. This pr ovides a check t hat the r t~gul&tor over-r1dea are shuttlng o i f the atr sup :; ly to the tanks during refmtllt. r.-; g. (e) Swi. tch the mast~r refuelling swi.tch to i)F'P A:ID DEFiEL And allow three minute s for the tanks to ~•r~:, s U4°l.z.e. ( f') Gb.eck tht: t t he t, ressure readings on the gauges rise to t he uressures laid down for the differential a,~ absolute.regulators in para 3 (a). This provides • . l :. , . ~;:- l1?i. . ·---- ~~· . ~-~"" ' - ~:;;· • .• /:,t;~J;~~-···"f~;;_~ { .. .~k that the regulato!' over-rides Gre opening ·,- .:,,; tha t ,:rnks to pr s:wrize · nd U·,e relief ;Ver-ride~ are c~~sl ng t ne vents to atmnsphere • te n t r ~ master refuelling s~itch on. r•1adtng 0n t tie ga ug,-:S ~. ust fall to zero i n loss t ·an two minutes. This provides a check t hat t t ~ r nl~ef valve over-rides arG opening sa.tisfLct0r ily t ,) provide vents to atmosphere durin g re!uelline . . ' , - :· ~-:,. :. ,. . • 011:.'t ri L''.~'l't'L. • ·a·'l"ni ,.~ -J ~ v ..... . w ...... -Jo l i.gr: t s ~ ·.,; ~ TYPE l LEVEL SENSING VAL VE II ··• EL SENSING VAL YES ASS AND REFUELLING T-OFF VALVE ENSATE DRAIN VALVES TRANSFER PUMP FUEL PRESSURE REGU OIL TO FUEL HEAT EXC NDENSATE MANUALLY OPERATED GATE VALVE FUEL SUPPLY LINES f FUEl/NO A // ~ANK / -AIRVALVES 7 .,. .... .. __ /, Y SHUT-OF "" 7/ ISOLATING V ~'f/j / • II • 7 I , , , 7 Mj}H'NOAIR ~'-1 .,.,.,, ........ - CROSSFE~ ENGINE CONNECTIONS ,,.:; (J'E . <; . LOW PRESSURE COCK •• ,.:,."· . , ''~ .. . \~. ·.•.·•.·.·.~ ..•.... ... ·-'.. ~ \\ .. ,),\ [ •• ~~.,;; rvPE -11'..z •• ··.··."'•.;,·"'' LEVEL s. ENSIN·G·. V . • \ \ • ··•·= \ v·~. ,(,.. \\ ·' ,,. \ .,. ·;i ()()STER PUMPB 0 Y-PASf ~;; i ·\\.::: ·i t r~~· \ BOOSTER PUMP ~ . . ·- 1\ . -,~\ \ •·.~ • . ', ·: "'' . ·, ,:_;.. l· • .-: .• . . . 1,~uE~L _AN.D .~ o~N~ EN· .. s .• ~i-E' ~ - ,, ,.,..,,.: ' .: ~ '- \ \ r? • ,,,.,; - \ \ ,, • • .• \ .. • .. -r.· Ai~;/!''' • ; - . . {'; 7 -~ ••. •. ' , UEL AND CONDENSATE ··\\\\ ENGINE FEED LI NES SERVO LINES FUEL SYSTEM - FUEL FLOW SCHEMATIC TANK 3 TANK 4 I li I L·~ I :1 I - •Ill', - ~·, , (! - ~,~-_, - ~ •::,;:~ - • PRESS. REG. DIFF. 18 PSI AIR HOT AIR FILTER )- -· I CONDITIONING UNIT TANK 1 (FEEDING R.H. ENGINE) ..1 TO ATMOSPHERE 1 FLOW LIMITER 1 .. ~ - ~~ JQli'lllllC!'; - ·~---- - ~ ~...._.A::IM.,,~ ll~.t---- ~ :l -' l ~ f w w LIMITE~, • • P , 11 .l _,.I , -=---I._._. • =• ■ ~ SERVO PRESSURE AIR 1 8 PSIG Cl05- LD35-3 r .. FLOW LIMITER AIR FROM RELEASE HIGH PRESSURE AIR VAL YES R.H. COLLECTOR TO R.H. WING TANKS - ~-- - FUSELAGE TANK HIGH PRESSURE AIR • PRESSURE AIR .1 0 PSIG ARROW 1 FUEL SYSTEM TANK PRESSURIZATION SECRET - TO ATMOSPHERE 1111111 WING TANK PRESSURE AIR 25 PSIA ( ' - - - Cl05-LD36-3 ( \ TANK 7 \. \ ,. SHUT-OFF VALVE SHUT-OFF VALVE FUEL TRANSFERRING FROM FUSELAGE TANKS SHUT-OFF VALVE l ~. ' ·:., ., BY-PASS OPENED BY LOW LEVEL WARNING \ ·- TANK ~ "1. ~- r- U,1L, it...,.,-~· \ COLLECTOR" MANUALLY OPERATED GATE VALVE "OPEN" ® FUEL 'OIL HEAT EXCHANGER SHUT-OFF VALVE SHUT OFF VALVE FROM R.H. COLLECTOR TANK FUEL TRANSFERRING FROM WING TANKS TO R.H. FUEL-FLOW PROPORTIONER ..,,. ARROW 1 , .... BY-PASS OVER-RIDE SENSING UNIT TANK S.O. AND BY-PASS VALVE TANK 2 TRANS. PUMP Cl ITRANS. ~ PUMP TANK S.O. AND BY-PASS VALVE BY-PASS O VER-RIDE SENSING UNIT FUEL FEEDING FROM COLLECTOR TANK ' ' - - FUEL SYSTEM ENGINE FEED AND TRANSFER SECRET TANK 1 (FEEDING R.H. ENGINE) -r l I J COMMON- LINE FUEL AT TANK PRESSURE. PERMANENT BLEED FROM SECONDARY CHAMBER OF SHUT-OFF AND BY-PASS VALVE "'~ ( CI05-LD34-3 ( TANK 7 LEVEL ...__ _ __, SENSING VALVE ~'-o o~ ~~ ~ ~ • ',~ FUEL TENDER CONNECTION 1, GA TE Y AL YE, CLOS ING. 1 1 TRANSFt:R LINE FROM I F. P. TO COLLECTOR J L _________________________ _ TANK 3 SOLENOIDS DE-ENERGIZED "OPEN" BY-PASS OVER-RIDE L TANK 2 l lEVEL .JANK 1 (FEEDING R.H. ENGINE) TANK 5 "COLLECTOR." IN-FLOWING FUEL TO TANK 1 s,.._._ FROM R.H. FUEL POINT I I LEVEL SENSING VALVE TANK S. 0. & B.P, VALVE 1 SENSING VALVE lt II Rl ■ii id!Sl!lilll!!ltt~:t~:f&Lc!fiW':f!'f~~ SOLENOIDS DE-ENERGIZED "OPEN" LEVEL SENSING VALVE PRIMARY AND SECONDARY SERVO LINES REFUELLING ENTRY POINT OF FUEL TO TANK ARROW l FUEL SYSTEM REFUELLING SECRET tt, h,t PRIMARY PRIMARY SECONDARY SECONDARY VALVE FLOAT FLOAT SERVO LINE = ~ ' ~ PRIMARY SERVO LINE FUEL AT INLET PRESSURE SOLENOID OPERATED VALVE DE-ENERGIZED CLOSED DURING PRE CHECKING AND PARTIAL RE - FUELLIN G FUEL AT REDUCED PRESSURE TYPE 2 LEVEL SENSING VALVE SCHEMATIC C I 05- L0- 94-1 15 P.S.I. FROM REGULATOR VENT-INTAKE-CONTROL VALVE TYPE l CF105 - FUEL SYSTEM SECRET ACTUATOR PISTON PRESSURE SENSING CHAMBER POPPET RELIEF SPRING PISTON RETURN SPRING POPPET INLET FROM DIFFERENTIAL OUTLET TO DIFFERENTIAL RELIEF VAL VE DURING TANK VENTING REGULA TOR DURING . (RAPID CLIMBS1. TANK PRESSURIZING RECEIVING JET 10 P.S.I.G. AIR SUPPLY LINE DESCRIPTION THE LOWER TYPE 2 VALVE IS NORMALLY IMMERSED IN FUEL AND THE AFT TYPE VAL VE IS IMMERSED IN FUEL DURING CLIMBS. DURING IMMERSION THE FUEl ISO LATES THE RECEIVING JET FROM THE INLET JET, PREVENTING lB P.S.I. AIR PRESSURE FROM ENTERING THE PRESSURE SENSING CHAMBER. THE PISTON RETURN SPRING AIDED BY THE FUEL HEAD HOLDS THE POPPET ON ITS SEATING, PREVENTING FUEL FROM ENTERING THE 10 P.S.I.G. AIR SUPPLY LINE. W HEN THE VAL VE BECOMES UNCOVERED BY FUEL DUE TO A CHANGE IN ATTITUDE OF FLIGHT OF THE AIRCRAFT, THE lB P.S.I.G. AIR PRESSURE PASSES FROM THE INLET JET TO THE RECEIVING JET INTO THE PRESSURE SENSING CHAMBER, COMPRESSING THE PISTON AGAINST ITS SPRING AND OPENING THE POPPET. IN THE EVENT OF A DROP IN TANK PRESSURE, THE POPPET WILL OPEN AGAINST THE POPPET RELIEF SPRING SHOULD 10 P.S.I.G. SUPPLY LINE PRESSURE EXCEED TANK PRESSURE BY 1.5- 1.7 5 P.S.I. A REllEF VAL VE IS FITTED IN THE CONTROL AIR SUPPLY LINE TO RELIEVE EXCESS PRESSURE WHICH WOULD CAUSE THE VALVE TO OPEN EVEN WHEN IMMERSED IN FUEL. AIR AT 10 P.S.I.G - AIR AT 18 P.S.I.G. FUEl 7Ml-3421-2 TYPE 2 AIR/NO-FUEL VALVE SCHEMATIC AMBIENT SENSING LINE (FITTED TO DIFFERENTIAL REGULA TOR ONLY) .· ... ,.,.,,.,.,.,,,,,,,,,.,,,,,,.,,,,'!\::; SPRING LOADED PLATE VALVE AMBIENT AIR PRESSURE HIGH PRESSURE AIR (85 P.S.I.G.) SLIDE VALVE STEM f· . .:r.:,;; • - -~ I I FUSELAGE TANK PRESSURIZING AIR AT 10 P.s.r.G. E7-TRACT f"P--OM 71"11 - 34-17 - 1. DIFF ERE NTIAL AIR PRESSURE REGULATOR SCHE MATIC L-----BELLOWS SEALING PLUG (FITTED TO ABSOLUTE REGULATORS HIGH PRESSURE AIR (85 P.S.I.G.) ONLY) BELLOWS COMPRESSED PRESSURE INLET SLIDE VAL VE CLOSED WING TANK PRESSURIZING AIR AT 25 P.S.I.A. lt~1RAC.1 FRO['I ?MJ-34--17-1 -~ ,,:, '· l 'R ESSURE REGULATOR SCHEMATIC OVERRIDE SOLENOID VALVE DE-ENERGIZED CLOSED AMBIENT SENSING LINE DIFFERENTIAL I .. INLE . , . .... . .. ..... . .. ... :._:::•:~:;:::l\\\::i\l\:\\:\\\\::\\\•\: :•\\\ \\ ··•• · ••• ••••• • •• .. · .. ·.· .· .•.•.·.·.•.•.•.•. : • :· \{/}{QQJL~i\JQ): :;:;:):)/):(:::::::::::::\::::::::::::.::::::,:-: _._.:::::::::ATMOSPHERE:::: ·~~t:;l~. • •• '1j;);\\)\[;\i_[ , . ·············· ::::::::1 BELLO FRAM AMBIENT SENSING CHAMBER ( DIFFERENTIAL RELIEF VALVE ONLY) SERVO VALVE OPEN AIR AT ATMOSPHERIC PHESSURE TANK PRESSURE AIR IN EXCESS OF 10 p SI G (REL I~~ VALVE OPENS AT 10.5 _ • • • • " ~~ 11 P.S. I. G.) EXTRfKf FROftl ?Ml -34-\ ?,- I DIFF E R EN'I' IAL AIR PRE SSU"R E R E LIE F VALVE SHUT-OFF VALVE RETURN SPRING OVERRIDE SOLENOID VALVE ENERGIZED OPEN BLEED PORT .•.·.·.····· :.:::::::> t ~-=···=·· ··=···=····=···~- b /Jl'\.'-'AVr~v,:;:"-i" .·,,Ill ~~Ji~~ ¥g INLET 0 .. :/ A!M8~PtERE • •• .. • .. ••· ·.· ... •• . . : .. : ,:: • • . .• ........ I :~--......... .._ ........................... • ..... •. ..;:::ff SERVO VALVE CLOSED RELIEVING PRESSURE ADJUSTMENT SCREW AIR AT ATMOSPHERIC PRESSURE TANK PRESSURE AIR IN EXCESS OF 25 P.S. I. A. ("RELIEF VALVE OPENS AT 26 - 27 P.S.I.A.) ABSO L UTE AIR PRE SSURE RELIEF VALVE SCHEMATIC REFUELLING CHECK VALVE CONTROLLED C. OF G. SOLENOID OPERA TED ESCAPE PORT . -'_:_:.·_-.,.:: ·•. ; , .• · .,.· · ... , TRANSFER FUEL TO FLOW PROPORTIONER FLOAT COUNTER BALANCE WEIGHT GIMBAL FLOAT PIVOT BALL TYPE CHECK VALVE - TANK PRESSURE FUEL FUEL/NO AIR VAL VE (ARROW) SECRET MAIN VALVE RETURN SPRING MAIN VALVE \ TANK BOTTOM PRIMARY PORT CHECK VALVE CLOSED PRIMARY BLEED PISTON PASSAGES OPEN - FUEL AT TANK PRESSURE SWITCH ASSEMBLY ACTUATED OPEN SECONDARY PISTON OPEN FUEL Af REDUCED PRESSURE TWO WAY SHUT-OFF VALVE - REVERSE FLOW SCHEMATIC TYPE 2 LEVEL SENSING TRANSfER PUMP FUEL PRESSURE -+. R[GULATOR BY-PASS AND REFUELLING SHUT-Off VALVE CLOSED ft ... -, PISTON CHAMBER BELLOWS OPERATED POPPET SEATED / SENSING LINE REGULATOR FAILED OPEN lf THE REGULATOR FAILS, IT FAILS IN THE OPEN POSITION AND THE FUEL OUT LET PRESSURE RISES. AT 28 P.S.I.A., THE PRESSURE BEGINS TO OPEN THE BELLOWS VAL VE AND AT 30 P. $.I.A. IT IS FULLY OPEN. THIS ALLOWS THE FUEL TRAPPED IN THE PRIMARY CHAMBER OF THE BY-PASS AND SHUT-OFF VALVE TO DISSIPATE, AND THE VALVE TO OPEN AND BY-PASS EXCESS FUEL BACK TO THE TANK. FUSELAGE TANK FUEL AT 25-'. ' P.S. I. FUEL IN EXCE SS Of 28-30 P. S. I. • NORMAL DURING NORMAL OPERA !ION, THE SOLENOIDS ARE ENERGIZED WHEN THE TRANSFER PUMP IS SWITCHED ON, AND THE SOLENOID VALVES CLOSE OFF THE PRIMARY AND SECONDARY SERVO LINES TO IHE LEVEL SENSING VALVE, AND OPEN THE PRIMARY AND SECONDARY SERVO LINES FRO M THE BY-PASS AND REFUELLING SHUT -OFF VALVE. THE OUTLET PRESSURE OF 25 P.S.1.A. IS INSUFFI CIENT TO CONTRACT THE BEllOWS, SO THE BELlOWS OPERATED VALVE REMAINS CLOSED. THIS BLANKS OFF THE PRIMARY SERVO LINE AND TR APS FUEL IN THE PRIMARY CHAMBER OF THE BY - PASS AND SHUT-OFF VALVE WHICH PREVENTS THE VALVE FROM OPENING ANO FEEDING FUEL BACK TO THE TANK. TYPE 2 LEVEL FUSELAGE SENSING TANK VALVE s SOLENOIDS ENERGIZED TRANSFER PUMP REGULATOR FAILED OPEN -l r ---~ 11 _ _ ~!: .. ~- s BY.PASS AND REFUELLING SHUT -OFF VAL VE OPEN ~ RETURN LINES BELLOWS O PERATED POPPET UNSEATED REFUELLING DURING REFUELLING, THE TWO SOLENOID VALVES ARE DE 0ENERGIZED. THIS OPENS THE PRIMARY AND SECONDARY SERVO LINES TO THE LEVEL SENSING VALVE, AND CLOSES THEM TO THE O VER RI DE SENSING VAL VE. THE LEVEL SENSING VALVE AND THE BY- PASS AND SHUT-OFF VALVE NOW CONTROL REFUELLING. SEE PARA. 7 4 FUEL AT REDUCED PRESSURE ~ REFUELLING SERVO LINES AT RE: c,CED PRESSURE BY-PASS OVERRIDE SCHEMATICS SECONDARY PISTON OPEN BLEED LINE VENTURI DESCRIPTION PRIMARY PISTON O PEN PRIMARY PORT CHECK VALVE CLOSED WHEN THE TRANSFER PUMP IS INOPERATIVE, PRESSURE AT THE VALVE INLET IS BELOW TANK PRESSURE. THIS REDUCED INLET PRESSURE IS FELT WITHIN THE PRIMARY AND SECONDARY PISTON CHAMBERS ANO CLOSES THE CHECK VALVES, PRESSURE AT THE VALVE OUTLET NOW OPENS THE SECONDARY PISTON, ALLOW ING THE PRESSURE fO OPEN THE PRIMARY PISTON, AND THE BY-PASS FlOW TO COMMENCE. THE PRIMARY PISTON IS -MAINT A!NE0 JN THE OPEN POSITION BECAUSE OF THE DIFFERENCE IN PRESSURE BETWEEN THE FUEL ACTING ON THE FACE OF THE PISTON, AND THE FUEL AT THE INLET. NOTE THE BLEED LINE VENTURI IS FITTED IN THE PRIMARY BLEED LINE TO ENSURE QUICK OPENING OF THE VALVE DURING OVERRIDE OF THE FUEL PRESSURE REGULATOR (SEE FIG. 16). THE PRESSURE IN THE PISTON CHAMBERS IS DER IVED FROM THE THROAT OF THE VENTURI- THIS REDUCES THE PRESSURE IN THE PISTON CHAMBERS TO BELOW INLET PRESSURE. - FUEL AT FUSELAGE TANK PRESSURE FUEL AT REDUCED PRESSURE BY-PASS FLOW THROUGH THE BY-PASS AND REFUELLING SHUT-OFF VALVE BELLOWS OPERATED VALVE PISTON CHECK VALVE RETURN SPRING INLET F TRANSF PUMP BELLOWS PISTON CHAMBER BLEED PORT DOWNSTREAM BLEED PORT ounET TO FLOW + • PROPORTIONER PISTON SPRING PISTON BLEED PORT PISTON CHAMBER DESCRIPTION FUEL DELIVERED BY THE TRANSFER PUMP OPENS THE PISTON AND CHECK VALVE AGAINST THE RETURN SPRINGS. THE FUEL THEN FLOWS PAST THE PISTON TO THE FLOW PROPORTIONER, AND ALSO PAST THE CHECK VALVE THROUGH THE BLEED PORT INTO THE PISTON CHAMBER. OUTLET PRESSURE IS SENSED IN THE BELLOWS CHAMBER, AND WHEN THE PRESSURE RISES TO 25 P.S.I.A., THE BELLOWS START TO COLLAPSE AND CLOSE THE BELLOWS OPERATED VALVE. THE VALVE FULLY CLOSES AT 27 P.S.I.A. THE BELLOWS OPERA TED VAL VE RESTRICTS THE BLEED FLOW FROM THE PISTON CHAMBER, AND THE RESULTANT BACK PRESSURE, ASSISTED BY THE RETURN SPRING MOVES THE PISTON TOWARDS ITS SEATlt~G TO RESTRICT FUEL DELIVERY AND MAIN TAIN THE OUTLET PRESSURE AT 25-27 P.S.I.A. THE CHECK VALVE PREVENTS REVERSE FLOW S_HOULD THE INLET PRESSURE FALL BELOW THE OUTLET PRESSURE. ?Ml-3419-1 BLACK FUEL AT TRANSFER PUMP DELIVERY PRESSURE FUEL AT 25-27 P.S.I.A. PRESSURE VARYING BETWEEN 25 P.S.I. AND INLET PRESSURE DEPENDING UPON PISTON POSITION FUEL PRESSURE REGULATOR SCHEMATIC I) COMMON COLLECTION CHAMBER ~- ., ...,.0 ~ •• • ~ -~ ,~ 0 •\'<, 0 ,"\ .o O 0 .. .. ' ~.. 0 00 00 0 -::::;;;;::/} • 0 0 O ACCESS DOOR -~ (j -..,;--- \ ~~~ REFUELLING AND TEST PANEL REFU ELLING SHUT-OFF VALVE SSAGES PRIMARY PISTON O PEN ~ FUEL IN TANK SECONDARY FLOAT ~ PRIMARY FLOA T· TYP E I LEVEL SENSIN G VALVE PRIMARY VAL VE OPEN . .. .. ITCH ASSEM PRE-CHECKING OR PARTIAL REFUELLING PRIMARY VALVE O PEN TANK FULL .:;,,:;,;;-~ FUEL AT INLET PRESSURE CLOSE ' . . ·. ·. LENOID OPER ALVE ENERGIZED - 9MPLETION . Of.:. ~_EFYEL,ll .• E-ENERGIZED - CLOSED~W . ITCH ON SUBSIDIARY :i~E . PANEL IS SWITCHED OFF '·:;:- , - • ~ · .. ~·~· FUEL AT REDUCED PRESSURE OPERA TION OF REF UE LLIN G SHUT - OFF VALVE S AND T YPE 1 L E V E L SENSI NG VALVES ( ( TANK NO. 3 (7-1062-401) TANK NO. 4 (7-1662-418) TANK NO. 5 (7-1662-191) TANK NO. 6 (7-1662-25) TANK NO. 7 (7-1662-23) TANK NO. 8 (7-1662 -21) . ::_:: :. \ .. ::. -: :-:-\:.: .:_·. . .• :·~::::-\:- : . •• • • > : :>tANi\ ' \\ RIB NO. 4 \.("'7 • ----- ,\ • i . ', 0 LEVEL-SENSING VALVE CD BOOSTER PUMP CD BYPASS AND NON-RETURN VALVE CD TANK SHUT-OFF VALVE (j) AIR RELEASE VALVE CD FUEL/ NO-AIR VALVE INBOARD 0 FUEL FLOW-PROPORTIONER fA- SLIDE VAL VE· MECHANICALLY OPERATED ® FUEL/ NO-AIR v AL VE OUTBOARD ls- REFUELLING CONNECTION @ .LIQUID LEVEL SENS ER C I 0 S-LO-63.1 ------\\------ --'\\-------f\ RIB NO. 5 \ 'i:~------4>,--------\\--- -----IIRIB NO. 6 0- \ ~ ', \\..,c __. ..--:::: \\ \\ RIB NO. 7 \ 'i:~------\>,----------\\,-------11 RIB NO. 8 \ ~\ \\/ ...,,,-=---....\\ \\RIB NO. 9 \ FUEL SYSTEM COMPONENT LOCATION DIAGRAM WING SECRET 10 \ ( 0 OIL- FUEL HEAT EXCHANGER r,;'\ BOOSTER PUMP LOW PRESSURE WARNING SWITCH (2) '-:J (BETWEEN FUEL ISOLATING VALVES- ITEM 3) 0 FUEL ISOLATING VALVE (2) 0 FUEL PRESSURE REGULATOR VAL VE CD TANK SHUT-OFF VALVE (2) 0 FUEL TRANSFER PUMPS (2) TANK NO. 1 0 AIR- NO FUEL VALVE © LEVEL SENSING VAL VE 0 AIR- ,NO FUEL VAL VE @ FUEL - NO AIR VALVE ® HOT AIR FILTER ® AIR- NO FUEL VALVE TANK NO. 2 • j --,- - -\.'.rt F_E r . ~ L ---~-L-d --- 0 < 1 f -- ~---- _----~ -_--_-_______ ,J - -ti : r t i ~~T) • L J 0 ® FUEL - NO AIR VALVE ® AIR PRESSURE RELIEF VALVE- DIFFERENTIAL ® FUEL CROSSFEED VALVE ® FUEL LOW PRESSURE COCK (2) ® ENGINE LINE LOW PRESSURE WARNING SWITCH (2) ® AIR PRESSURE RELIEF VALVE- REGULATOR (2) ® AIR PRESSURE RELIEF VALVE- ABSOLUTE (2) C! 0S -LD-64•1 I ff~~ I @~@ i I . I STA. 317 392 477 538 591 FUEL SYSTEM - COMPONENT LOCATION DIAGRAM FUSELAGE SECRET ( 18) ( 19 I I 697 ( ( I ~ / ~ - TYPE 2 LEVEL SENSIN G V /-.~ ·IE -~- < ~ ~L--: 1/ - ___,L-___ / / TYPE I AIR/NO -FUEL VALVE TANK '2 A,CCESS HOLE TYPE 2 AIR/NO - FUEL VAL VE / CAPACITOR UNIT !" ~ TANK 1 ACCESS HOLE TYPE 2 LEVEL SENSING VALVE TYPE 1 AIR/ NO- FUEL VALVE TANK l t )f~ ~ '\ ;~. .I( :·· ) .1 ~ . I ~~l:P)Y I ~ / I ~~ 'f&· / -~ REAR FUEL / NO -AIR VALVE LEVEL SENSOR TYPE 2 AIR/ NO - FUEL VAL VE ....___ CAPACITOR UNIT FRONT FUEL/ NO -AIR VALVE CAPACITOR UNIT ~ I E91 : ~ ' ~,. .,,", . ,._ ' ' ~ A~' .':;<·. ' \~ ~ ,~ . t~~- ~ . i; TANK 2 , ...---,._ "-.f:;~,-~ DRAIN FROM TANK CHECK VALVE REA R FUEL/ NO-AIR VAL VE FRO NT FUEL/ NO-AIR VALVE [fPE 2 AIR/NO-FUEL VALVE DRAIN FROM SP ACE BETW EEN TANK AND TANK FLOOR TYP~ 2 AIR/NO-FUEL VALVE DRAIN FROM TANK DRAIN FROM SPACE BETWEEN TANK AND TANK FLOOR CHECK VALVE NOTE TIE RODS AND TIE ROD HOUSINGS OMITTED FOR CLARITY FUEL FLO W LINES FUEL SER VO UNFS I 8 P S. L AIR PRESSURE SERVO LINES 10 P. S. I. PRESSURIZATION LINES -==-:=!ii FUEL AND CONDENSATE DRAIN LINES 71,11- 3 41 2- 2 LAYOUT OF FUS E L AGE T ANKS COMPONENTS ·r. }' ·if 'i t ,J I· ?:' ! ~1 I f ,, ; i !' ,t, ,! ;J i' ;· J ~ r f ·' 1; l L H TR A NSFER PUMP -~- • MAIN FUEL LINES ,:::., SENSING LINES TO OVERRIDE SENSING VALVE - PRESSURE DIFFERENTIAL SWITCH ES SENSING LINES \ SERVO LINES - FUEL PRESSURE REGULATOR OVERRIDE SERVO LINES - BY - PASS AND REFUELLING SHUT -OFF VALVE - TO FUSELAGE TANKS LEVEL SENSING VALVES TO FUEL PRESSURE REGULATOR OVERRIDE FUSELAGE TANKS TRANSFER LINES AND COMPONENTS TYPICAL TIE ROD END FITTING SPACER RI \ /nE ROD END FITTING INJECTION NIPPLE 0 -RINGS "- ;:::) TIE ROD .--1/· / ~o I '· rtt~~ 1/ METAL I / 1 l - ~ ! (MOULDED INTO ~ D, ., ~ J_, ~] ~ ~-~~~ ~ CELL NO 2 TYPICAL MAIN PRESSURIZATION LINE CONNECTION - CELL 2 REAR TANK BULKHEAD DOUBLER 'WIG-0-FLEX' NUT 1\"~ t'.!J~-- WASHER GLAND 0- TYPICAL SERVO PIPELINE CONNECTION BETWEEN CELLS 1 AND 2 FUEL CELL 1 I ~ FUEL CELL 2 J_,.,,,----oouBLER SPACERS 3 SPACER TYPICAL MAIN FUEL LINE CONNECTION BETWEEN CELL I AND 2 TANK FUEL CELL 2 BULKHEAD FUEL CELL 1 NUT TYPICAL SERVO PIPELINE CONNECTION - CELL NO 2 FUEL CELL SPACER REAR TANK BULKHEAD MET Al INSERT CIRCUP BULKHEAD ONNECTOR INJECTION NIPPLE 0-RINGS '~ ' TYPICAL MAIN FUEL LINE CONNECTION - CELL NO 2 FUEL CELL I REAR TANK • BULKHEAD MET Al INSERT DOUBLER 'WIG-0- FLEX' NUT "' SHER GLAND 0-RINGS STAT-0-SEAL TYPICAL METHOD OF MOUNTING COMPONENTS INSIDE FUEL CELL TANK BAY METAL INSERT 8 ROOF FUEL CELL . . . u: LO? STAT-0-SEAL w•~•,m ~ COMPONENT MOUNTING SEALING OF FUEL CELL CONNECTIONS FUSELAGE TANKS LEVEL SENSOR L .... , ~ TYPE I LE VEL SFNSING~ V ''ALVE ~ (,.\PA010R UN IT \ I FUEL /NO• AIR V AL VF I.,' ,e•,ec , as,so s,<,e / ) ( / 11:1z;-,- ~ cmrnoe~,;~ ~ ..... ~ ~ , Jji' °"""'"G ~ ;m e,;, ~ ' '"" ' " " ' ·OH/VAL 'IES ~ BO◊O '../~ ':ZS / _ -.j - ,mrnoe _,, • ~ ~- FUEL AND CON DEN SA TE DRAIN VALVES 11 "(!'(@: ~ .>< I /. "'.".'.'.'_ "'.::::::,.,~ ~ """' '"" °'"" """--..._____ \~""mos ~ CI TOR UNITS ,,:::] 1/11 ©" TANK 7 ~6 (APA ~• , ' ""l ---------- ____, ---- ~~ c,,; \ - ~ ~~ OUTER W NG E\ \~~-..;; •• • '..:..... . / FUEL AND CONDENSATE • ~ ''""' ~ ~ / °'"" '·"" - :-. '\), \\ ,~ ,,,✓, - ~,'i;Ji~~(i~ ·_ """""~'" ""' , ~1/ o1 ~, ~ "'' ..1 FUEL/NO -AIR VALVES C /4-. ~\1-Y~ / ,1\~ '""'0,, - 0,, ~. ~ - ~ :ion "'" tJ~ FUEL/NO-AIR VAL VE .,_...,,,.c:rr~·~ ,Y ._ ~ y , ,~,~w, " • '"°'" N VALVE ' • °'" ~ coaoeasrn eee,; m K • u EL ;~_:iN VALVE MAN~A,;~l ~LVE CAPACITOR UNITS ~,J, -,!.: 1 0 -£ RIB J FUEL/NO-AIR VALVE ~ - ~ -- TYPE I LEVEL SENSING VALVE /PACITOR UNIT FUEL FLOW _LI_N_E_S_------.// __________ _ - ----F-U[L SER /0 LI NES \ FRON T SP:,R ~~ AUXILIARY SPAR N,- ADAPTOR l{(! IJ l_lll V ;5) ~ ' 2\ TANK 3 "~ CAPACliOR UN1T \ PfF 'J EL llNG 5HU T-Q f- C V /,l l/E ENG,• JE ~E Et, ll ll f5 fU[L t,ND CONDENSATE DRAIN L1Nt5 t j P.S .1 ABSOLUT E PRESSURI ZATION UNE5 AIR C1S(HARGE UNr S LAYOUT OF WING TANK COMPONENTS I ( - - FUSELAGE TANK TRANSFER CI05-LDI08-I \ \ SOLENOI TANK 7 WING , TANK TRANSFER -+ _< BY-PASS OPEN \ ,_ ----, I •c • :I "i,. TANK 3 . ~ SOLENOIDS " BY-PASS OVER-RIDE Q SENSING UNIT TANK S.O. AN BY-PASS VALVE TANK 2 ?- ·w-~:; - TANK 1 (FEEDING R.H. ENGINE) IBY-Lss-! ! " ' ~tBJ~, I PUMP I I ~ I~., . r;;;;:;-, rTRANS. ~ PUMP ENGINE FEED ENGINE FEED 6) LEVEL SENSORS I I . I I I I . r;;;::i 'TRANS. L.'.:.:::J PUMP TANK S.O. AND 1 •, 1• 1 BY-PASS VALVE I ; I • I I ~- - ~ l 1 • cci~E~/6R l!::!J r·------ 1 1' ' TANK BY-PASS O VER-RIDE 1' [ ATTITUDE SENSOR ] TO R.H. I SENSING UNIT WING TANK FUEL I '--------- _____________ J PORT : STB'D. NO-AIR VALVES AND 1 I I SEQUENCE l LEVEL SENSORS I 2 . / I 3 CONTROL UNIT 3 ~ I • 4 I 4 L_________________________________ L.H. ; R.H . .,_ _________ ' 6 TO TANK 5 6 J 1 7 7 I 1 8 L.L. S~NSOR 8 I RETURN TO TANK LINE FROM SHUT OFF VAL VE BLEED ELECT CONT CABLES 1fS:! t ATTITUDE __ TO SOLENOIDS AND • CAPACITORS LEVEL SENSORS ELECTRIC CONTROL - - - CABLES TO CAPACITORS ELECTRICAL CONTROL CABLES TO TANK 5 L.L. SENSOR ARROW l COMPOS I TE FUEL SYSTEM -SECRET :l ~! ., ( TO FUEL FLOW PROPORTIONER ... . ' ~ \ \ ( ' \ /,.- --, \ / i "\ AIR RELEASE \~,' / \ VALV.E BOOSTER PUMP\ I 1 ------ PICK -UP POINT ~ \ 1 AFT CAPACITOR , _ ~ i / I \.. / '--.. / ...._ __ ,,,,.,,,. \ I ', \ ACCESS PANEL REFUELUN'G -1N0ET t\ ( ) -~ , \ 25 P. S. I. A. PRESSURI ZATION LINt PASSING THROU GH COLLECTOR ._ NON RETURN 1' VALVE --- ~ " :\ PUMP BY-PASS...--------- \\ 1 I· I I I I I \ ... \ \ DIFFUSER INLET FROM FLOW PRO?ORT!ONER \ \ ~ ---~-~ RIB 4 \ \ \\ \ \ \ \ \ SELAG RO\ , AIR RELEASE LINE ,\ \ PUMP BY PASS INLET cL--~\~uou1D / ~ \ - - --- --~ - S~~~~R I ~ I ' \ I ' / \ I I I \ \ \ I I FORWARD CAPACITOR \ ~ PUMP INLET PIPE \ \ j c=B SERVO LINES BETWEEN TWO-WAY SHUT- OFF AND LEVEL SENSING VALVE \ \ ~ \ -AIR RELEA \ I I / -, ,/'- .._ _ _:-:::,,--- ~ I I I I I I I I ' ' \ ' //\ ,---'---1,l L-.J ~ \ ACCESS PANEL \ ACCESS PANEL \ ~ rt I I ri w I I 0 CD CD 0 0 (7,\ ,__, \::.,I I / 25 p SIA. SUPPLY TO .1 0 AIR ADMISSION VAL VE (ON TANK BOTTOM) • TO ATMOSPHERE - .ill FROM FUSELAGE ~ -,, TANK RIB 1 ENGINE FEED AIR ADMISSION VALVE AIRCRAFT CL ENGINE FEED r.'; FUEL TRANSFER AIR RELEASE LINES 25 P. S. I A . AIR LINES REFUELLING COLLECTOR TANK COMPONENTS - FUEL SYSTEM ( FLOW PROPORTIONER AND CONTROLLED C/ G) SECRET Q:==J CONTROLLED C/G CAPACITORS (±) OUAN.TITY CAPACITORS

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