FQIS

The types of fuel-quantity-indicating systems used in aircraft are sight glasses,

mechanical systems, electrical systems, and electronic systems.
A float-operated, fuel-quantity transmitter is normally a variable resistor
whose resistance changes with the fuel level in the tank. Information on the
fuel level is sent as an electrical signal to the fuel-quantity indicator on the
instrument panel.
A capacitance-type, fuel-quantity-indicating system uses a capacitor
(condenser) as a tank probe. Fuel and air are the dielectric between the plates
of the probe.
An electronic (capacitance-type), fuel-quantity-indicating system contains the
following parts:
1. Capacitor probes, mounted in the tanks.
2. A bridge circuit to measure the capacity of the probes.
3. An amplifier to increase the amplitude of the signal from the bridge
circuit to a value high enough to drive the indicator.
4. An indicator mounted in the instrument panel to show the amount of
fuel in the tanks.
The electronic (capacitor-type), fuel-quantity-indicating system is more
accurate than other types of systems used for measuring fuel quantity. These
systems use several capacitor-type probes extending across each tank from top
to bottom. When the attitude of the aircraft changes, fuel rises in some probes
and lowers in others. The total capacitance of all probes remains constant as
the aircraft attitude changes. This causes the fuel-level indication to remain
constant as attitude changes. The dielectric constant of the fuel changes with
its density. Therefore, the system is able to determine the mass (weight) of the
fuel rather than its volume.
An electronic (capacitance-type) fuel-quantity-indicating system incorporates
a signal amplifier.
An electrical fuel-quantity-indicating system uses a float-operated transmitter
in the fuel tank to furnish information to the indicator on the instrument panel.
The transmitter is normally a float-operated variable resistor.
Two important advantages of the electronic and electrical fuel-quantityindicating systems are that the indicator can be located any distance from the
tanks and the fuel levels of several tanks can be read on one indicator.
Each fuel quantity indicator must be calibrated to read `zero` during level
flight when the quantity of the fuel remaining in the tank is equal to the
unusable fuel supply.

Fuel Tanks
Before working inside an integral fuel tank, you should inert it (replace the
gasoline fumes with an inert gas). Integral fuel tanks can be inerted by filling
them with carbon dioxide (CO(2))
After a removable rigid fuel tank has been repaired, it should be pressurized
with no more than 1/2-psi air pressure, and all seams and the repaired area
should be inspected by brushing on liquid soap or a soap bubble solution to
check for any indication of leaks.
If a rubberized fabric bladder tank is to remain empty for an extended period
of time, it should be cleaned out thoroughly and its interior covered with a
film of clean engine oil.
Before a gasoline tank is welded, it should be washed out with hot water and a
detergent. Then, live steam should be passed through the tank for about a half
hour. This treatment vaporizes and removes any residual fuel that may be left
in the tank.
Promptly, upon completion of welding, wash the inside and outside of the tank
with liberal quantities of hot water and then drain. Next, immerse the tank in
either a 5% nitric-acid or 5% sulfuric-acid solution.
Unless the service manual specifies otherwise, the outboard fuel tanks on an
aircraft with swept back wings should be defueled first. This procedure
minimizes the twisting effect on the wing caused by the fuel being located
behind the wing attachment points on the fuselage.
The buildup of micro-organisms in the fuel tank of a jet aircraft can not only
interfere with fuel flow and with the fuel quantity indicators, but more
importantly, can start electrolytic corrosion in metal fuel tanks.
A fuel-tank vent maintains atmospheric pressure on top of the fuel in the tank
to provide for proper fuel flow from the tank to the engine.
Some integral fuel tanks have flapper-type check valves that allow fuel to flow
to the booster pump, but prevent rough air or abrupt flight maneuvers from
causing the fuel to flow away from the booster pump. Some aircraft also have
a pump-removal, flapper-type check valve that allows a booster pump to be
removed from the tank without having to first drain the tank.
Fuel tanks are equipped with sumps (low points in the tank) in which water
and dirt will accumulate to be collected and drained.
Baffle plates in a fuel tank resist (prevent) the fuel from surging in the tank.

Boost Pumps and Pressure Indications

Most fuel-pressure gauges are differential pressure gauges. They measure the
difference in the pressure of the fuel and the pressure of some reference air.
When a pressure carburetor is used, this reference air pressure is the carburetor
upper-deck air pressure. The pressure shown on the gauge is the pressure of
the fuel as it enters the carburetor.
The diaphragm in a compensated vane-type fuel pump is used to compensate
the fuel pressure for altitude changes. It maintains the fuel pressure a constant
amount above the pressure of the ambient air.
A sliding-vane fuel pump requires a pressure-relief valve because it is a
constant-displacement pump.
Booster pumps are installed in the fuel tanks of some aircraft to prevent vapor
lock in the fuel lines at high altitudes. The booster pump holds a positive
pressure on the fuel in the lines, between the tank and the engine-driven fuel
pump.
Boost pumps installed in many aircraft fuel tanks have an agitator on their
shaft along with the impeller. The agitator causes bubbles in the fuel to be
released into the tank before the fuel is forced into the fuel lines. The boost
pumps hold a pressure on the fuel in the lines to prevent additional vapors
from forming.
Fuel boost pumps are used to provide a positive flow of fuel from the tank to
the engine. Boost pumps are used for engine starting, as a backup for takeoff
and landing, and in many cases, to transfer fuel from one tank to another.
Centrifugal boost pumps are used in the fuel tanks of aircraft that operate at
high altitude. Boost pumps supply fuel under positive pressure to the inlet of
the engine-driven fuel pumps under conditions where the ambient pressure is
too low to assure a positive supply.
The outlet fuel pressure produced by a submerged, single-speed, centrifugaltype fuel pump is determined by the pump`s design and its internal clearances
and characteristics.
A pressure-sensitive mechanism (generally a bellows) is used to actuate the
fuel-pressure-warning system.
The fuel-pressure-warning signal used with most aircraft engines is taken from
the fuel-pressure line that goes to the fuel inlet of the carburetor.
The transmitter in a fuel-pressure-warning system converts the pressure of the
fuel into an electrical signal that turns on a warning light or flashes a warning
on an annunciator panel.

 The contacts on the pressure-sensitive mechanism would be adjusted to

change the pressure at which the fuel-pressure-warning unit actuates. A
pressure-sensitive mechanism (generally a bellows) is used to actuate the fuelpressure-warning system.
Centrifugal boost pumps normally have a small agitator (a small propeller)
that spins when the pump impeller is turning to separate the vapor from the
fuel before the fuel enters the lines to the carburetor.
Fuels
Gas-turbine-engine fuel systems are very susceptible to the formation of ice on
the fuel filters. The fuel heater operates as a heat exchanger to warm the fuel.
These heat exchangers may use engine compressor bleed air or warm engine
oil to furnish the heat.
A fuel totalizer is a single instrument that gives an indication of the total
quantity of the fuel remaining on board the aircraft. The totalizer adds the
quantities of the fuel in all of the tanks.
A manifold fuel system allows an aircraft to be fueled by the pressure fueling
method. All of the tanks can be fueled at the same time through a single
manifold connection. This reduces the fueling time, minimizes the chance of
contamination, and minimizes the buildup of static electrical charges.
In order to inspect a fuel system for leaks, you should inspect all of the valves
located downstream of the booster pump, with the pumps operating and
producing maximum pressure.
An engine normally uses an idling fuel-air mixture richer than that which
produces the most efficient burning. When the mixture control is moved into
the IDLE CUTOFF position, the mixture passes through the ratio that
produces the best burning. The RPM picks up a few RPMs before it drops off
completely.
Lateral stability during fuel jettisoning is maintained by having two separate
and independent jettisoning systems. There is one system for each side of the
aircraft.
14 CFR 23.1557 states that the fuel filler openings on a reciprocating-enginepowered airplane must be marked at or near the filler cover with the word
`Avgas` and the minimum fuel grade. If the airplane is turbine-enginepowered, the markings must include the words `Jet Fuel` and the permissible
fuel designations or reference to the Airplane Flight Manual (AFM) for
permissible fuel designations.
A cross-feed system allows any engine on a multiengine aircraft to be fed from
any tank. This can be used to maintain a balanced fuel load.

 The antiknock characteristics of a fuel may be improved by adding a knock

inhibitor such as tetraethyl lead to the fuel.
The vapor pressure of aviation gasoline is limited to a maximum of 7 psi,
which is lower than the vapor pressure of many grades of automobile gasoline.
It is possible, by watching the fuel-pressure gauge and operating the selector
valves, to isolate a portion of a large-aircraft fuel system that has an internal
leak.
Jet fuels have a higher viscosity than aviation gasoline. Because of this higher
viscosity, contaminants such as water remain suspended in the fuel and do not
settle out into the fuel tank sumps.
Internal leakage in a fuel valve can be checked by placing the valve in the
OFF position and then draining the fuel strainer bowl. Turn the fuel-tank boost
pump on. If fuel flows into the empty strainer bowl, the valve has an internal
leak.
Never install a straight length of tubing between two rigidly mounted fittings.
Always incorporate at least one bend between such fittings to absorb strain
caused by vibration and temperature changes.
If the gasoline vaporizes too readily, fuel lines may become filled with vapor
and cause decreased, not increased, fuel flow. The Reid vapor pressure of a
fuel is a measure of the fuel`s tendency to vapor lock. A Reid vapor pressure
of 7 psi at 100 degrees F is the maximum allowed for aviation gasoline.
Before fueling an aircraft, it is important that the fuel-truck pump pressure be
correct for the refueling system. Some systems, such as that used on the
Boeing 727, require a maximum fuel delivery pressure of 50 psi. The delivery
pressure varies with the different aircraft.
An anti-icing and antibacterial additive is often used in jet aircraft fuel tanks to
minimize the problems caused by microbial growth inside the fuel tanks.
Any fuel leaking from an aircraft fuel tank can constitute a safety of flight
situation under certain conditions. A stain, seep, or even a heavy seep is not
considered to be a flight hazard unless it is in an unvented area where the
fumes can collect and cause a fire hazard. Any type of leak that allows fuel
vapors to accumulate must be repaired before the aircraft can be released for
flight.
Aircraft fuel-system components must be bonded to the aircraft structure and
must be grounded in order to prevent a buildup of static electricity. Static
electricity could cause a spark and a fire.

 The density of aircraft fuel varies with its temperature. The colder the fuel, the
more pounds of fuel there are in a gallon. Aircraft engines use fuel on the basis
of its weight rather than its volume.
An indication of the weight of the fuel in an aircraft fuel tank is more
important than a measure of its volume. The engine uses the fuel on the basis
of its weight, and the volume of the fuel in the tanks changes as the
temperature of the fuel changes.
Fuel-temperature sensors (fuel-temperature indicators) are installed in the fuel
tanks of some jet-powered aircraft to show the flight engineer the temperature
of the fuel. By knowing the temperature of the fuel in the tanks, the flight
engineer can know when there is danger of ice crystals forming in the fuel and
blocking the fuel strainers.
Fuel jettisoning is usually accomplished by a fuel dump manifold, which
connects the dumpable fuel tanks to the dump valves and to a fixed or
extendable dump chute in each wing.
Aromatic additives in aviation gasoline increase its antidetonation
characteristics, but they also cause deterioration of rubber parts. Any hose,
seal, or diaphragm used with a fuel that contains aromatic additives must be
specifically formulated to withstand these additives.
Rigid fuel lines installed in an aircraft should be supported by clamps or
brackets at the distances specified in AC 43.13-1A. For a 1/2-inch line, the
supports should be installed every 16 inches along the run of the line.
Large aircraft pressure-fueling systems consist of a refueling receptacle and a
panel of controls and gauges that permit one person to fuel or defuel any or all
fuel tanks of an aircraft. Because of the limited fuel tank area, there are fewer
advantages of a pressure-fueling system in light aircraft.
If a gravity-feed fuel system is permitted to supply fuel to an engine from
more than one tank at a time, the air space above the fuel in the tanks must be
interconnected.
In a large aircraft manifold fuel system, all tanks can be serviced through a
single connection, any engine can be fed from any tank, all engines can be fed
from all tanks simultaneously, and a damaged tank can be isolated from the
rest of the fuel system.
One reason for having the main fuel strainer of an aircraft located at the lowest
point in the fuel system is so it will trap and hold any small amount of water
that is in the fuel system.