JUNE 1957 REPORT No. 72/SYSTEMS 16/21 ENGINEERING DIVISION • SECURITY WARNING Thi,S document is classified CONFIDENTIAL and must be handled in accordance with the existing regulations pertaining to information classified CONFIDENTIAL THE UNAUTHORIZED RETENTION OR DE- STRUCTION OF THIS DOCUMENT IS PRO- HIBITED . This brochure has been specially prepared for NRC - c1eT1 AERO/ M. E. LIBRARY 89:- 05- 1 2 BIBLIOTHEQUE AERO/ G.M. CNRC - IClliiT Avro Aircraft Limited. The information and ._ _____ ;..;;,.;.,;;..;_--1 data contained herein is the property of Avro Aircraft Limited and the recipient shall not transfer, copy, reprint, divulge or use any portion of it without the prior consent of Avro Aircraft Limited. This is copy number issued to Date COMPILED BY ARROW 2 FUEL SYSTEM REPORT NO. 72/SYSTEMS 16/21 JUNE 1957 This brochure is intended to provide an accur ate description of the system(s) or service(s) for purposes of the Arrow 2 Mock-up Confer ence, and is not to be considered binding with respect to changes which may occur subsequent to the date of publication. ENGINEERING DIVISION AVRO AIRCRAFT LIMITED MALTON ONTARIO CONFIDENTIAL CHAPTER PARA L Ll L2 1020 1 L 2 2 10 2. 3 l, 2, 4 L 2, 5 L 2, 6 l, 2. 7 L 2, 8 L 2, 9 1. 3 1.4 2, 2, 1 2,2 2 , 2, 1 TABLE OF CONTENTS TITLE Design Objectives General Detailed Internal Storage External Storage Engine Supply Sub-system Transfer Sub-system Pressurization Sub-system Refoeling Sub-system Defueling Fuel Quantity Indicating Sub--system Emergency Provision Operational Requirements Flight Limitations CONFIDENTIAL General Layout and Description of Systern Introduction Layout Fuselage Tanks CHAPTER PARA 2.2.2 2.2.3 2 . 3 2. 3. 1 2.3.2 2.3.3 2 3.4 2 . 3.5 2.3.6 2 . 4 2.5 3. 3. 1 3. 1. 1 3. l. 2 3 . 1. 3 3.2 3. 2. l 3.2.2 3.2.3 3 . 2.4 3.3 TABLE OF CONTENTS (Cont 'd) TITLE Wing Tanks External Tank Normal Operation of Syste.m Engine Feed Fuel Transfer Tank Pressurization Refueling Defueling Fuel Quantity Indicating System Em'!rgencv Provisions Long Range Provision Description of Main Components Engine Supply Sub- system Pump Fuel Boost.er Valve - Fuel Shut Off Switch - Engine Inlet Pressure Fuel Transfer Sub-system Valve - 11Fuel-No-Air" .Monitor -Collector Tank Sequence Control Unit Sensor -Liquid Level Refueling and Defueling Sub-system CONFIDENTIAL CHAPTER PARA 3. 3. 1 3. 3. 2 3. 3. 3 3.3.4 3. 3. 5 3.3.6 3 . 3. 7 3 . 3 . 8 3 . 3. 9 3. 3. 10 3. 4 3. 4. 1 3.4.2 3.4.3 3.4.4 3.4.5 3 . 4. 6 3.5 3 . 5. 1 3.5.2 TABLE OF CONTENTS (Cont 'd) TITLE Cap - Pressure Fuel Servicing Adaptor - Pressure Fuel Servicing CONFIDENTIAL Valve - Level Sensing -· Pressure Fuel Servicing Valve-Shut Off Pressure Fuel Servicing Valve-Combined Transfer and Refueling Shut-Off Valve• Level Sensing-Collector Tank Valve -Non Return - Defueling Valve-Mechanically Operated Gate Refueling and Signal Panel Master Refueling Panel Pressurization Sub - system Limiter - Air Flow Valve •·· Air Pressure Regulator - Absolute Reference Valve - Air Release Valve - Negative 11G 11 and Low Level Air Admission Valve - Air Pressure Relief - Absolute Reference Filter - Hot Air Fuel Contents Gauging Sub- system Tank Unit - Capacitance Type Tank Unit - Compensator - Capacitance Type CHAPTER PARA 3.5.3 3.6 3. 6. l 3.6 . 2 3 . 6.3 3.6 . 4 3.6 . 5 Appendix I TABLE OF CONTENTS (Cont'd ) TITLE Indicator - Fuel Quantity Miscellaneous Valve Non Return - Swing Check Valve-Fuel and Condensate Drain Coupli.ngs and Piping Fuel Cells - Bladder Type Sealing Equipment List CONFIDENTIAL LIST OF ILLUSTRATIONS TITLE CONFIDENTIAL FIGURE L 1 L2 L 3 Mission L.cmitations imposed by Kinetic Heating (35,000 ft) M,ssion Limitations imposed by :::;:,netic Heatin.g (4S , 000 ft) Variation of Vapour Pressure witr Temperature 1 4 1 5 2 1 2 2 2, 3 2 4 2,5 2 6 2,7 2. 8 2 9 2, 10 Viscosity Variation ,vit.t Temperature Varia':ion of Speci!ic Gravity with Temperature Ge:;eral Arrangemer,'. of Fuel Systein Fuel Transfer and Engine Feed System Fuel Control Electrical Wiring Diagram C,G . S}.ift vs. Fuel Consumption normal sequence C, G Shift vs Fuel Consu1nption - alternative sequ.,;nce Collector Tank Air Ad:mission and Air Release Pre s su:rization Diagram·mati c Refueling Fuel Quantity - Ele<: trical Wiring Diagram General Arrangement of Drop Tank 3 . 1 Engine Supply Sub-system 3. 2 Fuel Booster Pump 3 3 Motor Operated Gate Valve 3 .. 4 Engine Inlet Switch 3. 5 Fuel-no-Air Valve 3 6 Fuel-no-Air Valve Schematic 3, 7 Collector Tank Monitor L IST OF ILLUSTRATIONS (Cont'd) ?IGURE TITLE Sequence Control Unit Lo·: • Level S1,,itch 3. lG ~fher1:nistor f_ ri:lge Circuit 3, 11 3 12 Acl2.ptor F'reGS'.ire F u el Se:cvicing 3. 13 Valve Level. Sensing - Pressure Fuel Servicing Valve-Shu:-Off PTessure ?uel Servicing Refueli113 Schematic 3 lG Valve - Cornbirnd. Transfer ;,,nd Refueling Shut-off 3 . 17 Valve - Dual Tan::z Level Sensing - Collector Tank 3. l L Valve - Non Return, Defueling 3 l ') Valve - Gate, Mecha:-iicc.lly Operate-:. 3. 2l Limiter Afr Fl.o ,c.· 3.21 Valve - Air Pressure Regulat or 3.22 Valve - Air Re1ease 3 . 23 Valve - Negative 1g 1 and Lo·,v-Level Air Adrnission Valve - Air Pressure Relief 3.ZS 3.26 Taul: Unit 3 . 27 Tanls: Unit •- Colnpezisator 3 .. 20 Indicator - Fuel Quantity 3 29 Valve - Fuel 3.nd Condensate Drain FIGURE 1.30 3 31 3.32 3.33 3 34 3.35 3.36 3 37 LIST OF ILLUSTRATIONS (Cont"d) TITLE Coupling Flexible Fuel Cells - Fuel Bladder Type Sealing • Integ, al Tanks Sealing of Intermediate Ribs - fon.er Wing Sealmg of Stringers - Tanks 3 & 4 Ir.f.ernal Filtenng Tvpical Sealmg at Tank Boundary Joints Typical Access Door Sealing - Inner Wing CONFIDENTIAL 3. 38 Sealing of Fuel Cells Connection Fuselage Tanks CONFIDENTIAL ___ A_v_11_o_A_1_11_c_11_A_F_r_,_,_M_1_r_E_n __________________ AV R g ARROW ► 1 Design Objectives 1. 1 General To meet the requirements of AIR 7-4., CAP 479 and ARDCM 80-1. 1, 2 Detailed 1. 2. 1 L 2 2 1 2.3 L 2 .. 4 1. 2 . 5 1 2 6 To provide for the following: Sufficient internal storage capacity to meet engine require ments for both the 200 nautical mile mission and the 300 nautical mile mission, as stipulated in Paragraphs 3. 6, 1, 1 and 3.6. L2 of AIR 7-4, Sufficient external storage capacity to extend the range of the aircraft to meet the 1500 nautical mile ferry mission require - ment, as stipulated in Paragraph 3 7. 1 of AIR 7 -4 An engine supply sub-system capable of supplying the maxi mum fuel demand of any power plant contemplated for use in the aircraft, A transfer sub-system capable of transferring fuel from trib utary tanks to the engine supply sub-system at rates up to the maximum demand for all operational attitudes of the aircraft, A pressurization sub--system capable of preventing fuel boil ing under all altitude and temperature conditions to be experienced by the aircrafL A refueling sub-system to allow refueling for the primary mission as described in Paragraph 3 6. 1. 1 of AIR 7-4, .,, 15 - 3: iii VI 0 z ... i ::j > ,.., -4 -0 ,:: z tT1 VI 0 ..,, 3: n .,, ;,:1 0 C: VI . V, m tT1 C Ill -< ::,0:: e5 - z z C: m ,_, :::! tT1 n "" :I: m > -4 z a w "' 8 0 .,, ~ 3: > -< 'i:i, ..... 10 9 8 ........ ~ ~ l\ ' FUEL ( 1.80 ~ ~ I',_ ~ ~ " -~ ~ ~ "- ~~ ~ trEMP. A T STARl -~ 11 0° ' ~ F MISSH N ~ ~ LIM TATI0N ARE 0 NFINH -----I TA AOC I• nmrr I-re-~ 1.85 1 90 A/C SF EED Dl ~ M-A;;; Plot of mission limitations imposed by kinetic heating of fuel as affected by fuel temperature at start of mission. (35000' Conditions ) Time is limited by fuel capacity at critical fuel line. ( This line represents the time obtainable if temperature is not limiting) ~ VC R TICAL I UEL Lll E T"----....x' ~~ ;;:- r----.... ~ ~ > ~ ......... ~ ~ MAXIMl MALLO WABLE ~ ~ C SPEE () ~ I""-... 90°F ,-.-.....____ i--.... ~ ~ ----........ ........ ~ ~ ~ K_ ~ ~;~ r-... ~ ~ --- ............... -----r--_ ~ -- ----1.95 2.bo 2.05 ~ 2.1 p--_ IRING C UISE ~ r--...c- r- • :t:,, "'I:; ~ ~ :t:,, ~ ~ ~ ~ .. " .. .. .. ' .. .., .. .. .,, .., ~ ' ~ ' .., .., .. TI "TI !-) -i., ~ "' "' 0 z !:: ~ =i > -t 0 z "' ~ .,, 0 "' m C 0:, -< ,0:: z m ~ n :c m > -t z (;) ~ "' b 0 0 "TI ~ ~ > -< ....... "' 'I ....... "1 - 17 ~16 ..__15 ui z SE I -:;J-1-4 s p,: u tx. 0 w :5 f--< 1---13 1---12 . \ " Plot of mission limitations imposed by kinetic heating of fuel as affected by fuel temperature \ ~ at start of mission. (45 ,000 ' Conditions) \ ~ Time is limited by fuel capacity at the critical fuel line. (This line represents the time obtain- able if temperature is not limiting). ~ ~ ~ FUEL TEMPERATURE AT -----: ~-""~ ~ LR111LAL FUE LINE START OF MISSION ---- ~ I ~of~ b; R~A~IMUM ALLOWABLE ~ A/C SPEED ~ ~ ~ ~ ~ r --s:::,..._ 80" ~ 700 "' ~ ~ ~ ~ ....... ~ f"-.. r--.. LIMITATIONS ARE CONFINED ----------- -----K / ~ "-.... ~ TO AREA INDICATED I'-.. --~ ~ ~~ v ~ 1.85 1.90 1.95 2.00 2.os'-<._ 2.10 I L,, A/C SPEED DURING CRUISE ~ I MACH No. '<-< I "'- ~ -:: - - - - - - - = = - - t----:: -- - - I<.: :t:.. "o:::: ~ ~ :t:.. ~ ~ "" "" .. .. "" .... .. ., .. "" .., '< .... .... ,::; .... '< .,, .. ~ ~ TI ... CONFIDENTIAL ___ -'_v_11_0_-'_,11_c11_-'_F_r_u_M_1_r_E_o _________________ A y RO ARROW ► \ \ \ \ \ \ \ \ \ \ \ \ \ \ '\. "' 1'.. "-"'- ---r-----r--- 8 ~ ~ 0 0 0 0 0 0 0 0 0 l .... N 0 co -0 .... N I N N T I - T - i I I II 1 I .:1 0 3llil.l V113 c!W3.l MAY/57 FIG. 1.3 VARIATION OF VAPOUR PRESSURE WITH TEMPERATURE - JP4 FUEL -- .... _ - .-..-- 0-- ui P.. 1'-1 CO-~ ;:;, "' "' 1'-1 ~ - .... _ N- ,_I w ::, u.. .... c. .., I w 0:: ::, ,-. < Do w c. ~ w 1- :r ,-. ~ w ~ :::, V) V) w a::: c. 0: ::, 0 c. < > u.. 0 z 0 j:: < 0:: < > /21 .,, p . ... < iii n 0 "' =i -< < ► "' ► -4 0 z ~ =i :z:: -4 m 3: "V m "' ► -4 C: "' m 3: ► -< --"' .... -~ [{J ~ 0 f-, [fJ ~ z Ltl u >-" f-, ui 0 u [fJ > u ~ < ::. Ltl z ~ 200 100 7S so 40 30 20 I. I I _ I -I I I 7 --J -I I I I '- "-. ~ '-~ ~ ~ '"~ ' "~+-~-=-~j_-_---~~~~+-== ~ ~ l ____ -t---' ~~ I, ~< " '- 1,_o,,. ·~ ""k""-. ~ I'- t1=-t--tl~ '~7 - "~"' I'---. ""-4'~ ~ ~ I"-.. I~ ~ ~ N:k-,, f, ~ I " " "- l(~J K&~ - "- "-..¼ - I ~ G>;r I "' Ok ~ s. ~ .I ~ ~I - I'---. " -~~I'/-> ',e-sJ ILN✓,) ,,t-J,_ ~~ 1-+-==t= I "' ~~ I ~.,,,. V,e, _j"E:i.. 'Ill::: =-:a ~ :>:i.. =-:a =-:a ~ ~ .. " .. .. .. .... .. .. .. .. .., .., ~ .... t .... .., .., .. TI ... .,, ~ u, < ► ;a ► -4 0 z 0 .,, "' .,, m n ::;; n a ;a ► m 3: ► ~ r- I "' 'I ~ ! ~ ~ ~ TI CONFIDENTIAL ---------------------AV RO ARROW AYRO AIRCRAFT LIMITED ► 1. 2. 7 1. 2. 8 1. 2 . 9 within the ten minute turn-around time stipulated, by the use of standard ground refueling equipment . Defueling of the system through the pressure refueling adaptors. A fuel quantity indicating sub - system which will indicate the quantity of fuel, in pounds, aboard the aircraft , under all operating conditions, Automatic warning and continued operation of the system in the event of battle damage or failure of vital system compon- ents. 1 . 3 Operational Requirements 1. 3. 1 1. 3 . 2 1. 3. 3 1. 3. 4 1.3.4.1 To meet the following operational requirements: Altitude· Sea level to 60,, 000 ft. Temperature (Ambient): - 65°F to +248°F , as induced bv aero-• dynamic heating, with limitations on endurance at the latter as noted in Section 1. 4. Flight Attitudes: All operational attitudes including inverted flight, with limitations as shown in Section 1 . 4. Fuels: The normal use of: Aviation Turbine Fuel Type II 3-GP-22 (MIL-F-5624 Grade JP4) . The emergency combat and ferry mission use of: Aviation Turbine Fuel Type I 3-GP-23 (MIL-F-5616 Grade JPl) . CONFIDENTIAL ---------------------AV RD ARR D W AYRO AIRCRAFT LIMITED ► 1.4 1. 4. 1 1. 4, 2 1. 4. 3 The emergency ferry mission use of: Aviation Fuel 3~GP~Z5 (MIL-F-5572 100/ 130 Gasoline) . Flight Limitations To impose an absolute minimum of flight limitations, Inverted flight duration ~ 15 seconds of operation at maximum fuel flow to each engine at sea level . Duration at maximum speed, as outlined by Figs. 1, 1 and 1, 2. Long range ferry mission: The maximum speed of the air- craft with the long range tank installed is limited to Mach No.0.95 CONFIDENTIAL --------------------AV RO ARROW AYRO AIRCRAFT LIMITED ► 2 . General Layout and Description 2 . 1 Introduction Due to the conditions of high temperature, high altitude and high rates of fuel flow inherent in the supersonic performance characteristics of the Arrow 2, the design of the fuel system has of necessity , involved a number of unprecedented refine- ments. The requirement for virtually complete automatic operation, in a system of tanks distributed over some two- thirds of the total length of the aircraft, has added to the need for new measures to ensure an adequate and reliable fuel system . From the outset it was apparent that a relatively high degree of pressurization of all fuel tanks was demanded, to prevent boiling of fuel in a system which must function at pressure altitudes up to 60,000 feet, and in conditions of aerokinetic heating up to fuel temperatures as high as 185°F . A system using J . P . 4 fuel under these conditions would not tolerate, at any point, pressures lower than 10 psi (absolute). Fuel flow demands of the order of 80, 000 lbs/hr. per engine, call for pipe diameters as high as three inches, and fifteen H . P booster pumps . Electrical, air turbine, and hydraulic drives for the fuel booster pumps were considered and rejec ted, for various reasons, in favour of shaft drive from the tllAFT l/MITF/1 Arllll AIR ON SYSTEM PRESSURIZATI MAY /57 FEED SYSTEM ENGINE TRANSFER & REFUELING SYSTEM FIG. 2.1 FU EL SYSTEM - l FUEL NO 2 FILTER HC 3 FUEL LEV! 4 FUEL SHU 5 VENT & FI 6 VALVE-PF ] VALVE-Pf B VALVE-FI 9 VALVE-A lO NEGATIV L ARRANGEMENT GENERA CONFIDENTIAL 1 ------------------------A YR O ARROW 7 FUEL NO AIR VALVE FILTER HOT AIR 3 FUEL LEVEL SENSING VALVE FUEL SHUT OFF VALVE 5 VENT & FLAME TRAP VALVE- PRESSURE RELIEF-(ABSOLUTE) VALVE- PRESSURE REGULATOR (ABSOLUTE) VALVE-FLOW LIMITER-AIR VALVE-AIR RELEASE lO NEGATIVE " G " & LOW VALVE LEVEL AIR ADMISS ION FIG. 2.1 FUEL SYSTEM - GENERAL ARRANGEMENT 11 12 13 14 15 16 17 18 19 20 FUEL BOOSTER PUMP HEAT EXCHANGER (OIL TO FUEL) GATE VALVE 2.50 ELECTRICALLY OPERATED FUEL TRANSFER & REFUELING SHUT OFF VALVE FUEL LEVEL SENSING VALVE FOR TANK5 SWING CHECK VALVE FUEL NON RETURN VALVE ADAPTOR PRESSURE FUEL SERVICING GATE VALVE 2.50 MANUALLY OPERATED EN GINE CONNECTION /21 CONFIDENTIAL --------------------AV RO ARROW AYRO AIRCRAFT LIMITED ► engine driven accessories gear boxes. Fuel transfer from the widely distributed tributary tank sys tem presented problems of some difficulty, in view of the inherently long shallow form of the wing tanks. Due to the pronounced anhedral of the thin delta wing of this aircraft, the normal points of fuel pick-up were of necessity at the aft outboard ends of the cells , where depth was insufficient for conventional mechanical pumps, In the interest of functional simplicity it was decided to effect the transfer of fuel from tributary tanks to the centrally located collector tanks by means of air pressure, regulated to a constant absolute value of 19 psL Absolute pressurization precludes, the need for exhausting or inhaling of air from fuel tanks during climb or descenL Evaluation of the aerodynamic characteristics of the Arrow 2 has indicated the desirability of reducing the static margin of the aircraft during the combat phase of the mission. The objective is to counteract the aft shift of centre-of-pressure that occurs in the transition from subsonic to supersonic flight, and thereby achieve a noticeable reduction in trim drag with a consequent increase in performance . To achieve this reduction in static margin, the aircraft fuel will be scheduled to transfer from individual tanks to the collector CONFIDENTIAL --------------------AV RO ARROW . AY80 ,1/8C8AFT LIM/TEO ► 2.2 tank in a predetermined sequence, During cruise-out to combat, this schedule will cause a progressive shift aft of the aircraft C. G. The nature of the aircraft's fuel system is such that elaborate precautions are necessary to minimize the inclusion of air due to changes of attitude causing uncovering of the fuel pick-up points in th e tributary tanks . For this purpose a special fuel-no - air valve is mounted at the entry to the pick up pipes in each tank. As a further rneasure "air release" valves are mounted in the collector tanks to discharge over board any unwanted air evolving from the fuel, without reducing the tank pressure below the fuel vapour pressure. No provision for gravity refueling has been made as it is assumed unlikely that the aircraft will be flown from bases at which pressure refueling tenders are not available. This assumption is made in view of the fact that the same tender will be a requirement for engine starting. Layout The fuel system consists of two almost symmetrical sub systems . The port sub-system consisting of the aft fuselage tank together with six wing tanks, normally feeding the port engine , and the starboard sub-system consisting of the for ward fuselage tank together with six wing tanks, normally CONFIDENTIAL --------------------AV RO ARROW AY80 AIRCRAFT LIMITED ► 2. 2 . 1 2 . 2.2 2.2.3 2 . 3 2 . 3. 1 feeding the starboard engine. Both fuselage tanks are of "double bubble" cross section and bladder type design . All wing tanks are of the integral type. Fuselage Tanks The fuselage tanks occupy the space between the engine intake ducts above the armament bay, from station 315 to station 480. Wing Tanks The wing tanks occupy the entire inner wing from the front spar to the rear spar, with the exception of a compartment forward of the main spar into which the main landing gear retracts. External Tank To increase the range of the aircraft to meet the require ments of the ferry mission, an external tank is provided which supplies fuel to both the right and left hand sub- systems. This tank is quickly detachable on the ground and is jettison able in flight. Normal Operation of the System Engine Feed Fuel is supplied from each sub-system to its respective engine by means of a booster pump, which is shaft driven by the engine and located in the collector tank of its respective sub-system. The booster pumps have inlets from CONFIDENTIAL _ ____:_":_:Y::_N.:_D_:_A:...:_l.::..N::..:CN.:..::A:..:..F..:....T....:.L.:....:IM::..l:...:.T..:..E:..D ______________ A v R g ARR O W ► AY/57 /21 FIG. 2.2 FUEL TRANSFER AND ENGINE FEED SYSTEM CONFIDENTIAL AYIID A//ICIIAFT LIMITED ► ---------------------AV RO ARROW 2,3.2 each of the extreme fore and aft corners of the collector tanks in order to cater for negative 1g' and extreme attitude conditions. Each pump has sufficient capacity to supply the maximum fuel demand of its own engine and afterburner, under the most adverse conditions, or to supply the require ments of both engines with partial afterburning under the same conditions. Downstream of the booster pumps, fuel from each system passes through a gate valve that prevents pressure from an empty system from interfering with transfer of fuel from the other system in the event of a booster pump failure . The fuel then passes through an oil to fuel heat exchanger (See Brochures 7 2/Systems 32/ 35 and 7 2/ Systems 19 / 26) at the entrance to which the two systems are cross-connected through a motor operated gate valve, normally kept in the closed position. The fuel then flows to each engines I fuel connection through an electrically operated low pressure cock, which is provided for the purpose of isolating the engine for servicing or for emergency fuel shut-off. A single connection is made to each engine within the engine compartment. Fuel Transfer and C. G. Control Until flight experience has demonstrated the adequacy of CONFIDENTIAL ___ "_Y_N_o_"_'_a_c_a_A_F_r_t_1_M_1_r_£_0 __________________ A V RO ARR O W ► the damping system the fuel control system will, in addition to meeting the normal combat requirements, provide the facility for maintaining the C . G. between normal design limits (i.e. 28-31% MAC) . When the damping system reliability has been proven, this additional feature will only be necessary for flights involving immediate or rapid landing after take-off, such as training and other non-combat flights . A C. G . master switch on the Master Refueling Panel is I operated to obtain either of the two transfer sequences, according to the C . G. shift desired. There will be no pro- vision for switching transfer patterns in flight. Normal combat transfer sequence with the furthest possible aft C. G. shift will be : R . Ho l, 3, 4, 6, 7, 8, 5 L. H. 2, 3, 4, 6, 7, 8, 5 (Ref. Fig 2. 4) The alternative mission sequence will be selected to main- tain the C. G . between the 28-31% MAC limits and the best transfer sequence will be decided at a later stage . All tributary tanks are drained through fuel-no-air valves which are situated in the extreme corners of each tank. Control of the draining sequence is achieved by mounting a thermistor type level switch in each tributary tank, at a fuel level just above that which would shut off the last ArillJ Alll&/IAFT IIMITF/1 MAX~IFT SEQUENCE COOTROL UNIT 5/R LOW PRESSURE COCKS R/ONLY E...1<2G 11shoo v,s,: . 5uP<>Lv MAY/57 MINS>!FT IOA lsA RE.FUE.LLING INUICATur-.1 LT~ FUEL slo " RIGHT LEFT VALVE ~ws GIOJ------<:0~-,0 REFUELLING CONTROL 5R TANK LEVEL SENSING R VALVE.$ 6R 7R R '~ •l,-V,Jl.oJ-V-7L-,z" I AIRPRESSUf RELIEF VAL\ Ur° L~ lr+--l------T. I ~dr t 6L MAIN DC. BUS REFUELLING CONTROL SWS PA TIA #1 ARTIAL #2 FULL~ R/F SELE EMERGENCY D.C .BUS Pf:"! IMAAY /1..C. BUS FIG. 2.3 FUEL CONTROL ELECTRICAL WIRING DIAGRA 1 --------------------------A YR O ARROW A 6A 7A R TANK LEVEL SENSING VALVES INIJI CATOr-.i LT5 LEFT AIRPRESSURE RELIEF VALVE$ ~'r Ll-;--cl >---+---+---~ R/H /H REFUELLING ONTROL $W$ MAIN DC BUS EMERGENCY D.C.8U$ --------------~•~ATTERY BU$ µJ:"!IMAAY A.C. BlJS 2.3 FUEL CONTROL ELECTRICAL WIRING DIAGRAM 0 , 0 R U/C ,$C1$$0A$ $W ~~-~ ;=K1'6 Lo __ g J,ELEASE ,.....o. .::,,, _____ _ L _,_ - - - - - - - - - - ' TxrEANALTANK - .. LIMIT SW$ TANK ON°PO$ITIO~ GRND TE$T OVERIDE $W " ~ d ---- ' $TORE$ I JETT SW EXT TANK I JETTl$0N 9N I CONFIDENTIAL /21 CONFIDENTIAL --------------------AV RD ARR D W AYRD AIRCRAFT LIMITED ► <') 0 .... 66 64 62 60 58 X 56 [/) Ill ..-l .... ::i: 54 " 52 w ~ u <' 50 48 46 44 42 40 2 I/TANKS FULL ./ I <_ r---~\ ......... L--" L,.-- ~ /~ TANK N b, 8 EMP T -- T} NK No. !EMPTY ~ 8 29 FUEL SEQUENCING ORDER; I & 2,3,4,6,7,8,5 ....____ _........,- .._o ____ i I ...J LANDING GEAR UP MISSILE r----.......... K NO MISSILE LANDING GEAR DOWN (NO MISSILE) TANK ~ No. 1 & 2 ~ JI H JPTY \ ' \ T "-. ------ ' ~ ~ ~' '-.......... ) ,.__TM No. EMP . ' "'=':--c---, 1· • ' \ - ~ UTBOARD ~-== ~ ~~------------.::~/21 MAY/57 2 8 REFUELING FIG, · SIGNAL PANEL CONTROL AND CONFIDENTIAL ____ "_v_11_o_A_111_c_11_A_F_r_,_,_M_,_r_r_o ___________________ AV R g ARROW ► 2 . 3.5 number of alternative fuel loads which keep the C. G. within desired limits. These alternatives are provided by first completely filling, as large or group of tanks from both sub systems as possible, then partially filling the remaining tanks as required, until the desired quantity of fuel is aboard, The Refueling Master Switch has a "Full Refuel" and two II Partial Refuel" positions, "Partial Refuel" selection gives: ( 1) Fillmg of selected group of tanks. (2) Flow in rernaining tanks, controlled at the bowser, If the full fuel capacity is required, the Master Switch is set to "Full Refuel". Fuel is fed to each tank, via the normal transfer system, through servo operated fuel shut-off valves which are energized to remain open, As each tank fills its shut-off valve is closed by the action of its associated level sensing valve, To reduce refueling pressure requirements, electrical overrides have been incorporated on all pressurization sys tem relief valves, and these are energized automatically on selecting for a refueling operation. Defueling The aircraft may be defueled through the pressure refueling adaptor by selecting 11Defuel11 on the refueling control panel, CONFIDENTIAL AYRO AIRCRAFT LIMITED ► ---------------------AV RO ARROW 2. 3. 6 then applying air pressure to a ground connection located in the pressurization line, forward of the air filter. The applied pressure causes transfer of fuel from the tributary tanks to the adaptor. Suction at the refueling nozzle is required for defueling the collector tank. Fuel Quantity Indicating System Two independent, capacitance type fuel gauging sub-systems are provided; one to indicate the weight of fuel in the right hand fuel tank system, and the other, the weight of fuel in the left-hand fuel tank system. The capacitor-type fuel quantity gauging system is an elec tronic fuel measuring device which indicates fuel in pounds. Basically, the transistorized system used on this aircraft is a two-unit system, consisting only of an indicator and a "tank unit", which constitutes a re-balancing capacitance bridge. The "tank-unit" is actually several capacitance sensing units, located in each fuel tank and connected in parallel. A change in fuel quantity causes a change in tank unit capa citance in one leg of the bridge, which unbalances the bridge. This out-of-balance condition results in a voltage signal which is amplified by a phase sensitive, transistorized amplifier .., ~ .., :0 .., C m ~ 0 C ► z .... ~ I ~ m n .... "' n ~ ~ ;;; z G') C > G') "' ► 3:: 3:: ► -< --"' " C/ B COMPENSATOR MAIN D.C. SUPPL Y LEFT FUEL SYSTEIII TANKS (COAIPENSATOR UI-/IT LOCJ. TED IN T.ANK ~O. 5-L) LEFT TANKS 11\DICATOR M H J K F _C E I AMPLIFIER EMERGENCY D.C. SUPPL Y (FLIGHT) BATTE ~Y SUPPL Y D.C. SHEDDING SUPPLY l15/ 200V A.C. PRIMARY SUPPLY A,f,, B,t, & C,t, ~ 115/ 200 V A.C. SECONDA~Y SUPPLY A'>----- LINE RELIEF *l 'O'-RING THERMAL i} RELIEF *2 ASS'Y = © SEAL RING SEAL RING SHELL /21 CONFIDENTIAL __ ,,_11_a_o_,,_,_a_c_"_"_F_r_1_1_M_1_r_E_o __________________ AV R g ARR O W ► If the booster pump is operating the engine inlet fuel pressure conditions will not trigger the low pressure warning light. 3 . 1. 2 Valve - Fuel Shut Off Motor Operated 3 . 1.2.1 Purpose This valve provides a positive, remote method of closing a fuel line against flow in either direction. Five such valves are used in the system, two serving as low pressure fuel cocks at the point of entry of the engine fuel supply line into the engine compartment; a third is used to close the cross-feed line isolating the two engine feed systems, one from the other, during normal operation. The remaining two valves close the empty sub-system when one pump has failed and the other side has emptied, to allow unrestricted transfer from the sub-system transferring through the failed booster pump by-pass. 3. 1. 2. 2 Description {See Fig. 3. 3) These valves are of the sliding gate type powered by a reversible 28 volt D. C . motor, acting through a gear train. Overtravel of the motor is allowed for by the use of a clutch which disengages when the slide reaches the end of its travel. Limit switches cut the power supply to the motor at the same time so that power is required only whilst the valve is being moved from open to closed and vice versa. Thermal relief ports are incorporated to prevent damage caused by thermal CONFIDENTIAL __ ,,_v_R_o_,,_, R_c_R_,,_,_r_,_,_M_,_r_E_o __________________ A V RO ARR O W ► expansion either within the valve body itself or on either side of the gate. The valve is capable of opening or closing fully within one second, under all environmental conditions, at voltages of 27 1/2 and 30 volts D . C. and within two seconds at 18 volts D.C . 3. 1. 2. 3 Power Requirements 3 . 1. 3 3 . 1.3 . 1 3 . 1.3 . 2 3.1.3 . 3 This valve is designed to operate in an 18-30 volts D. C . system, it should also be capable of operating at 14 volts D . C . lt draws a seven amp current only during movement of the slide. Switch, Engine Inlet Pressure Purpose This switch provides a signal in response to pressure changes in the engine inlet line. Description Refer to Fig. 3 . 4 . Operation The switch is adjusted to operate on increasing pressure (open electrical circuit) at 18 . 3 nominal psi (absolute), and the contacts close on decreasing pressure at 17 . 3 nominal psi (absolute). 3. 1. 3. 4 Power Requirements As this unit operates as a switch only, it requires no external power . AY/10 ,1/RCRAFT LIMITED HERMETICALLY SEALED CASING SINE SWITCH BODY CAP LOCK SPRING HELICAL SPRING MAY/57 FIG. 3.4 ENGINE INLET SWITCH CONFIDENTIAL AVRO ARROW► RECEPTACLE WOBBLEFRAM SWITCH ACTUATING ASSEMBLY ANEROID CAPSULE SHOE RAWHIDE LOCK-BAR I Iii.· 11 ' I I CONFIDENTIAL AY/10 All/Cl/AFT LIMITED AVRO ARROW► It is designed to function in an 18-30 volt D. C . system and is capable of making or breaking up to a five ampere resistive load. 3.2 Fuel Transfer Sub-system 3. 2. 1 Valve - "Fuel-No-Air" 3 . 2. 1. 1 Purpose 3 . 2 . 1.2 The function of this valve is to close the fuel transfer lines when their ends are no longer immersed in fuel , thus prevent ing the ingress of the air used for pressurization of the aircraft fuel tanks. Description (See Fig . 3. 5) This is essentially a float-controlled, servo-operated piston valve, opening when signalled to do so by a float type fuel sensor . The fuel sensing element of the valve consists of a divided float, one half of which is located on each side of the fuel inlet to the valve . It is completely balanced, in an air medium, by a weight on the opposite side of the pivot point. The float, when covered by fuel, upsets the balance and since the float mechanism is pivoted in a gimbal system, the float is free to move toward the fuel surface in any direction. A spring in the linkage tends to retain the floats in a neutral position when they are in air . The tension on this spring is adjusted so that just over half of the float must be immersed in order to .., 15 "' u, .., C p:! z 0 )> ;;; < )> < m E -< --u, .... --!::! BODY COLOR KEY - MAIN FLOW - SERVO FLOW ACTUATOR RETAINER MOUNTING BRACKET \ X u. 4"1!!1 ~ PRO~ " CHECK VALVE ? I ASSEMBLY "----"'- ~ / ADAPTER SOLENOID VALVE .. ... .. .. .. ... .. .. .. .. "' .... .. ... t ... .... .., .. ~ "I:: ~ ~ ~ ~ ~ ~ ~ r, 0 z .., 0 m z ... > ,... CONFIDENTIAL AYII/J AIJIC/IAFT LIMITED _ _:.~-----------------AV RO ARROW CHECK VAlVE CLOSED oumr FLOAT COUNTER BALANCE WEIGHT VALVE CLOSED WHEN THE LEVB. OF FUEL DROPS TO THE BASE OF THE VALVE, THE R.OAT IS LOWERED TO THE DOWN POSITION AND THE PltOT VALVE QOSES. THIS SHUTS OFF BLEED FLOW, TRAPPING FUEL IN THE POPPET VALVE PISTON CHAMBER. THE RESULTANT PRESSURE BUltD UP, AIDED BY THE POPPET VALVE RETURN SPRING, CLOSES THE POPPET VALVE, PREVENTING A FLOW Of A\R THROUGH THE VALVE. A LIGHTLY SPRING-LOADED CHECK VALVE IS OPENED BY REFUELLING PRESSURE DURING REFUELLING, TO ALLOW THE PRESSURE TO BE fEl T WITHIN THE POPPET VALVE PISTON CHAMBER. THIS RETAINS THE POPPET VALVE CLOSED, PREVENTING REFUELLING FLOW THROUGH THE VALVE. - FUB. AT REDUCED PRESSURE MAY/57 PET VAL VE O PEN FLOAT UP j VALVE OPEN WHEN THE LEVEl OF FUEL IS ABOVE TH~ BASE OF THE FUEL NO-AIR VALVE, THE FLOAT IS IN THE UP POSITION, RETAINING THE PILOT VALVE OPEN. THIS ALLOWS UNRESTRICTED BLEED FLOW PAST THE OPEN BALL VALVE THROUGH THE OPEN PILOT VALVE TO THE VALVE OUTLET. THE RESUl.11NG REDUCED PRESSURE IN THE PISTON CHAMBER ALLOWS THE INCOMING FUEL PRESSURE TO OPEN THE POPPET VALVE AND PERMIT FUEL TO TRANSFER THROUGH THE VALVE. SOLENOID IS FITTED BUT NOT CONNECTED ON ARROW I AIRCRAFT / AND THE SOlENOID ~ D/~~!G~;;A~~EN. FUEL AT TANK PRESSU RE POPPET VALVE RETURN SPRING FLOAT DOWN I /21 FIG. 3.6 FUEL NO AIR VALVE SCHEMATIC CONFIDENTIAL AY/10 All/Cl/AFT LIMITED ► _ _:~-----------------AV RO ARROW 3.2. 2 3.2. 3 displace it from its mean position. The movement of the float is translated by a rocker arm into linear movement of a servo valve, which controls the admis- sion of tank pressure into the servo piston chamber. The main valve is of the poppet type, operated by a servo piston. The design is such that, with pressures on both sides of the servo piston equal, the valve operates as a spring loaded check valve, opening when the downstream pressure falls to the point where the differential pressure overcomes the action of the spring . Fuel flows through the orifices, then through the check valve assembly into the piston chamber, thence to the solenoid and pilot valve to downstream. The solenoid valve assembly is normally open for transfer and is controlled through the Sequence Control Unit. An alternative type of valve arrangement is shown in Fig. 3. 6. Monitor-Collector Tank This section to be added at a later stage Sequence Control Unit This section to be added at a later stage. JYRO AIRCRAFT LIMITED CONFIDENTIAL AVRO ARROW► NOT AVAILABLE AT PRESENT FIG . 3. 7 COLLECTOR TANK MONITOR AY/10 Afl/CIIAFT LIMITED CONFIDENTIAL AVRO ARROW► NOT AVAILABLE AT PRESENT FIG. 3. 8 SEQUENCE CONTROL UNIT ► CONFIDENTIAL AY//0 All/CRAFT LIMITED AVRO ARROW► u,1-1o,-l 100,000 10,000 I 1i ,, .s. w u z < ... V) iii w "' V) ':; 0 >: "' 0 ... V) i "' w :r: ... V) V) 0 "' u < w ('.) < ... 0 > MAY/57 ~~~~ . '-1i< ___ ,: .·· ~ 1,000 100 10 ~-----'-----'------'----__,J'-----.J----......L----.1.-----' -60 0 60 120 180 240 300 360 TEMPERATURE - DEGREES F EFFECT OF TEMPERATURE CHANGE ON THE RESISTANCE OF A TYPICAL THERMISTOR 10or--------~-------------------------~ 10 IN AIR AT -65 °F 1.0 IN AIR AT+ 135°F O.l ._ _____ £_0_ . ...JOO_l ________ 0.1.0_1 _______ --::0L:-.l-------,'1.,o CURRENT THROUGH THERMISTOR-AMPERES VOLTAGE-CURRENT OR POWER CHARACTERISTIC FIG. 3. 9 LIQUID LEVEL SENSOR "/21 AY/18 A/I/CRAFT LIMITED 28 V.D.C. FUSE MAY /57 REF. THERMISTER CONFIDENTIAL AYRO ARROW► FUSE SENSOR /21 FIG. 3.10 THERMISTER BRIDGE CIRCUIT CONFIDENTIAL __ _::.'~r.::.11.::.o_,_,_11_c_11_A_Fr_,_, M_t r_E_u __________________ A V RO ARR O W ► The sensor, plus the bridge balancing resistors (R 1 , R 3 , R 4 ), provide the basic bridge circuit. The relay (K 1) is operated from the unbalance signal in the bridge. The reference therm isters and balance resistor (R 2 ) provide the temperature compensating circuitry and a degree of circui t voltage regu- lation . The diodes (CR 1 and CR 2) provide an additional volt age regulating effect to the circuit. Hermetically sealed protective fuses prevent the thermistors from heating to an unsafe temperature, resulting from the application of an incorrect bridge voltage . A hermetically sealed case also encloses each reference thermistor in an atmosphere of air (therefore, its resistance varies only with changes in the ambient air temperature). Since the sensor is exposed, its resistance varies with the thermal conductivity of the surround- ing medium (air or fuel) . The reference and sensor thermi stors are in opposite legs of the bridge circuit and a small direct current heats them above the ambient temperature. When immersed in fuel, the resistance of the sensor thermi stor becomes greater than when immersed in air, because of the greater thermal conductivity (cooling effect) of fuel. With the sensor in fu e l, the v oltage drop across it 1s increased and the voltage potential difference across relay K1 is such that current flow is prohibited by the diode CR3 , Thus, with the sensor in fuel the relay is de-energized. When the sensor CONFIDENTIAL AYIID AIIICRAFT LIMITED ► _ __:.~-----------------AV RO ARROW is exposed to air its resistance decreases, accompanied by a decrease in the voltage drop across it and current is permitted to flow through relay K 1. Thus, when the sensor is in air the relay is energized. 3. 2. 4. 4 Power Requirement 3.3 3. 3. 1 3.3.1.l 3.3.1.2 With a nominal 28 VD C supply, the power requirements are 8 1/2 watts nominal, 9 watts max. The units have a contact rating of two amps inductive, and have two isolated circuits on the control relay, ie. a single-pole double-throw relay switch. Refueling and Defueling Sub-system Cap - Pressure Fuel Servicing Purpose The primary function of this unit is to protect the pressure refueling adaptor from dust. lt is also used as a secondary seal against fuel leakage through the refueling adaptor. Description (See Fig. 3. 11) The cap consists of an outer shell containing a bayonet lock, mating with jaw ring MS-29514 and frozen grips to facilitate locking and unlocking. An internal sealing chamber uses the servo principle to load the seal which seats on the adaptor face, so that, if the seal on the adaptor is faulty, internal system pressure is incapable of lifting the seal from its seat . The seal member is free to rotate within the outer housing so CONFIDENTIAL AYIID A/NC I/A FT LI M I TED AVRO ARROW ► FINGER LUGS DETENT LOCKING RO LLER COMPRESSION SEAL \ SNAP-RING SEAL MAY/57 /21 784-I0S-t FIG. 3.11 CAP-PRESSURE FUEL SERVICING CONFIDENTIAL __ _:_':._Yl:_:8~':._:11:_:c:._:1:._:':._:'_'_'_'_,.,_,_,_,_ 0 __________________ A V RO ARR O W ► that no rotation of the seal on its seat is required in locking or unlocking the cap. 3. 3. 2 Adaptor-Pressure Fuel Servicing 3. 3. 2. 1 Purpose 3 . 3. 2. 2 This unit serves as the aircraft ground pressure refueling system connection point, Description (See Fig, 3, 12) The adaptor is essentially a large case elbow containing a spring loaded poppet valve. This poppet acts as a check valve preventing reverse flow of fuel out of the unit when the mating nozzle is disconnected. The poppet is r2.ised manually by a push rod on the mating nozzle to admit fuel to the system. The adaptor mates with a standard 2 1/2 inch nozzle conforming to Specification MIL-N-5877A . 3 . 3. 3 Valve-Level Sensing - Pressure Fuel Servicing 3. 3. 3. 1 Purpose This valve is designed to sense the pressure of fuel in a tank at the correct tank full level, and to initiate the operation of a tank shut-off valve, by hydraulic servo action, during pressure refueling, 3, 3. 3 . 2 Description {See Fig . 3. 13) The unit consists of two isolated and independent pilot valves each controlling the flow in a separate bleed passage from a tank shut-off valve. Each of the pilot valves is operated by a CONFIDENTIAL __ ...:":.:y.:..11.:..0_"_'_11_c_11_A_F_r_t_,_,.,_,_rE_o __________________ A V R Q ARR Q W ► CONNECTOR ADAPTER FLANGE MAY/57 78.3-105-1 COMPRESSION SPRING PISTON FIG. 3.12 ADAPTER-PRESSURE FUEL SERVICING PRESSURE FUEL SERVICING CAP ADDED CAP SEAL PISTON GUIDE MOUNTING FLANGE COMPRESSION SPRING DETENT LOCKING RING /21 AY/18 Al!lCRAFT l!MITED SECONDARY FLOAT MOUNTING LUG FLOAT FUEL LEVEL AT SHUT-OFF ~ =------1 _ BODY PILOT VALVE CLOSED SECTION THROUGH SECONDARY PORT CONFIDENTIAL AVRO ARROW► COVER MOUNTING LUGS ELECTRICAL CONNECTION PRIMARY FLOAT FLOAT SOLENOID (DEENERGIZEDI SECTION SHOWING BLEED PORT /21 MAY/57 768-105.J FIG. 3.13 VALVE-LEVEL SENSING-PRESSURE FUEL SERVICING CONFIDENTIAL ___ ':_:Y:_:ll~ll__:'::..:'.::11:..c.::11.::'_Fr_,_,M_1r_E_o __________________ AV RO ARR O W ► coated cork float, and the floats are contained in separate float chambers . One of these, which operates the pilot valve in the servo port marked "Primary", is permanently drained by fairly large holes in the bottom of the chamber . The second float chamber is drained through a single poppet valve normally held closed by a spring, but provided with a solenoid for elec trical operation. The fuel flow from both bleed ports is allowed to flow into this second float chamber . 3 . 3.3.3 Operation The valve is normally operated by fuel rising in the tank, lift ing both floats and thus closing the bleed passages by means of the pilot valves. This in turn raises the pressure in the bleed passages and the servo piston chamber of the shut-off valve, which closes off the refueling line . For pre -checking of the system after pressure has been applied at the refueling adaptor, the solenoid on the level sensing valve is energized allowing flow of fuel to commence through the tank shut-off valves. The solenoid is then de-energized, allowing the servo flow to fill the secondary float chamber, thus artificially creating a condition representative of a full fuel tank. The filling of the float chamber raises the secondary float, closes the secondary pilot valve and closes the secondary piston of the refueling valve. When the indicator light on the refueling control panel glows, indicating that the system has operated CONFIDENTIAL ____________________ AV RO ARROW AYID AIRCRAFT LIMITED ► satisfactorily the solenoid on the level sensing valve is re - energized allowing the tank to fill. This pre-checking solenoid also affords a means of shutting off the system prior to complete filling of the tanks, during partial refueling . 3. 3. 3. 4 Power Requirement s The pre-checking solenoid is the only electrically operated portion of this unit . It has been designed to operate in an 18-30 volt D. C . system drawing a one-half ampere current. 3. 3. 4 Valve-Shut Off - Pressure Fuel Servicing 3. 3. 4. 1 Purpose 3.3 . 4.2 The function of this valve is to control the admission of fuel to each individual fuel tank aboard the aircraft during pressure refueling. Description (See Fig. 3 . 14) This valve is servo operated by means of dual pistons mounted back to back . Servo pressure is applied to the face of the primary, or up stream, piston through a spring loaded check valve. This servo pressure is then metered into the chamber behind each piston through slots milled in the valve guide spindle. The pressure is then alllowed to escape from each piston chamber through servo ports extending radially from the valve body . Working in conjunction with the secondary piston is a switch assembly which makes contact when the secondary piston CONFIDENTIAL __ _:_A:_:Y_::.ll_:"_:_A.:.._t_11_c_a_A_F_r_,_,_M_1_rr_u __________________ A V RO ARROW ► is in its closed positiono 3 . 3 . 4. 3 Operation Valve Operation The pistons are normally held in the closed position by hght springs when no pressure is applied at the inleL As the pres sure at the inlet to the valve is raised it is also imposed on the back face of each servo piston, through the metering slotso Because of the differential areas involved, inc reased inlet pressures induce greater tendencies to close. The valve is opened by releasing the pressure behind the pistons. This is done by opening the servo bleed passages, which are large by comparison with the inlet passage in the metering slots. The valve is closed again merely by closing the servo bleed ports . If the inlet pressure should fall below outlet pressure, the valve is prevented from opening by the check valve at the inlet to the servo sys t em. In the Arrow 2 fuel system each of these valves is used in conjunction with a level sensing valve (ref. section 3 . 30 3 . ) which serves as the control on the opening and closing of the bleed passages controlling the opening and closing of the main valve. Pre - checking of the system is accomplished in the initial stages of pressure refueling by energizing the solenoids on the AYKD A/KCKAFT LIMITED SECONDARY PORT ~ / ELECTRICAL ... //: CONNECTOR COUPLING CONNECTOR ~ INLET PRIMARY PISTON CONFIDENTIAL AVRO ARROW► ~~· .•• •· ... '.·.·.·.••.·.•· u ... :.• :;:: •·•·· ~ COUPLING CONNECTOR PRIMARY PORT '• ------- MOUNTING LUGS ELECTRICAL CONNECTOR REMOVED FOR CLARITY SPRING SECONDARY PISTON r.4 OUTLET PISTON GUIDE FIG. 3.14 VALVE-SHUTOFF-PRESSURE FUEL SERVICING CONFIDENTIAL _ _:_:,_ ____________________ AV NO ANNO W ,tYII ,t//lCIIAFT LIMITED ► Q-IEO< VALVE OPEN REFUELLING SHUT-OFF VALVE BLEED PASSAGES PRIMARY PISTON OPE.N Q-IEO< VALVE OPEN - FUEL IN TANK MAY /57 SECONDARY FLOAT --mn~---1 PRIMARY FLOAT TYPE 1 LEVEL SENSING VALVE PRIMARY VALVE OPEN SWITCH ASSEMBLY CONTACT MADE PRE-CHECKING OR PARTIAL REFUELLING SWITCH ASSEMBLY CONTACT BROKEN PRIMARY VALVE OPEN TANK RECEIVING FUEL DURING REFUELLING PRIMARY VALVE CLOSED TANK FULL FUEL AT INLET PRESSURE SOLENOID OPERATj:D VALVE DE-ENERG9 .aoSEI;) ~ SECONDARY VALVE OPEN SOLENOID OPERATED VALVE 11· .. ·. . .. ENERGIZED-OPEN c ., . • ;~ ~( ,~.:-::...\::_e SOLENOID OPERAT VALVE IENERGIZED COMPLETION OF R ~ ~RGIZEQ • s FUEL AT REDUCED PRESSURE /21 FIG, 3•15 OPERATION OF REFUELING SHUT-OFF VALVES AND TYPE 1 LEVEL SENSING VALVES CONFIDENTIAL _____________________ AV RO ARROW AYlfO ,1//fClfAFT LIMITED ► level sensing valves to start the fuel flowing . This releases the pressure in the piston chambers allowing the shut-off valves to open . At this time all of the indicator lights on the control panel should be off. When the solenoids are then de energised, the servo flow fills the secondary float chambers, causing the secondary valves to close. The appearance of all seven lights on each control panel is evidence that the system is functioning correctly and that it is safe to proceed with normal refueling. 3 . 3 . 4. 4 Power Requirements 3 . 3 . 5 No external power of any kind is required for the operation of this valve. The switch element is designed for functioning in an 18-30 volt D . C. system and is capable of making and break- ing a lamp load only . Valve-Combined Transfer and Refueling Shut-Off {See Fig. 3 . 16) This valve permits controlled flow in one direction and pre vents reverse flow out of the Collector Tank , The valve, for its refueling function, incorporates a primary and secondary means of closure, each of which operates by hydraulic servo action . It is remotely controlled by a dual, fuel level sensing valve, through the medium of two hydraulic bleed pipes . The valve closes when either or both of the bleed pipes are closed. In its transfer function the hydraulic servo pipes are opened directly to the tank. AYR/I AIRCRAFT LIM/TEii CONFIDENTIAL AVRO ARROW► NOT AVAILABLE AT PRESENT FIG, 3. 16 VALVE - COMBINED TRANSFER AND REFUELING SHUT-OFF CONFIDENTIAL --------------------AV RO ARROW AYIIP A/1/GIIAFT LIMITED ► NOT AVAILABLE AT PRESENT FIG, 3. 17 VALVE - DUEL TANK LEVEL SENSING - COLLECTOR TANK CONFIDENTIAL __ _:_':_:':_ll:_ll__:':..:.'.::.11.:..C.::.11 ::_11 F_r_,_ 1 M_ 1 r_E_ 9 __________________ AV RO ARROW ► 3,3. 6 Valve-Level Sensing - Collector Tank (See Fig. 3. 17) This incorporates a solenoid operated over-ride device intended primarily for use with the Combined Transfer and•Re fueling Shut-off Valve . (Ref. Section 3 . 3. 5) The valve senses the rising level in the collector fuel tank and close the bleed lines of a hydraulic servo operated shut-off valve. It also includes primary and secondary operating devices, each of which is capable of controlling the closure of a separate bleed passage. The secondary operating device incorporates a pre-check feature for testing the operation of the valve and the shut-off control of the secondary bleed port, during refueling . A solenoid operated over -ride is provided to control both primary and secondary bleed ports, so that when energised it will break the bleed lines and permit fuel to exit into the tank and when de-energized allow normal float operated control. 3 . 3. 7 Valve - Non Return - Defueling 3 . 3. 7. 1 Purpose The purpose of this unit is to allow defueling from the collector tank and yet to prevent fuel from entering through an uncon trolled inlet during refueling. 3. 3 • 7. 2 Description (Refer to Fig. 3. 18) The valve is an in-line, spring loaded type . A dished washer and silicone sealing washer (LS 53) are positioned over a CONFIDENTIAL _ _:_A~Y/l~O~A:_111~C~/l~A~F:..'.T~ll'...'.M:..l:...:T....:E.::..D __________________ A V RO ARR O w ► 0.. a "" 0 ":; "' as V) V) :;;: > 0.. a "" 0 MAY/57 FIG.3.18 w 0 z 0:: V) NON-RETURN VALVE c.:) z ~ V) w ~ /21 CONFIDENTIAL __ _:A:_:r11:,:o:..._::_A_111_c_11_A_,_r_,_1_M_,_r_Eo __________________ A V R O ARR O W ► 3.3. 8 3. 3. 9 spigot on the base of one conically shaped valve half, both washers being of larger diameter than the pipe bore . Open- ing is controlled by a coil spring, a stop washer preventing further travel than the fully open position, that is, when the valve is centrally positioned in the spherical section of the body. Valve - Mechanically Operated Gate {See Fig . 3. 19) There are two inlets through which fuel could pass during refueling of the Collector Tank. So that control of level can be achieved one is shut off completely by the Gate Valve and the other is controlled by Shut-off and Level Sensing Valves. The gate type valve shutting off the transfer line, is closed during refueling by the 70° movement of the access door to the refueling adaptor, which is transmitted through mechanical linkage to a 90° rotation which closes the valve . The access door latch pin , when locked shut actuates a limit switch to de-energize the Fuel Transfer Off warning light. If either door is not shut, or not correctly locked, the "Fuel Transfer Off" light in the cockpit comes on. Once the door lock is disengaged the door is fully opened by a spring loaded door support arm. Refueling and Signal Panel The Refueling Control and Signal Panel is located outboard of the Refueling Access Door in each main landing gear well, and CONFIDENTIAL -~A~Y~R~D~A~t~R~C~R~A:._F:_T__:L~t_:M~t.:_T.:_E.:_ O _________________ A V RO ARR O W ► ,,.,.,.,.,~ } ~p: ' f. - ·' ., ... ,, ..... _. -- / - ~----; / __ ~ '' r,-- -- ,, ,' ~ / I • :: "-... OUTBOARD ......... .,, ....... _,_ :; MANUALLY OPERATED GATE VALVE ~ / ~ "-------- LEVER ARM ' ' ~ ASSEMBLY ·~ P)SN - ~ ( , ~ n ~7 G~i ~ REVERSE ACTION RIGHT HAND MANUALLY OPERATED GA TE VAL VE . ~ -: ., ...... ,,, . ,7 REFUELLING ADAPTOR I FORWARD I SPRING M ANUALLY OPERATED GATE VALVE LEVER ROTATED THROUGH 90° DOOR SUPPORT ARM ROLLER REFUELLING ACCESS DOOR 'OP EN ' MAY/57 EVER PIVOT BY LINKAGE FROM FULLY OPEN BRACKET TO FULLY CLOSED t • , FORK LEVER ~ ·.· ~·. \ "Z /: MANUALLY OPERATED GATE VALVE VIEW ON ARROW 'A' DOOR LATCH PIN FIG. 3.19 REFUELLING ACCESS DOOR. & MANUALL y OPERA TED GA TE V Al VE /21 CONFIDENTIAL --------------------AV RO ARROW JY#II J/#CHAFT LIMITED ► 3 . 3. 10 incorporates a "Refuel Control" switch, which, when the Master Refueling switch is on controls the flow into the tanks on its respective side by energizing the solenoid in the -'l secondary chamber of the Level Sensing Valve . Also on the panel are green signal lights for each tank, which go out when refueling is taking place and illuminate as each tank fills. The lights are activated by the secondary piston of the tank shut off valves and thus serve as a functional check on the valves and the level sensing units in the tanks. Master Refueling Panel The Master Refueling Panel is located on the under side of the Duct Bay immediately forward of the left hand speed brake, its access door can only be opened when the speed brakes are "IN". The Master Refueling Panel incorporates a Master Refueling Switch and a Refueling Selector Switch. (a) Master Refueling Switch. This has two positions . (I) "ON" - In this position, the switch engages the sole noids in the relief valves and de-pressurizes the tanks, and during refueling allows the tanks to vent. It illuminates the tank signal lights on the subsiduary "Refueling Control and Signal Panel" for each side. (II) "OFF AND DEFUEL" - In this position the switch removes power from all refueling switches and lights. CONFIDENTIAL AY/16 Af/lCIIAFT LIMITED ► ---------------------AV RO ARROW 3.4 3 . 4. 1 3.4 . 1.1 3.4.1.2 {b) Refueling Selector Switch . This switch has three positions. {I) "PARTIAL" - There are two "Partial" positions of the switch; "Partial 111 leaves one Level Sensing Valve in each system de-energized and "Partial 2" leaves two Level Sensi ng Valves in each system de energized. {II) FUEL REFUEL - In this position the switch energizes all Level Sensing Valves and tanks fill at random. The Master Refueling switch is provided with a guard which prevents the access door being closed with the Master Switch left "ON" . Pressurization Sub-System Limiter - Air Flow Purpose The function of this device is to limit the flow of air in the pressurization piping leading to the air pressure regulators {Ref. section 3 . 4, 2) to within the capabilities of the corres ponding air pressure relief valve {Ref. section 3. 4 . 5), which comes into use in the event of failure of an air pressure regu- lator . Description {See Fig . 3. 20) These units are essentially convergent-divergent nozzles with the throat diameter chosen such that choking occurs with sonic velocity at the throat, at the maximum flow requirement of ,IY/10 ,I/I/Cl/AFT LIMITED THROAT MAY/57 780-105-1 CONFIDENTIAL AVRO ARROW► END FITTING LONGITUDINAL STIFFNER /21 FIG. 3.20 LIMITER-AIR FLOW CONFIDENTIAL AY//11 AIIIC//AFT LIMITED ► --------------------AV RO ARROW the line in which they are located. 3.4. l o3 Since no moving parts are involved no external controls or 3A.2 power are required. Valve - Air Pressure Regulator - Absolute Reference ( 19 ps1a.) Purpose The function of this unit is to regulate the pressure of the engine bleed air entering each of the wing tank systems for the purpose of tank pressurization. 3.4.2.2 Description (See Fig . 3.21) Regulation in this valve is accomplished by throttling the inlet air through the annular opening between a sleeve valve and seat. Power to operate this sleeve is derived from a bellows aided by a spring. Downstream air pressure, sensed at a remote point in the pressurization pipe system, is fed back into the chamber enclosing the bellows o The reference pressure for this valve is sealed mside the bellows after evacuation . A plate valve, held in place by a light spring, closes the pas sage between the valve housing and the valve seat, in the event that pressure falls below outlet pressure 0 3.4.2.3 Operation The evacuated bellows and spring are adjusted to balance with JY/18 Af!ICRAFT LIMITED MOUNTING HOLES VALVE SEAT MAY/57 AIR OUTLET PORT CONFIDENTIAL AVRO ARROW► BELLOWS SPRING PUSH ROD TANK SENSING PORT PLATE VALVE SPRING /21 FIG. 3.21 VALVE-AIR PRESSURE REGULATOR CONFIDENTIAL ,IY/18 Alll&IIAFT LIMITED ► --------------------AV RO ARROW a 19 psi (absolute) pressure in the bellows chamber . Any drop in downstream pressure reduces the pressure in the bellows chamber, resulting in an expansion of the bellows, and a movement of the sleeve valve which increases the valve opening. Conversely, a rise in downstream pressure results in contraction of the bellows and closing of the sleeve valve . 3. 4. 2 . 4 Power Requirements No power required. 3 . 4 . 3 Valve - Air Release 3 . 4. 3 . 1 Purpose 3. 4. 3 . 2 This device serves as a means of escape for air from the air- craft collector tanks, preventing displacement of fuel from these tanks by accumulation of air evolved from the fuel and air which has entered normally through operation of the collector tank pressurization system. Description (See Fig. 3 . 22) The valve consists of an air passage which is capable of being closed by either or both of two completely independent poppets. The first of these is operated by a specially designed float, making the valve sensitive to collector tank fuel levels . The second is operated by an aneroid bellows which ensures that the opening of the valve does not suddenly cause the collector tank pressure to drop below normal. The inlet to the valve is shrouded to minimise leakage through the valve due to AY/18 A/I/CRAFT LIMITED MAY/57 ADJUSTABLE FLOAT PIVOT ANEROlD BELLOWS FIG. 3.22 VALVE - AIR RELEASE CONFIDENTIAL AVRO ARROW► FLOAT OPERA TED POPPET VALVE BELLOWS OPERA TED POPPET VALVE /21 CONFIDENTIAL AYIII Alllt:IIAfT LIMITED ► _ _:::..,:_-----------------AV RO ARROW fuel sloshing. The outlet is piped overboard. 3. 4. 3. 3 Operation The level sensing poppet 1s under the control of a special float, designed to have no weight when immersed in fuel. Hence when the fuel level is low and the float is in air its weight is sufficient to overcome the spring which normally holds the poppet closed. As the fuel level rises the float weight decreases allowing the spring to close the poppet. Pressure control is operated by an aneroid bellows which expands as tank pressure falls, completely closing the poppet at a tank pressure of 10 psi. At any pressure above 11 psi the poppet is wide open, allowing the valve to operate only in the level control mode. 3, 4 . 3 . 4 Power Requirements This valve is completely automatic, requiring no exterior controls or power supply. 3. 4. 4 Valve - Negative "g" and Low Level Air Admission 3. 4.4.1 Purpose 3.4.4.2 The function of this valve is to ensure that pressure in the collector tank never falls below the vapour pressure of the fuel, when the transfer system ceases to function. Description (See Fig. 3. 23) This device is essentially a relief valve, admitting air into the collector tank from the wing pressurization system when CONFIDENTIAL JY/10 J/1/CIIAFT LIMITED ► ---------------------AV RO ARROW 3.4.4. 3 the pressure differential between the wing tanks and collector tank exceeds 10 psi. Operation As collector tank pressure falls , due to cessation of fuel trans- fer, the spring holding the poppet off its seat is overcome, allowing it to return and air to enter . 3 . 4. 4 . 4 Power Requirements 3. 4. 5 3. 4. 5. 1 3. 4. 5 . 2 The valve is completely automatic requiring no external controls or power supply. Valve - Air Pressure Relief,Absolut e Reference Purpose The function of this valve is to protect the wing tanks from over pressurization through failure of an air pressure regu lator. It also serves as a convenient means of releasing air from the tanks during ground pressure refueling. Description (See Fig. 3 . 24) This unit is essentially an air pressure regulator, designed to regulate upstream pressure . It consists of a main valve operated by a servo piston employing a "bellofram" sealing arrangement. The valve piston position is controlled by the pressure behind the servo piston which in turn is controlled by a servo bleed with a fixed inlet orifice and a variable outlet orifice. The outlet orifice is adjusted by the relationship between AY/18 AIJICI/AET LIMITED 769-105-Z VALVE TAIL 7 VALVE SPRING CONFIDENTIAL AVRO ARROW► VALVE NOSE /21 FIG. 3.23 VALVE - NEGATIVE "G" AND LOW LEVEL AIR ADMISSION CONFIDENTIAL _ _!.':_r~11P~A~111~c~11~A~F:_T .:_ 1 :...:_ 1 M~t T~E_: O _________________ A V RO ARR O W ► MAY/57 w °' ::, V) ~ °' Q. 0 w V) z w V) --,- u ci > a, ~ " ~ 0 6 a:: 0 V) w 0 c1 > 0 ::; l'.) 4: °' il: 4: 0 3 w °' u V) l'.) z ;:: V) ::, 0 4: FIG. 3.24 VALVE-AIR PRESSURE RELIEF (ABSOLUTE) 0 w .... 4: ::, u 4: if:; w l'.) °' 4: I u V) 0 0 > ~ V) /21 CONFIDENTIAL __ :':.'.Yl:_:D:...::..A:_:18:..,:c ___ 11_1_1_r_,_,_M_t_r_,o __________________ A V RO ARR O W ► 3. 4 . 5 . 3 upstream pressure and the absolute pressure in the perman ently sealed bellows. The upstream pressure is remotely sensed at the same point used for sensing downstream pressure for the air pressure regulator {reference section 3 . 4 . 2 . ). A solenoid is provided for the purpose of interrupting normal servo balance so that air may be released during pressure refueling. Operation Operation of the valve is achieved by admitting air at upstream pressure both to the chamber behind the piston and to the exterior of the aneroid bellows. The movement of this bellows, in response to variations in the relationship between its inside and outside pressure, is transmitted to a poppet controlling the release of air from the piston chamber . A drop in upstream pressure results in an expansion of the aneroid bellows, causing the poppet to restrict the release of air from the piston chamber . As the pressure rises in the piston chamber the piston and main valve move to reduce the valve opening, which has the tendency to restore upstream pressure . Conversely a rise in upstream pressure results in enlarging the escape orifice from the piston chamber, thus causing a drop in pressure in this chamber, resulting in increased valve opening . CONFIDE NTIAl --~"~'~'~' ~"~''..'.''..'.':.:':...'....:':..:'..:M:..:'~'..:.'..:.' ___________________ A V R O A R R O W ;; :;, j 'i "' 8 z " ?; -z • ~ ~ :;; .,, 0 ::! 5 z 6 < > :;; 5 u M.lT/S7 /21 FIG. 3 .2 S HOT AIR Fil TER CON FI DE NTIAL __ !...'~Yl~"'....':.'.'~R:_C:_8::_:''~'-':..:' __ M:..:.'_'_Eo _________________ A V RO ARR O W ► The solenoid override opens a relatively large passage between the piston chamber and downstream, which effectively reduces the pressure in the piston chamber to downstream pressure, allowing the valve to open fully against a weak return spring. 3.4. 5. 4 Power Requirements The override solenoid, which constitutes the sole requirement for external power in this valve, is designed to operate in an 18-30 volt D. C. system. lt draws a . 35 ampere current while energized. 3.4. 6 Filter, Hot Air 3. 4. 6. 1 Purpose This filter is intended primarily to filter the hot air supplied from the engine to the aircraft fuel pressurization system. 3.4. 6. 2 Description {Refer to Fig. 3. 25) 3.5 3. 5. 1 3.5.1.1 lt is situated in the high pressure line from a manifold con nected to the downstream side of the air conditioning and pressurizing system heat exchanger . The filter is of the removable element, 300 CFM type. 1t consists of a convoluted 200 mesh screen around a stainless steel inner supporting case, in a metal container. Fuel Contents Gauging Sub- system Tank Unit - Capacitance Type Purpose Tank units are lightweight, internally mounted sensing elements CONFIDENTIAL AYlfD AIIIC/IAFT LIMITED --------------------AV RO ARROW 3.5.1.2 l 3. 5. 1. 3 of the fuel gauge system. Description (See Fig. 3. 26) A tank unit is essentially a capacitor consisting of two cylind- rical tubes, mounted to • t • main a1n concentricity and electri- cally insulated from one another. The inner tube is a cylinder of constant diameter, composed of insulating plastic on which are coated two metallic patterns. One of these metallic patterns, together with the metallic outer tube, forms a capa citor which is connected in one leg of the null balancing bridge in the indicator power unit. The other metallic pattern is grounded to reduce fringing of the capacitance field . In this way the capacitance versus height relationship of the units in the tank can be matched to the volume versus height relation- ship for the tank. Due to the fact that aircraft fuel tanks are almost invariably of irregular cross section it is necessary to design the tank units to suit each individual installation. Con nectors on the tank unit provide external electrical connections. Operation The capacitance of any capacitor depends upon three factors: The area of the plates, the distance between the plates, and the material between the plates (the dielectric). Since the tank unit is rigidly constructed, the first two factors are always constant. Therefore, the capacitance of the tank unit can be varied only by changes in the dielectric. When such a AYIID A!IICIIAFT L IMITED I~ \ 'i . - ./•·· SUPPORT RING ::•·· :( •··: ··· o METALLIC PA HERN METALLIC OUTER TUBE PLASTIC INNER TUBE } . ; . ?. t, , _ ___ - SUPPORT RING LJ MAY/57 FIG. 3.26 UNIT-TANK CAPACITORS CONFIDENTIAL AVRO ARROW ► ELECTRICAL LEADS FROM CONNECTOR METALLIC PATTERN PLASTIC INNER TU BE SUPPORT RING METALLIC OUTER TUBE /21 CONFIDENTIAL AYIIP AIIIC/IAFT LIMITED 3 . 5 . 1.4 3. 5.2 3. 5. 2. 1 3. 5. 2. 2 AVRO ARROW capacitor is placed vertically in a f uel tank which is partly full, its dielectric is composed of fuel and air. Since the dielectric constant of fuel is approximately twice that of air, the capacitance of the tank unit is about tw1·ce as great when the fuel tank is full as when it is empty. Any change in fuel mass produces a correspond1"ng h • c ange 1n capacitance. Power Requirements Power requirements for this un1·t are 1· d supp 1e from the Indi- cator, (reference section 3. 5 . 3) . Tank-Unit and Compensator - Capacitance Type Purpose This device serves a dual purpose, it is a tank unit and, in addition, a compensator which introduces fuel deviation correction into the measuring system. Description (See Fig. 3 . 27) The tank unit portion consists of two concentric tubes and is as described in paragraph 3. 5 . 1. 2. The compensator assembly is composed of three concentric tubes , separated and insulated by spacers. lt is located at the lower end of the combination unit so that it will remain immersed with a minimum fuel level. Three electrical receptacles are provided on this unit. Two of k • t les while the third these are the normal tan unit recep ac carries the signal from the compensator. AY/1O All/Cl/AFT LIMITED 211 1-10~-1 MAY/57 METALLIC OUTER TUBE CONFIDENTIAL AVNO ARNOW► I' - -. . ELECTRICAL LEADS ~ • "OM CONNmo, ~ •.• .. •·. I ~~ .•••. •·.~ .•. < ' J __ ,- ~ A/C STN . 392 / ,<"~ ··/~· ,,/'" _ /4~~~TA-1T-0 - SEAL .., 0 1/EsNA CAP sTJD ~ w NUT ~ 0:, ,- FUEL CELL CONNECTION > C C m :,0 .... -< -a m .., C: m ,- n I'.!! , v, 1'""' ....._ FUEL CELL WALL ~ A/C STN . 317 ~ -, .,,,, ~ r --- .. _ /, · /, ?1 ,. :;Y ~ x • •. _·- ,, '-: .:.,,, ·.· / - - I ~ ~ .Jf'i'.!:S -~-~ ~ / ,,// FUEL CELL NO. 1 ., FORWARD ~ LOCK RING \ ~~\ " O " RING- ~ , \ MOULDED RUBBER .,_ ;.- FUEL CELL NO. 2 l 1 478 / MOULDED FITTING WITH METAL INSERT ' "" .. .. ' .. .... "' .. .., ..., ~ ' ~ ..., .., .. :a:.. ~ ::a::, c:::i :a:.. ::a::, ::a::, c:::i ~ TI CONFIDENTIAL - ~_:.:_::.:.::_--- ------------AV RO ARROW JYKO AfNC KA IT 1/ MITED ► '-- CONNECTIONS ~ TO CHAN 0 -SEAL MAIN SPAR • GR_OOVES ~ I . RIBI • • ••. •. ' ~-- • ¥... <. ----~ .. ' FORWARD "' TYPICAL SEALANT REPLENISHING PIPE (DUCT BAY AND ENGINE BAY) ~--. SEALA NT INJECTION NIPPLE NYLON MONO-FILAMENT (COATED WITH RUBBER CEMENT U.S. RUBBER CO. CHAN-0-SEAL LOCAflON DIAGRAM NO. 6136) @ TYPICAL CHAN-0-SEAL JOINT MAY/57 /21 FIG. 3.32 SEALING-INTEGRAL TANKS CONFIDENTIAL !_A!!_Yl~D ,~, N~CN:_::_'':...:._'_"_M_trr_o _____ _______ AV RO ARROW ► OUTER SKIN NYLON MONO-FILAMENT INTERMEDIATE RIB SEALANT 6 7 RIBS 8 9 10 PR 1421 CLASS A 4 5 2 3 COATING OF SEALANT UNDER SCREW HEADS PR 1421 CLASS B 1 MAIN SPAR FRONT CENTRE SPAR MAY/57 FIG. 3.33 SEALING OF INTERMEDIATE RIBS-INNER WING /21 .,, p c., i., .,. "' m ► .... z (j) 0 .,, "' ~ 2!:! z (j) m ,u "' I ~ ► z ;Ill; "' c., ► z 0 .,. : ~ ... SEALANT BETWEEN FA YING SURFACE STRINGER P.R. 1421 CLASS 'A' .003 INCH 9S,:;:;~·,•-"' ........ N NOTE-TRUSSES OMITTED FOR CLARITY SEALANT P.R. 1421 CLASS 'A' SPRAYED .040INCH THICK AND COATED WITH FUEL RESISTANT COATING MIL - S- 4383 A, REF . 33G/38 TANK 3 UPPER AND LOWER SKINS ONLY ALL RIVET HEADS SEALED WITH SEALANT P.R. 1421 CLASS 'A' AND COATED WITH FUEL RESISTANT COATING MIL - S- 4383 A, REF . 33G/_38 ... .... "" .. ... ,;; .... .. ... " ..... i ' ..... .,, .. :ti,, "' ~ ~ :ti,, ~ ~ ~ ~ n 0 z ... C m z ... l> ,- TANKS~ STRINGER SEAL ---- FILLETS OF P.R. 142~1TH CLASS'B' COATED ATING FUEL RESISTANT co33G/38 MIL-S-4383 A, REF. AVRO ARROW STRINGER I TANK 6 BOTTOM SKIN MAY/57 /21 FIG. 3.35 INTERNAL FILLETING •YHD Af!/C!IAFT LIMITED ~•'._::'.'.-~----------------AV RO ARROW MAY/57 SEALANT APPLIED TO HEADS OF ALL BLIND LOCK BOLTS AND RIVETS P.R. 1421 CLASS 'A' COATED WITH FUEL RESISTANT COATING MIL-S-4383A, REF ~33G/38 ••"~ lf;;J''~---~-\ ',' - !,' ~ ,, _,, , -"'-1 i~} ~- • SEALANT BETWE FA YING SURFAC P.R.1421 CLASS' ~ ~ ~t:c-:\; '~ ,:;_ ·.··_.\,: \ ~ \~ RIB 1 0 I TOP SKIN '>"'1 .:>:,: .. ~ SEALANT AT ALL FILLETS P.R.1421 CLASS 'B' COATED WITH FUEL RESIST ANT COATING MIL-S-4383A REF 33G 38 FRONT CENTRE SPAR FIG. 3.36 TYPICAL SEALING AT TANK BOUNDARY JOINTS CONFIDENTIAL /21 AYI LIMITED g A!//C!IAFT ESNA CAP AVRO RUBBER SEAL 0 ACCESS PANEL A NCHOR NUT INNER WING SEALING-FIG. 3.37 TYPICAL ACCESS DOOR MAY/57 CONFIDENTIAL ARROW► /21 CON FIDEN TI A L ~:.::._:.=::_:__----------- - - - - AV RO ARROW JYNO J /NC!UFT L! M IIED ► TYPICAL TIE ROD END FITTING TIE ROD END FITTING FUELCElLI 'WIG-o.mx· NUT REAR TANK BULKHEAD TYPICAL SERVO PIPELINE CONNECTION BETWEEN CELLS 1 AND 2 FUEL CELL 1----{ O·R!NGS SPACER RING TYPICAL MAIN FUEL LINE CONNECTION BETWEEN CELL 1 AND 2 TANK TYPICAL SERVO PIPELINE CONNECTION - CELL NO 2 FUEL CELL SPACER MET Al INSERT INJECTION NIPPLE REAR TANK BULKHEAD TYPICAL MAIN FUEL LINE CONNECTION - CELL NO 2 FUEt CELL ---i ~ REAR TANK BULKHEAD METAL INSERT DOUBLER NUT HER GLAND Q.~INGS STAT•O-SEAL TYPICAL METHOD OF MOUNTING COMPONENTS INSIDE FUEL CELL METAL INSERT ~ D WASHER BOLT COMPONENT MOUNTING LOCKNUT tf1/ STAT-0 -SEAL ~ ~ MAY/57 /21 FIG. 3.38 SEALING OF FUEL CELLS CONNECTION-FUSELAGE TANKS CONFIDENTIAL _ !..."'.::':o :_'t,:U:_::R::._Jr ___ , _1_1"'_1_' _£0 ____ _ ___ ________ A V R O ARR O W Descr iption Fuel Cells Fuel Distribution Control Tank Units Collector Tank Monitor Sequence Control Unit Fuel Gauging System Tank Units Indicator Pump, Fuel Booster Switch F 1 • ue Pressure Engine Inlet Spee. No . E 370 E 503 E 323 E 203 E 422 Avro Drg. No. 7-1754 - 5 7-1754-6 7-1662-1007 1011 1013 1015 1023 Manufacturer's • Dr 6 . No . Dominion Rubber Co . Ltd ., FCB 60249 Minneapolis - Honeywell Reg . Co. Ltd. FG 220A 1021 FG 120K 1017 FG 150K 7-1654-257 7 - 1654-258 7-1662 -6 05 - 607 - 611 - 635 - 637 -641 -803 Minneapolis - Honeywell Reg. Co. Ltd . - 805 FG 200 -·811 -813 -815 -8 17 -821 -825 -827 7 - 1662 -807 7-1662-985 7-1252-14 7 - 1662-583 FG 250 FG 120 JG 130A Pesco Products - 584 Div, Berg- Warner Corp. 7-1656-51 XO 23234-010 - 011 Hydra-Electric 20004 CONFIDENTIAL L _:.'~r:._RO'.'....:'.Ai:_R.:_:CR::..:,':.__F_r_,_,,11_1_r_Eo ________________ A V R O ARR O W ► Description Adaptor, Pressure Fuel Servicing Cap, Pressure Fuel Servicing Coupling, Flexible Bulkhead Coupling Boss type Filter, Hot Air, Fuel Pressurization (Remov able Element, 300 CFM Type) Flexible Hose Flow Limiter, Air APPENDIX 1 EQUIPMENT LIST Spee. No. E 243 E 271 E 259 E 348 E 535 E 300 Avro Drg. No. 7-1662-447 7-1662-471 7-1662-393 -395 -397 -625 -663 -971 16-CS-C-142 7-1662-15018 40-CS - C-142 CS-C-140-12 -16 -20 -24 -28 -32 -40 -48 16-CS-C-172 20 24 28 32 40 7-1654-7 7-1600-47 7-1656-227 Manufacturer's Drg. No. Flight Refueling, Canada, Ltd. 07-01-050 Flight Refueling, Canada, Ltd. 07-01-060 E.B. Wiggins Oil Tool Co,, Inc. AllV-16 Al 1 V -48 A21V-40 Purolator Products Canada, Ltd. 44722 Resistoflex Corp. L _ :_A~YR::_D:_A:..:_t R~C~R_::_A:..__Fr_11_M_1_r E_o ________________ A V R 0 Description Switch Low Level F uel Sensor Valve, Air Pre ssure Regulato r Absol ute, 25 psi Valve, Air P r e ssure Relief Absolute Valve, Air Re l e ase Valve, Combine d Trans - fer and Refue ling Valve , Dual Tank Leve l Sensing Valve, Element Swing Check Valve, Fuel a nd Condensate Drain Valve, Fuel No Air Valve, Fuel Shut-off Electric Motor operated 28V.D.C. Spee. No . E 362 E 227 E 288 E 225 E 538 E 337 E 366 E 368 E 201 E 233 Avro D rg. No . 7 - 1662 - 981 7-160 0 - 2 0 7-1656- 7-1600-19 7-1662 -15017 7 1600 - 12 7-1662-707 7-1656-8 7 - 1662-12 Drg. No . Minneapolis - Hon eywell SK 62678 (FG56G) H y matic Eng . Co . P 235 2 H amilton Standard Div . -Windsor Locks HS .503993 Mannin g Maxwell and Moore, Inc . 141 RL 42 S chulz Tool & Mfg . Co . 2- 355 - 51 Essex Mfg. Co . Inc . , 21500 0 A uto-Valve , Inc . 1550 Bl 1575 B2 - 183 1575 Bl - 185 1540C -1 86 1541C - 189 1550 B2 7 -1600-45 7-1600-61 Flight R e fueling , Canada, Ltd. 37-07 - 001 Aero Supply Mfg . Co . Inc . 31-1865-000 General Controls AV16B-1287 AYRD AIRCRAFT LIMITED L.~:__-----------------AVRO Description Valve, Gate, Manually operated Valve, Neg."g" & Low Level Air Admission Valve, Non Return Valve, Tank Shut-off Pressure Fuel Sensing Spee. No. E 428 E 270 E 543 E 311 Avro Drg. No. 7-1662-15015 7-1662-7 7-1662-15021 7-1600-11 Drg. No. General Controls Hymatic Eng. Co. P 2134 Flight Refueling; Canada, Ltd. SKC . 129 Schulz Tool & Mfg. Co . 7-355-51

Arrow 2 fuel system

Archive

AVRO Museum

Name/Title

Entry/Object ID

Category

Archive Items Details

Description

Web Links and URLs

General Notes

Note