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ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
ATA 28
FUEL
Revision 1/ January 2013
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Training Manual
ATA 28 Fuel
TABLE OF CONTENTS
2800 FUEL .. 4
FUEL SYSTEM INTRODUCTION
FUEL SYSTEM CONTROLS
FUEL QUANTITY INDICATORS
PRESSURE REFUELING PANEL
2810 FUEL STORAGE . 11
FUEL TANKS DESCRIPTION
FUEL TANK ACCESS PANEL
BAFFLE CHECK VALVES
TANK DRAIN VALVES
CENTER TANK DRAIN VALVES
APU SHROUD DRAIN
28-20 FUEL VENT SYSTEM 24
TANK VENT SYSTEM
VENT SCOOP AND FLAME ARRESTER
FLAME ARRESTER PRESSURE RELIEF VALVE
28-30 PRESSURE FUELING SYSTEM . 29
PRESSURE FUELING STATION
FUELING OPERATION
FUELING MANIFOLD
FLOAT SWITCH
FUELING CIRCUIT
OVERWING FUELING PORT
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
28-40 FUEL FEED SYSTEM 40
ENGINE FUEL FEED SYSTEM
FUEL BOOST PUMPS
MAIN AND CENTER TANK BOOST PUMP POWER
CONTROL
BOOST PUMP CHECK VALVES
ENGINE FUEL SHUTOFF VALVE /ENGINE CROSSFEED
VALVE
ENGINE FUEL SHUTOFF VALVE ELECTRICAL CIRCUIT
CROSSFEED VALVE ELECTRICAL CIRCUIT
ENGINE FUEL SHUTOFF VALVE SWITCH
DEFUELING
MANUAL DEFUELING VALVE
28-50 CENTER TANK FUEL SCAVENGE SYSTEM . 58
CENTER TANK FUEL SCAVENGE FLOW INDICATOR
(OPTIONAL)
FUEL SCAVENGE SYSTEM CONTROL LOGIC
FUEL SCAVENGE JET PUMP
28-60 FUEL QUANTITY INDICATING SYSTEM 63
FUEL QUANTITY INDICATION CIRCUIT
FUEL QUANTITY SYSTEM BUSSING PLUG AND
TRANSIENT SUPPRESSION DEVICE
FUEL QUANTITY INDICATOR
FUEL QUANTITY INDICATOR TEST
MEASURING STICK
FUEL FEED LOW PRESSURE INDICATING SYSTEM
FUEL TEMPERATURE INDICATING SYSTEM
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
2800 FUEL
FUEL SYSTEM INTRODUCTION
The purpose of the fuel system is to store and distributes
fuel to the engines and APU.
The fuel system consists of:
Tank No. 1 and No. 2 (integral wing tanks)
Center tank (three cavities)
Fuel Vent System
Pressure Fueling System
Fuel Feed System and
Indicating and Warning System
The volume of each tank is larger than the full tank fuel
capacity to allow for expansion and vent space. The surge
tanks are normally empty and have a capacity of 30 U.S.
Gallons. Fuel is loaded on airplane from a ground source
through a fueling receptacle in the pressure fueling station.
The tanks can be refueled simultaneously or one after
another. Fuel can also be loaded into tanks No. 1 and No. 2
through over wing fueling ports. The wing tanks No. 1 and
No. 2 have to be refueled at first, until the normal maximum
capacity. The remainder fuel must be filled into the center
tank.
Training Manual
ATA 28 Fuel
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Diff.Courses\FuelTankSafety\Presentation\Movies\Copy of
China Al.mpg
Training Manual
ATA 28 Fuel
Measurement
737-300[3][27]
Cockpit crew
Two
Seating
capacity[28]
149 (1-class,
dense)
140 (1-class,
typical)
128 (2-class,
typical)
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
737-400
737-500
Maximum
landing weight
51,700 kg
(114,000 lb)
56,200 kg
(124,000 lb)
50,000 kg
(110,000 lb)
168 (1-class,
dense)
159 (1-class,
typical)
146 (2-class,
typical)
132 (1-class,
dense)
122 (1-class,
typical)
108 (2-class,
typical)
53,100 kg
(117,000 lb)
46,700 kg
(103,000 lb)
38.9 m
(1,373 ft)
23.3 m
(822 ft)
Seat pitch
Seat width
Overall length
33.4 m
(109 ft 7 in)
Wingspan
28.9 m
(94 ft 9 in)
Overall height
11.13 m
(36 ft 6 in)
36.5 m
(119 ft 6 in)
31.1 m
(101 ft 8 in)
9.16
Fuselage width
23.3 m
(822 ft)
Maximum speed
0.82
(Mach)
Range fully
loaded
4,204 km
(2,270 NM)
4,204 km
(2,270 NM)
4,444 km
(2,402 NM)
Maximum fuel
capacity
23,170 L
6,130 USG
23,800 L
6,296 USG
23,800 L
6,296 USG
Engine
manufacturer
CFM International
Wing sweepback 25
Aspect ratio
Cargo capacity
CFM56-3B-1
Takeoff thrust
90 kN
(20,000 lbf)
98 kN
(22,000 lbf)
90 kN
(20,000 lbf)
Cruising thrust
21,810 N
(4,902 lbf)
21,900 N
(4,930 lbf)
21,810 N
(4,902 lbf)
5.0:1
4.9:1
Cabin width
Engine bypass
ratio
Cabin height
2.20 m (7 ft 3 in)
Engine length
CFM56-3B-2
33,200 kg
(73,040 lb)
31,300 kg
(68,860 lb)
Engine weight
(dry)
Maximum
Takeoff Weight
68,050 kg
(149,710 lb)
60,550 kg
(133,210 lb)
Engine ground
clearance
46 cm (18 in)
62,820 kg
(138,500 lb)
5.0:1
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ATA 104 - Level 1 C
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Training Manual
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The Engine Fuel Shutoff Valve Position Indicating Light (2)
indicates the position of the Engine Fuel Shutoff Valve
OFF Valve open
ON (bright) Valve in transit or disagree between valve and
switch position
ON (dim) Valve in close position
The Fuel Temperature Indicator
indicates fuel temperature of tank No. 1
The Crossfeed Valve Position Indicating Light
indicates the position of the Crossfeed Valve
OFF Valve closed
ON (bright) Valve in transit or disagree between valve and
switch position
ON (dim) Valve open
The Crossfeed Valve Switch
controls the Crossfeed Manifold Valve connects the engine No.
1 and No. 2 fuel feed lines in order to supply engine No. 2 out of
the tank No. 1 for example, or for fuel transfer on ground
The Fuel Boost Pump Switch (6)
turns ON the fuel boost pumps in position ON
The Fuel Low Pressure Indicating Light (6)
monitors the fuel output pressure of the respective fuel boost
pump
ON Low pressure ( defective boost pump or low fuel level in
the tank ) or fuel boost pump switch in OFF position
OFF Respective boost pump switch in ON and pump delivers
sufficiently fuel pressure
NOTE:
The low pressure lights of the center tank do not illuminate, when
the respective fuel boost pump switch has been switched to OFF
position.
Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
The Master Caution Fuel Light
at the Annunciator panel will illuminates when
both Fuel Low Pressure Indicating Lights of a
tank are ON.
Exception: One center tank boost pump
switch is in OFF position and the second
center tank Fuel Low Pressure Indicating Light
comes on.
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honeycomb
Flame Arrester
Pressure Relief
Valve
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Maintenance advice:
Fuel measuring sticks are installed in the fuel tank access panels
No.1, 4, 6, 8 and 10. Indexing Notches are located at the
inboard section of the fuel tank access of the wing. The diameter
of fuel tank access panel No.10 is about 2 inches less than the
other panels.
A Flame Arrester Pressure Relief Valve is installed in the
access panel No. 13. The pressure relief valve must be closed
before panel reinstallation.
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Between the air conditioning
bays in front of the marker
beacon antenna
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A fuel float valve opens and closes corresponding to the fuel
level in the tanks and airplane attitude changes. As the fuel
level rises the valves begin to close. As the fuel level lowers,
the valve begins to open. A float stop supports the float in its
full open position.
The fuel vent scoop consists of a recessed ram air scoop
mounted in a lower wing surface access panel, and a fiveinch standpipe assembly. A screen is installed at the top of
the standpipe to prevent the entrance of foreign matter. The
design of the scoop is such that icing conditions have
minimum effect on ram air pressure.
All fuel tanks are fuel tight. Close metal-to-metal fit of all parts
forms the basic seal. Sealing compounds and sealed
fasteners are used on all joints to complete the fluid tight seal.
Two of the wing ribs contain a series of baffle check valves to
prevent fuel flow away from the boost pumps.
Access to the vent components in the tanks is through the
fuel tank access panel.
During fueling of the tanks, if the fueling system fails to close
the fueling valve, excess fuel enters the climb port. (Float
valve is closed.) Through the vent channel, the fuel flows to
the surge tank and overflow through the vent scoop. Fuel
trapped in the surge tank (maximum 114 Liters, 30 US
gallons) flows to center tank, after initial burn off, through the
vent system.
During climb, the climb port is exposed, float valve is closed,
allowing air/vapor to be vented through the vent scoop.
During cruise, air enters the tank through the normal port
(float valve is open) providing slight pressurization.
During descent, air enters the tank through the normal port
since float valve is open and climb port submerged in fuel.
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Operation
Prior to the fueling operation, the 3 blue lights and
quantity indicators are checked for proper operation.
Using the fueling valve switches in the open position,
allows the fueling valve to open, blue lights illuminate,
and fuel proceeds to the respective tank. Fueling can be
stopped by placing the valve switch to the closed
position, or fueling stops automatically by a float switch
when the tank is full. Upon completion of fueling, closing
of the door removes power from the fueling station.
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FUELING CIRCUIT
If the battery switch is ON, battery
provides power to relay R10(R11). If
ground power is used, the Bus
Protection Panel TR unit provides power
for relay R10(R11). When the fueling bay
door is open, the fueling power switch (or
holding the auxiliary fueling power control
switch) provides a ground for relay R11.
This will provide 28 volts DC for fueling
bay illumination, press-to-test of valve
position lights and valve position
switches.
Placing the valve position switch to
OPEN energizes the valve solenoid
through the closed float switch; the blue
light is illuminated when solenoid is
energized. When the tank is full, the float
switch opens, de-energizing the solenoid,
valve closes and blue light is
extinguished.
Fueling can be stopped at any time by
placing the valve position switch to
CLOSE.
Backup Operation
If DC power is not available, the fueling
valve can be opened by the manual
override button next to the solenoid.
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FUELING MANIFOLD
The fueling manifold is used as a distribution center for the
pressure fueling, defueling and fuel transfer.
The fueling manifold is located on the right wing front spar in
the fueling station.
The manifold consists of a fueling receptacle with a poppet
valve, three solenoid controlled fuel pressure operated
valves with manual overrides, and four outlet ports, three of
which contain check valves.
The access to the manifold is by opening the fueling station
door.
With the fueling hose connected, a plunger in the hose
nozzle opens the poppet valve allowing the fuel to enter the
fueling manifold. Fuel through the orifice enters the chamber
above the diaphragm, thus equalizing the pressure across
the diaphragm and the spring keeps the valve closed. When
the solenoid is energized or the manual override plunger
pushed and held, fuel pressure above the diaphragm is
relieved and fueling valve opens. Fuel from the manifold
proceeds to the respective tank through the check valve.
When the solenoid is de-energized or the manual override is
released, pressure is equalized across the diaphragm and
the fueling valve closes.
During defueling operation, with the defueling valve open,
fuel enters the fueling manifold and is taken out by a hose
through the fueling receptacle.
During transfer operation, with the defueling valve open and
the tank to be filled fueling valve open, fuel proceeds from
the fueling manifold to the tank.
Maintenance Practices
The fueling manifold and its components can be removed and
replaced without defueling the tanks. Removal of the manifold
requires evacuating fuel from the manifold by depressing the
poppet valve in the receptacle, disconnecting electrical
connectors to the fueling valves, removing the fueling valves
and bolts between the manifold and check valves. Removal
and replacement of the fueling check valves requires removal
of the manifold. The fueling hose adapter can be removed
and replaced without removing the manifold.
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FLOAT SWITCH
The float switches, one for each tank,
prevent the tanks from being
overfilled.
The switches are located near the top
of each tank and sense full tank
quantity.
The switch consists of a capsule
surrounded by a cork float containing
a magnet. The whole assembly is in a
cylindrical container.
Access to the switches is through a
fuel tank access panel.
Power supply is 28 volt DC from the
fueling station.
During pressure fueling with the tank
less than full, the float switch allows
power to the fueling valve which will
then open with fuel pressure. When
the tank is full, the float switch
interrupts power to the fueling valve
causing it to close.
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ENGINE FUEL FEED VALVES
ENGINE FUEL SHUTOFF VALVE & ENGINE
CROSSFEED VALVE
Fuel to each engine passes through the engines
respective fuel shutoff valve.
For supplying fuel from one tank to both engines, the
crossfeed valve is used.
The two fuel shutoff valves are located on the front spars
outboard of the engines. The crossfeed valve is located on
the rear spar on the right side.
The valve is motor operated, sliding gate, semi-submerged
with manual override handle. The valve consists of gate,
actuator, and port adapter assemblies. The port adapter
assembly is mounted inside the tank and supports the
manifold. The gate assembly slides into the adapter from
the dry side, and the actuator couples to the gate shaft with
an index-tooth spline. Three thermal relief valves are
provided.
Access
The fuel shutoff valves are accessible through individual
panels located out board of the engines on the wing
leading edge. The crossfeed valve is accessible from the
right main wheel well.
Power
The valves require 28 Volt DC power.
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Boeing 737-300/400/500-CFM56-3
ATA 104 - Level 1 C
Operation
When the motor is energized, the actuator assembly drives
the gate to close or open the valve. The fuel shutoff valve is
opened by movement of the engine start lever from CUTOFF
to IDLE position. It is closed by the start lever or by the
operation of the corresponding fire handle.
The crossfeed valve is opened or closed by a rotary switch
located on the P5-2 panel. The valve can also be operated by
the manual override handle providing that the corresponding
circuit breaker has been pulled. The override handle also
indicates the position of the valve.
The thermal relief valves limit the pressure trapped in the
manifold to 45-60 psi with the system shut down.
APU Fuel Shutoff Valve
The APU fuel valve is mounted on the left wing rear spar and
controls delivery of fuel from tank No. 1 to the APU.
The valve is an electric motor-driven rotary gate valve with
manual override handle. The manual override handle
provides a visual check of the valve position and a manual
method of positioning the valve when the electric motor is not
energized.
To limit pressure buildup in the fuel lines, the valve housing
incorporates a thermal relief valve.
The valve is operated by 28 Volt DC Power and is controlled
by the APU master switch for opening and closing, or by APU
fire handle for closing only.
NOTE: The main tank or tanks must be defueled to the
quantity indicated on the placard prior to removal of the valve.
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DEFUELING
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Main Tank
12 tank units,
1 compensator,
5 measuring sticks.
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Center Tank
2 tank units,
1 compensator.
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The forward
wall of the
left main
wheel well.
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MEASURING STICK
The measuring sticks are used to measure the fuel quantity in
tanks No. 1 and 2 by mechanical means. The fuel quantity
measurements obtained by measuring sticks assist the ground
crew in fueling operations when electrical power for fuel
quantity indicators is not available. The measuring sticks are
also used for comparing the fuel weight indicated by the fuel
quantity indicators to the reading obtained by measuring
sticks.
There are five measuring sticks for each main tank, located in
wing fuel tank access panels No. 1, 4, 6, 8, and 10.
The measuring stick consists of a fiberglass tube in a housing
attached to the access panel. The tube is graduated in inches,
gallons or kilograms, (a customer option). At the side of the
housing is a removal valve, which allows stick removal without
defueling.
Operation
To determine the fuel quantity in the tank, the measuring stick
is unlocked and slowly lowered until the fuel enters the upper
end of the stick and drips out of the lower end. The drip hole is
marked on the base of the measuring stick with a red arrow.
Tables of capacities, corrected for airplane attitude, are found
in the measuring stick document.
Maintenance Practices
The sticks can be removed without defueling the tanks.
Removal of 3 retaining screws allows the stick assembly to be
pulled out from the access panel.
General
You can refuel a tank with a fuel quantity indicating system
that does not operate correctly (a bad indicator). You can do
this task with the fuel measuring sticks in the No. 1 tank or
the No. 2 tank. You must also use the applicable document to
calculate the fuel quantity from the values on the fuel
measuring sticks. You must move fuel from a different tank if
you must refuel the center tank when its indicators do not
operate.
You can also move fuel to refuel one of the wing tanks as an
alternative to the fuel measuring stick procedure. Use the
Fuel Measuring Sticks to Refuel the No. 1 Tank or the No. 2
Tank when the Fuel Quantity Indicating System does not
operate
NOTE: Calculating of the fuel weight by the Measuring Sticks
(Ref. Maintenance Manual)
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