ATA 28 Fuel Level 3

Training Manual
A 319/320/321
ATA 28
Fuel
LEVEL 3
Lufthansa Issue: JUL 99

Technical Training GmbH For Training Purposes Only
Book No: 319/320/321 28 L3 E/M E Lufthansa Base  Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
TABLE OF CONTENTS
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ENGINE HEAT MANAGEMENT SYSTEM . . . . . . . . . . . . 96
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
28-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FUEL LEVEL SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FUEL LEVEL SENSING CONTROL UNIT . . . . . . . . . . . . . 102
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 4 FUEL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . 104
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 8 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
COCKPIT SYSTEM CTL AND INDK. A319 / 320 . . . . . . . 10 FUEL LEVEL MAGNETIC INDICATION . . . . . . . . . . . . . . 110
COCKPIT SYSTEM CTL AND INDIKATION A321 . . . . . . 12 MCDU UTILZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
FUELING PANEL IN THE COCKPIT . . . . . . . . . . . . . . . . . 14 ATA 28 SELF EXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
REFUELING CONTROL PANEL 800 VU . . . . . . . . . . . . . . 16
ECAM PAGE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 18
ECAM PAGE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 24
ECAM WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . 28
CB PANEL LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ELECTRICAL POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . 32
ACCESS PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
FUEL STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
FUEL TANK VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . 42
CENTER TANK AREA VENTILATION . . . . . . . . . . . . . . . . 48
REFUEL / DEFUEL SYSTEM DESCRIPTION . . . . . . . . . 50
REFUEL / DEFUEL SYSTEM OPERATION . . . . . . . . . . 52
REFUEL / DEFUEL SYSTEM COMPONETS . . . . . . . . . . 60
REFUEL / DEFUEL SYSTEM DESCRIPTION A321 . . . 64
INTERCELL TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . 66
MAIN FUEL PUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 72
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
MAIN PUMP CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
MAIN FUEL PUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 80
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
MAIN TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 84
CROSSFEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
ENGINE LP FUEL SHUT OFF . . . . . . . . . . . . . . . . . . . . . . . 88
APU FUEL FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
FUEL RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . 92
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Page: i
TABLE OF FIGURES
Figure 1 Tank Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Fuel Feed System Components . . . . . . . . . . . . . . . . . . . . 75
Figure 2 Basic Schematic A319 / 320 . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Fuel Feed System Components . . . . . . . . . . . . . . . . . . . . 77
Figure 3 Basic Schematic A319 / 320 . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 CTR TK PUMP Control Logic . . . . . . . . . . . . . . . . . . . . . . 79
Figure 4 Basic Schematic A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Fuel Feed System A321 . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 5 Fuel Control Panel A319 / 320 . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Fuel Feed System Components . . . . . . . . . . . . . . . . . . . . 83
Figure 6 Fuel Control Panel A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 CTR Tank Transfer Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 7 Cockpit Refuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Crossfeed Valve Control Cicuit . . . . . . . . . . . . . . . . . . . . . 87
Figure 8 Refueling Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 LP Shut Off Valve Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 9 ECAM Fuel Page A319 / 320 . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 APU Fuel Feed Components . . . . . . . . . . . . . . . . . . . . . . 91
Figure 10 ECAM Fuel Page A319 / 320 . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Fuel Recirculation System . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 11 E / W Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Recirculation System Components . . . . . . . . . . . . . . . . . 95
Figure 12 ECAM Fuel Page A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Fuel Recirculation System . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 13 E / W Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Recirculation System Components . . . . . . . . . . . . . . . . . 99
Figure 14 ECAM Warnings / Inhibition Phases . . . . . . . . . . . . . . . . 29 Figure 49 Level/Temp. Sensors A319/320 . . . . . . . . . . . . . . . . . . . . 101
Figure 15 CB Panel Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Fuel Level Sensing Control Unit . . . . . . . . . . . . . . . . . . . . 103
Figure 16 Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Quantity Indicating A319/320 . . . . . . . . . . . . . . . . . . . . . . 105
Figure 17 Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 18 Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Figure 53 System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 19 Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 54 Fuel Level Magnetic Indicatig System . . . . . . . . . . . . . . . 111
Figure 20 Fuel Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 55 Fuel Quantity Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 21 Water drain valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 56 MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 22 Tank Ventilation System A319 / 320 . . . . . . . . . . . . . . . . 43 Figure 57 MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 23 Tank Ventilation System A321 . . . . . . . . . . . . . . . . . . . . . 45 Figure 58 MCDU Utilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 24 Tank Vent System Components . . . . . . . . . . . . . . . . . . . . 47 Figure A Basic Schematic A319 / 320 . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 25 External Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure B Basic Schematic A321 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Figure 26 Refuel / Defuel Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure C Electrical Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Automatic Refueling Operation . . . . . . . . . . . . . . . . . . . . . 53 Figure D Intercell XFR Valve Elec. Schematic . . . . . . . . . . . . . . . . . 124
Figure 28 Refueling Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Refuel / Defuel Sys. Components . . . . . . . . . . . . . . . . . . 61
Figure 30 Refuel / Defuel System Components . . . . . . . . . . . . . . . . 63
Figure 31 Refuel / Defuel Schematic A321 . . . . . . . . . . . . . . . . . . . . 65
Figure 32 Intercell Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 33 Fuel Transfer Valve Elec. Schematic . . . . . . . . . . . . . . . . 69
Figure 34 Intercell Transfer System Components . . . . . . . . . . . . . . 71
Figure 35 Fuel Feed System A319 / 320 . . . . . . . . . . . . . . . . . . . . . 73
Page: ii
Lufthansa Technical Training
FUEL SYSTEM A319 / 320 / 321
GENERAL
28-00
ATA 28 FUEL
For Training Purposes Only
FRA US-T gs 15.01.99 Page: 1

FUEL SYSTEM A319/320/321
GENERAL
28-00
28-00 GENERAL
DESCRIPTION Sub Systems
FUEL
Fuel-System: RECIRCULATION
keeps the fuel in the main fuel tanks and the center tank, which are ( IDG )
COOLING
open to atmosphere through the vent surge tanks
controls and supplies the fuel in the correct quantities to the fuel
tanks during refuel operations
ENGINE
supplies the fuel to the engines LP FUEL
SHUT - OFF
supplies the fuel to the Auxiliary Power Unit (APU)
supplies the fuel to decrease the temperature of the Integrated Drive
Generators
gives indications in the cockpit of the usual system operation X - FEED
gives indications in the cockpit of the failures that could cause an
unusual condition.
is controlled by one Fuel Quantity Control Indication Computer ( FQIC ) and
two Fuel Level Sensing Control Units ( FLSCU ).
FUEL APU
DISTRIBUTION FUEL
FEED
FUEL
LEVEL MLI
SENSING
FUEL
STORAGE
REFUEL /
DEFUEL FQIC
SYSTEM
ECAM

GENERAL
28-00
TANK USABLE CAPACITIES
A 319 / 320 only
RIB 1 RIB 2
RH SURGE
LH SURGE TANK
TANK
CENTER
LH TANK RH TANK
TANK
A 319 / 320 Outer Cell Inner Cell Center Tank Total
704 Kg 5531 Kg 6462 Kg 18932 Kg

1552 Lbs 12193 Lbs 14246 Lbs 41736 Lbs
A321 Wing Tank CTR / Transfer Tank Total

6084 Kg 6437 Kg 18605 Kg
13413 Lbs 14191 Lbs 41017 Lbs
Figure 1 Tank Location

FUEL SYSTEM A319/320
GENERAL
28-00
FUEL SYSTEM DESCRIPTION

Operating Limitations Crossfeed System
The system is designed to operate within: A crossfeed line routed through the fuselage center section provides intercon-
- altitude range 0 ft to 39000 ft nection of the L and R engine feed systems.
- ambient temperature range of minus 40 deg.C to plus 50 deg.C at zero The fuel crossfeed system consists of the crossfeed valve ( 5 QE ),which is
altitude. normally closed, together with its electrical control circuit and indication. The
- and minus 70 deg.C to minus 30 deg.C at 39000ft valve is installed in the engine fuel feed pipeline in the center section connect-
ing the LH and RH engine fuel feed lines. An electrical actuator with twin mo-
- Fuel temperature range of -54 deg.C to +50 deg.C, the upper temperature
tors operates the valve. Both motors are supplied from separate 28V D.C.
limit subject to fall off with increasing altitude to + 40 deg.C at 36000 ft.
power sources, one from the Busbar 2 and one from Battery Busbar.
FueI Pump System The valve is controlled by the X FEED pushbutton switch ( 4QE ) on the pilots
Each main tank has two centrifugal booster pumps capable of supplying the panel 40VU.
engines with fuel at the required pressure and flow rate.
LP ( Low Pressure ) FueI Fire Shut-Off Control.
The wing tank pumps ( 21 QAP, 22QA, 25QA, 26QA ) are located in a colIector
In case of fire the fuel supply to the engines ( or APU ) is shut off by the LP
box formed by root Rib 1 and Rib 2. Rib 2 is sealed except for vent holes at the
valves which are electrically actuated by operation of the related ENG FIRE
top and clack valves at the bottom through which fuel gravitates into the enclo-
( or APU FIRE ) push-button. The valves are normally in the open position.
sure. Two inward-opening hinged panels in Rib 2 provide access into this area.
This configuration makes sure that the pumps are fully in fuel during flight ma-
neuvers.
Auxiliary Power Unit ( APU ) Feed System
Each pump has an intake pipe fitted with a strainer ( 5QM,6QM,70M,8QM ).
The APU takes its fuel from a connection in the main engine feed system which
A bypass pipe with suction valve enables the engine to get fuel by suction if the
supplies the APU at the required pressure.
pumps do not work.
The APU feed line incorporates a supplementary fuel pump powered by the
Note:
aircraft batteries, and an LP fuel shut-off valve.
The center tank pumps ( 37QA, 38QA ) do not have a bypass and fuel can be
The APU usually takes its supply from the left hand engine feed line.
obtained from the center tank only by operating the pumps.
When the cross feed valve is open, the right-hand engine feed line can also
Pressure relief sequence valves on the wing tank pumps give precedence to
supply the APU fuel supply line. The operation of the pump is fully automati-
center tank pump delivery.
cally. The adjacent pressure switch controls the operation and monitors the
Scavenge System pump inlet pressure. When the aircraft is on the ground, the pump can be oper-
ated by a pushbutton switch ( 8QC ) in the APU compartment to purge the fuel
The scavenge jet pumps are installed in the wing tank and in the center tank.
line.
The wing tank pumps moves fuel which has entered the wing surge tank back
in the outer cell of the wing.
The center tank jet pumps move the fuel to the related center tank main pump
inlets.

GENERAL
28-00
LEGEND:
FUEL QUANTITY INDICATING PROBE

( WITH TEMPERATURE SENSOR )
0
U
OVERFLOW SENSOR
UNDERFULL SENSOR
A3 IN THE APPENDIX
FUEL QUANTITY INDICATING PROBE F FULL LEVEL SENSOR
( WITH COMPENSATOR (CIC) )
CADENSICON T TEMPERATURE SENSOR AIR RELEASE VALVE PRESSURE RELIEF VALVE
L LOW LEVEL SENSOR I IDG SHUT - OFF SENSOR
H HIGH LEVEL SENSOR MAGNETIC LEVEL INDICATOR ( MLI )

TO ENGINE 1
Ç
IDG RETURN LINE
REFUEL RECEPTACLE
( L/H SIDE OPTIONAL )
F
Ç H
REFUEL VALVE
M M
FLOAT VALVE
U
U
WING TK VENT LINE L
H L
L
CTR TK VENT LINE F
Ç I
Ç
L L
OVERWING GRAVITY U
REFUEL PORT
ÇÇ
T M M M M S
T
OVERPRESSURE
PROTECTOR
ÇÇ
ÇÇ 0
DIFFUSER DEFUEL XFER VALVE

CROSSFEED VALVE
APU PUMP CONTROL PRESS. SW.
INTERCELL TRANSFER VALVE
APU PUMP
NACA INTAKE APU LOW PRESS: VALVE
SCAVENGE JET PUMP
FLAME ARRESTOR
MANIFOLD DRAIN VALVE
AIR INLET VALVE
BOOST PUMP LOW PRESS. SW.

PRESSURE HOLDING VALVE
Figure 2 Basic Schematic A319 / 320

GENERAL
28-00
Tank Vent System Refuel / Defuel System.
Each fuel tank vents through vent lines into a vent surge tank, which is located Fuel supplied to the refuel / defuel couplings from a ground fuel supply is dis-
outboard of each wing tank. tributed in the required quantities to the aircraft tanks through the refuel valves.
The center tank vents into the vent surge tank on the left hand ( LH ) side.
Each vent surge tank vents to atmosphere through a NACA type intake The system can also be used to defuel the aircraft through the same couplings.
mounted within the tank on an access pane! ( 550AB,650AB ). installed in the
FueI Quantity Indicating ( FQI ) System
intake is a vent protector ( 48QM,49QM ) ( flame arrestor ) which reduces the
The system gives:
risk of a ground fire.
- full fuel mass measurement and display.
Each wing tank inner cell vents through an open duct at the inboard end and a
vent float valve ( 16QM,170M ) at the outboard end. - automatic control of refueling to give automatic shut-off at a preselected
quantity with correct distribution of final load.
The ducts are large enough to ensure that if the pressure refueling shut-off
failed, excess fuel can be discharged overboard through the NACA intake with- - system integrity monitoring using built-in test equipment ( BITE ).
out the tank pressure exceeding design limits. - Aeronautical Radio Incorporated ARINC 429 digital data outputs which give
related FQI information to the other airborne systems
Vent Float Valves - fuel temperature measurement ( and display on ECAM ).
A vent float valve ( 15QM,18QM ) fitted to the outer side of sealed Rib 15 per- Attitude data ( acceleration ) is received through the ARINC link during flight
mits air to be vented from the outer cell to the inner cell during flght maneuvers. from the Air Data inertial Reference System ( ADIRS ) and is used as an alter-
The center tank vent line is a conventional open line large enough for airflow nate source of attitude.
only. With its open end at the center of the tank the line runs through the wing
Manual Magnetic Indicator
tank to the vent surge tank. If there is a refueling overflow, a pressure relief
va!ve ( 97QM ) permits fuel to flow into the RH wing tank inner cell. One MLI is installed in the center tank and five in each wing tank, distributed
four in each inner cell and one in each outer cell.
Fuel Spill Prior of using the MLIs for mesurement the fuel quantity a reading is taken
Fuel spilled through the vent pipes into the vent surge tank is induced back into from an attitude monitor ( 39QM ) in the right-hand ( RH ) fuselage fairing to
the outer cell by a scavenge jet pump using motivating force from the wing fuel determine the out of-level attitude of the aircraft in the pitch and roll axis.
pumps . The vent surge tank will hold 190 Liters ( 50 U.S. gal. ) before over-
flowing into the upturned NACA intake duct. Intercell Transfer System
When the fuel level in either wing-tank inner-cell drops to the low level sen-
Overpressure Protectors sors,the transfer valves in both the LH and the RH wing tanks open automati-
Overpressure protectors ( 46QM, 47QM 96QM, 102QM, I03QM ) are installed cally.
in the system to relieve pressure in the tanks that might occur through vent There are two low level sensors in each inner cell. Each sensor will signal two
blockage or a pressure refueling gallery failure. Overpressure protectors are valves to open, one in each wing, ensuring that transfer is simultaneous in
disposed as follows: each wing.
- Center tank:Mounted in an interconnecting pipe in the LH tank wall,excess A signal from the sensors energizes Channel 1 and Channel 2 relays to open
pressure in the center tank relieves into the LH inner cell. the transfer valves. When opened they electrically latch in the open position
- Vent tank: mounted on a handhole cover between Ribs 24 and 25 will relieve until the system is reset by the next refueling selection.
to permit venting if the vent protector ( 48QM,49QM ) or NACA intake be
comes blocked.

GENERAL
28-00
LEGEND:

0
U
OVERFLOW SENSOR
UNDERFULL SENSOR
A3 IN THE APPENDIX
T TEMPERATURE SENSOR AIR RELEASE VALVE PRESSURE RELIEF VALVE

CADENSICON

TO ENGINE 1
Ç
IDG RETURN LINE
REFUEL RECEPTACLE
Ç H
F
REFUEL VALVE
M M
FLOAT VALVE
U
U
WING TK VENT LINE L
H L
L
ÇÇ
F
ÇÇ
CTR TK VENT LINE I L L
OVERWING GRAVITY U
REFUEL PORT
ÇÇ
T M M M M S
T
OVERPRESSURE
ÇÇ
PROTECTOR
ÇÇ

CROSSFEED VALVE
APU PUMP
SCAVENGE JET PUMP
FLAME ARRESTOR
AIR INLET VALVE

Figure 3 Basic Schematic A319 / 320

FUEL SYSTEM A321
GENERAL
28-00
FUEL SYSTEM DESCRIPTION

Operating Limitations Fuel Spill
The system is designed to operate within: Fuel spilled through the vent pipes into the vent surge tank is induced back into
- altitude range 0 ft to 39000 ft the outer cell by clack valves.
- ambient temperature range of minus 40 deg.C to plus 50 deg.C at zero
altitude
Overpressure Protectors
- and minus 70 deg.C to minus 30 deg.C at 39000ft
Same as A319 / 320.
- fuel temperature range of -54 deg.C to +50 deg C, the upper temperature
limit subject to fall off with increasing altitude to + 40 deg.C at 36000 ft.
Refuel / Defuel System.
Same as A319 / 320.
FueI Pump system
There are two fuel pumps in each wing tank. The fuel pumps operate together
to supply fuel to the their related engines FueI Quantity Indicating ( FQI ) System
The fuel pumps also take fuel from the wing tanks and pass it through the jet Same as A319 / 320.
pumps in the center ( transfer ) tank. This flow of fuel causes a suction pres-
sure in the jet pumps. This suction pressure removes the fuel from the center
tank and moves it to the related wing tank. Manual Magnetic Indicator
One MLI is installed in the center tank and seven in each wing tank.
Crossfeed System Prior of using the MLIs for mesurement the fuel quantity a reading is taken
from an attitude monitor ( 39QM ) in the right-hand ( RH ) fuselage fairing to
Same as A319 / 320
determine the out of-level attitude of the aircraft in the pitch and roll axis.
LP ( Low Pressure ) FueI Fire Shut-Off Control.

Same as A319 / 320.
Auxiliary Power Unit ( APU ) Feed System

Same as A319 / 320.
Tank Vent System

Same as A319 / 320.

FUEL SYSTEM A321
GENERAL
28-00
LEGEND:

0
U
OVERFLOW SENSOR
UNDERFULL SENSOR
A3 IN THE APPENDIX
ULTRACOMPARATOR F FULL LEVEL SENSOR
AIR RELEASE VALVE PRESSURE RELIEF VALVE
DUALCOMPARATOR T TEMPERATURE SENSOR
JET PUMP
CTR TK TRANSFER
H HIGH LEVEL SENSOR MAGNETIC LEVEL INDICATOR ( MLI ) TO ENGINE 1 VALVE
ÇÇ
IDG RETURN LINE
REFUEL RECEPTACLE
ÇÇ H
F
REFUEL VALVE
M M
M M
WING TK VENT LINE
U
L
L
CTR TK VENT LINE U L
L
OVERWING GRAVITY I L L
REFUEL PORT
FLOAT VALVE
T M M M M S
OVERPRESSURE H
PROTECTOR F
Ç
ÇÇ Ç
DEFUEL XFER VALVE

CROSSFEED VALVE
AIR INLET VALVE
CLACK VALVE APU PUMP CONTROL PRESS. SW.
APU PUMP
FLAME ARRESTOR
Figure 4 Basic Schematic A321

FUEL A319 / 320
GENERAL
28-00
COCKPIT SYSTEM CTL AND INDK. A319 / 320

3 Center Tank Pump PB Switch ( 2 ) A319 / 320
1 L and R Tank Pump PB Switch ( 4 ) Each PB Switch controls one fuel boost pump in the center tank. OFF- and
Each PB Switch controls one fuel boost pump in the wing tanks. OFF light FAULT light are integrated in the switch.
( white ) and FAULT light ( amber ) are integrated in the switch. OFF – ( PB Switch OUT )
OFF – ( PB Switch OUT ) – The pump is switched off. The OFF light is on ( white ) and the FAULT
– The pump is switched off. The OFF light is on and the FAULT light is light is deactivated.
deactivated. ON – ( PB Switch IN )
ON – ( PB Switch IN ) – The pump runs, supplies fuel to the engine in MAN MODE. In AUTO
– The pump runs, but supplies fuel to the engine only if the outletpressure MODE the pump is controled automatically.
of the CTR TK Pump drops. The FAULT light is activated. – The FAULT light comes on amber, if the pump is activated, and the
– The FAULT light comes on amber, if the pump-outlet-pressure drops. In pump outletpressure drops. In that case ECAM will be activated.
that case ECAM will be activated.
2 Mode Selector PB Switch A319 / 320 4 X-Feed PB Switch

This PB Switch activates / deactivates the Automatic-Feed-Mode of the center This PB Switch controls the cross feed valve in the engine feed system.
tank boost pumps. In the switch are FAULT- and MAN light integrated. ON light ( white ) and OPEN light ( green ) are integrated in the switch.
AUTO – ( PB Switch IN ) OFF – ( PB Switch OUT )
– The CTR TK Pumps are controlled automatically. They run: – The cross feed valve is closed. No light is on.
after engine-start for 2 minutes. ON – ( PB Switch IN )
before and after engine-start, if the slats are up. – The cross feed valve is open. The ON light is on. The OPEN light
until the CTR TK is empty plus 5 minutes. comes on when the cross feed valve reaches full open position.
– The FAULT light comes on, if the CTR TK contains > 250 Kg of fuel
and the fuel quantity in one of the WING TKs drops below < 5000 Kg.
In that case ECAM will be activated.
MAN – ( PB Switch OUT )

– The CTR TK Pumps are controlled by their PB Switches manually.

FUEL A319 / 320
GENERAL
28-00
Overhead Panel
Fuel Control Panel 40 VU
ENG 1 APU ENG 2

X FEED
OPEN
F F
ON
U U
CTR TK
E L TK PUMPS R TK PUMPS E
1 2 P UM P 1 M ODE S E L P UM P 2 1 2
L A L
FAULT FAULT FAULT FAULT FAULT FAULT FAULT
U
OFF OFF OFF MAN T OFF OFF OFF
O
1 1 3 2 3 1 1
Figure 5 Fuel Control Panel A319 / 320

FUEL A321
GENERAL
28-00
COCKPIT SYSTEM CTL AND INDIKATION A321
1 L and R Tank Pump PB Switch ( 4 )

Same as A319 / 320
2 Mode Selector PB Switch

Controls the Automatic Mode of the CTR TK transfer valves
AUTO – ( PB Switch IN )
– The transfer valves are controlled by level sensors
“The valves open if the associated wing tank is not full”.
– The FAULT light comes on, if the CTR TK contains > 250 Kg of fuel
and the fuel quantity in one of the WING TKs drops below < 5000 Kg.
In that case ECAM will be activated.
MAN – ( PB Switch OUT )

– The transfer valves are controlled by their PB switches.
3 Transfer Valve PB Switches ( 2 )

Each PB Switch controls one transfer valve in the center tank. OFF- and
FAULT light are integrated in the switch.
OFF – ( PB Switch OUT )
– The transfer valve is closed.
ON – ( PB Switch IN )
– The transfer valve opens
FAULT – The light comes on if , the associated wing tank overflows. In that
case the ECAM will be activated.
4 X-Feed PB Switch
Same as A319 / 320

FUEL A321
GENERAL
28-00
Overhead Panel
Fuel Control Panel 40 VU
ENG 1 APU X FEED ENG 2

OPEN
F ON F
U U
E L TK PUMPS CTR TK CTR TK R TK PUMPS E
L 1 2 L XFR MODE S E L R XFR 1 2 L
A
FAULT FAULT FAULT FAULT U FAULT FAULT FAULT
OFF OFF OFF MAN T OFF OFF OFF
O
1 1 3 2 3 1 1
Figure 6 Fuel Control Panel A321

FUEL A319 / 320 / 321
GENERAL
28 - 00
FUELING PANEL IN THE COCKPIT

1 PRESELECTED Dislay 6 CTL PB Switch
Displays the preselected total fuel quantity in Kg x 1000 ( multiply by 1000 to This switch starts the refuelling operation. In the switch are VALVE light ( am-
get actual amount ). ber ) and ON light ( white ) integrated.
ON: – Start of refuel.
Associated with refuel green lights illumination on wing.
2 ACTUAL Display
– Auto shut off occures when the selected load is reached or in case
Displays the total fuel on board in Kg x 1000 of HI level detection.
Off: – Refuel stops. The selected load can be reset.
3 PRESELECTOR ROCKER Switch
VALVE: – Illuminates, if a refuel valve switch/es at the refuel control panel
Pressing either side of the switch increases or decreases the preselected are not in NORM position.
quantity.
4 END Light ( Green ) 7 CKPT Light ( white )

– Illuminates steady when automatic refuelling is completed. Comes on when PWR pushbutton switch is ON associated with the CKPT light
– It flashes when automatic refuel operation has stopped for any reason. on the external refuel clontrol panel.
Associated with the green refuel light on the wing extinguishing
5 PWR PB Switch
This switch activates / deactivates the automatic refueling from the cockpit.
ON light ( white ) and FAULT light ( amber ) are integrated in the switch.
ON: - Refuel system is energized.
Cockpit refuel control /Preselector panel takes priority. ( CKPT lights
illuminate on cockpit and external refuel control panels.)

- Automatic high level test
- REFUEL caption is displayed on ECAM
OFF: - Refuel system is deenergized.

- ECAM ”REFUEL” message is cleared.
- Priority is cleared.
FAULT: – Illuminates when auto high level test was not satisfied.

FUEL A319 / 320 / 321
GENERAL
28 - 00
Overhead Panel
Cockpit Refuel Panel 51 VU
PRESELECTED REFUEL ACTUAL

KGX1000
1 10.5 8.26 2
DEC INC CKPT END 4
7
3 PWR CTL
REFUEL
FAULT VALVE
ON ON
5 6
Figure 7 Cockpit Refuel Panel

FUEL A319 / 320 / 321
GENERAL
28 - 00
REFUELING CONTROL PANEL 800 VU

1 FUEL QUANTITY Indicator When pressed to LTS
– HI.LVL Lights on panel and all 8‘s on FQI and preselector come on.
Displays the quantity of fuel in each tank.
7 PRESELECTED Display
2 HI LVL Lighs
Displays the preselected total fuel quantity in kg ( lb ) x 1000.
Illuminate blue when high level is detected.The corresponding refuel valve
closes automatically.
8 Preselector Rocker Switch
3 REFUEL VALVES Select Switch ( guarded in NORM ) Pressing either side of the switch increases or decreases the preselected
quantity.
NORM:– Refuel valves are controlled by automatic refuelling logic.
OPEN:– Valves open when the MODE SELECT sw is set to REFUEL or DE
9 ACTUAL Display
FUEL position . In REFUEL position each refuel / defuel valve will
close when high level is detected in the associated tank. Displays the total fuel on board.
SHUT:– Valve close.
10 END Light
4 MODE SELECT Switch ( guarded at OFF )
GREEN:– Automatic refuelling is completed.
0FF:– Refuel system is deenergized. Refuel valves are closed. GREEN FLASHING:– Fuelling aborded.
REFUEL:– Refuel valves operate in automatic or in manual mode depend-
ing on the position of REFUEL VALVE switches. 11 CKPT Light
DEFUEL:– Refuel / defuel transfer valve opens. Refuel valve opens provided Indicates that cockpit refuel panel has priority.
associated REFUEL VALVE selector is at OPEN position. Illuminates when electrical PWR pb switch on cockpit refuel panel is pressed.
5 OPEN XFR Light 12 BATT. POWER Toggle Switch ( IF INSTALLED! )

Comes on amber when the transfer valve is open. ON:– When momentarily selected on and released the FQI is supplied by
BAT 1. After completion of FQI tests ( about 40 sec ),the fuel quan
6 TEST Switch tity indications appear and the refuel operation can be selected.
When pressed to HI.LVL The electrical supply is automatically cut off after 10 min, if no refuel
operation is selected or at the end of refuelling.
– the HI LVL lights come on if high level sensors and associated circuits are
serviceable
NORM:– The FQI is not supplied by BAT.
NOTE: If tanks are full ( HI LVL lights on ) when test is performed,the HI LVL
lights extingush if high level sensors and associated circuits are ser-
viceable.

FUEL A319 / 320 / 321
GENERAL
28 - 00
FUEL QTY
KG X 1000
LEFT CTR RIGHT
2.80 2.40 3.00 1
HI. LVL.
LEFT CTR RIGHT 2
REFUEL VALVES
OPEN OPEN OPEN
NORM NORM NORM 3
SHUT SHUT SHUT
6
MODE SELECT TEST BATT POWER
REFUEL HI LVL ON
OFF 12
4
OPEN LTS
DEFUEL/XFR NORM
5
KGX1000
PANEL DOOR
MICRO SWITCH
7 14.5 8.20 9
DEC INC CKPT 11 END 10

8
Figure 8 Refueling Control Panel

FUEL A319 / 320
GENERAL
28 - 00
ECAM PAGE PRESENTATION
1 Wing Pumps Indications 4 X Feed Indications
In line – Green: pump pressure is normal ( pump contactor on ) In line – Green: Valve is open
Cross line – Amber: pump contactor is off In line – Amber: Valve is open with pushbutton switch off
Cross line – Green: Valve is closed

LO LO – Amber: pump pressure is low ( pump contactor is on )
Cross line – Amber: Valve is closed with Pushbutton
2 Ctr TK Pumps Indications switch in ON
Transit – Valve is in transit

In line – Green: pump pressure is normal ( pump contactor on )
LO LO – Amber: pump pressure is low ( pump contactor is on )

5 Transfer Valves Indications
Cross line – Green: pump contactor is off and auto shut off required
700 4800 In line - Green: Both valves closed and no
Cross line – Amber: pump contactor is off and auto shut off not required low level
In line - Amber: Both valves closed at low level,

or one valve open if it has to be
3 LP Valves ( ENG – APU ) Indications closed
In line – Green: Valve is open Cross line - Green: Both valves open
700 4800
Cross line - Amber: One open and no low level
In line – Amber: Valve is open with ENG ( APU ) MASTER switch
OFF or FIRE pushbutton out. Green: Transit
700 4800 -
Cross line – Green: APU valve is closed
Cross line – Amber: ENG valve is closed or APU valve is closed

with master switch ON

FUEL A319 / 320
GENERAL
28 - 00
FUEL KG
F USED 1 F USED 2
3100 FOB 3100
14260
3 APU
4
LEFT CTR RIGHT
1
5
700 5030 2800 5030 700
11 C 10 10 C 11
Figure 9 ECAM Fuel Page A319 / 320

FUEL A319 / 320
GENERAL
28 - 00
Ecam Presentation ( Cont )
6 Fuel Quantity Indication 8 Fuel On Board Indication
FOB – It is normally green.

700 4800 – It is normally green.
1100 – Amber line appears across the last two digits when
FQI is inaccurat ( degraded mode )
700 4800 – Amber line appears across the last two digits when – The indicaton is boxed amber in case of unusual fuel
FQI is inaccurat ( degraded mode ) both transfer valves fail in the closed position
both center tank boost pumps fail
700 4800 – The indicaton is boxed amber in case of unusual fuel
both transfer valves fail in the closed position 9 Fuel Used Indication
F USED 1 – The engine identification number is amber when the
– It is advisory in phases 2 and 6, when fuel unblance 1500 engine is below idle, and white when it is at or
more 1500 Kg exist.The indication for the wing with above idle.
the higher fuel level pulses.
– The fuel used indication is green from phase 2 until elec.
power is cutof. It is automatically reset when the engine is
XX started on ground
XX – Fuel quantity not valid
7 Fuel Temperature Indication

This appears when its associated sensor is wet
C 10 – It is normally green
– It is advisery in phase 2 and 6 only, if the fuel temperature
is above 45°C or below – 40°C.
– It becomes amber, and ECAM displays a caution, if
the temperature exceed the high / low limits.

FUEL A319 / 320
GENERAL
28 - 00
FUEL KG
F USED 1 F USED 2
9 3100 FOB 3100
8
14260
APU
LEFT CTR RIGHT
6 700 5030 2800 5030 700
11 C 10 10 C 11 7
Figure 10 ECAM Fuel Page A319 / 320

FUEL A319 / 320
GENERAL
28 - 00
10 Total Fuel Indication

FOB : 12860 – An amber half box appeasrs around FOB when the qoantity
shown is not all usable
both transfer valves fail in the open position
– Amber line appears across the last two digits when
11 Memo Indications ( green )

– The indication appears when the related function is selected.

FUEL A319 / 320
GENERAL
28 - 00
CL 87. 5%
FOB : 14260 10
S FLAP F
FULL
NO SMOKING FUEL X FEED

SEAT BELTS
REFUELING 11
Figure 11 E / W Display
FUEL A321
GENERAL
28 - 00
ECAM PAGE PRESENTATION
1 Wing Pumps Indications

3500 – The center tank indication is boxed amber
– Same as A319 / 320 both transfer valves fail in the closed position
2 Ctr TK Valves Indications

4800 – It is advisory in phases 2 and 6, when fuel unblance
more 1500 Kg exist.The indication for the wing with
In line – Green: Transfer valve is open the higher fuel level pulses.
In line – Amber: Transfer valve position disagrees with switch position ( open )
XX – Fuel quantity not valid
Cross line – Green: Transfer valve is closed
Cross line – Amber: Transfer valve position disagrees with switch position ( closed )
3 LP Valves ( ENG – APU ) Indications 7 Fuel Temperature Indication

– Same as A319 / 320 – Same as A319 / 320
4 X Feed Indications
– Same as A319 / 320 8 Fuel On Board Indication
6 Fuel Quantity Indication – Same as A319 / 320
9 Fuel Used Indication

4800 – It is normally green.

– Same as A319 / 320
the wing tank indication turns amber if a wing tank overflows
4800 – Amber line appears across the last two digits when

FUEL A321
GENERAL
28 - 00
FUEL KG
9 F USED 1 F USED 2
3100 FOB 3100
8
12860
3 APU
4
LEFT RIGHT
1
CTR
6 5030 2800 5030
C 10 10 C 7
Figure 12 ECAM Fuel Page A321

FUEL A321
GENERAL
28 - 00
10 Total Fuel Indication

FOB : 12860 – An amber half box appears around FOB when the quantity
shown is not all usable
both transfer valves fail in the open position
– Amber line appears across the last two digits when
11 Memo Indications ( green )
– The indication appears when the related function is selected, or the indicated
condition exist.

FUEL A321
GENERAL
28 - 00
CL 87. 5%
FOB : 12860 10
S FLAP F
1+F
FUEL X FEED
REFUELING
FOB BELOW 3T 11
Figure 13 E / W Display
FUEL SYSTEM A319 / 320
GENERAL
28-00
ECAM WARNINGS AND CAUTIONS
Example A319 / 320 E / WD : FAILURE TITEL AURAL MASTER

SD
LOCAL
FLT
PAGE PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
L ( R ) TK
PUMP
L ( R ) TK PUMP 1 + 2 LO PR 1+2
FAULT lt
CTR TK 3. 4.
CTR TK PUMP 1 ( 2 ) LO PR PUMP 1 ( 2) 5. 7.
FAULT lt
8*
CTR TK
CTR TK PUMPS LO PR PUMP
FAULT lts
OFF lt on 1, 3, 4,
CTR TK PUMPS OFF CTR TK 5, 7, 8,
CTR TK pb at OFF with no FAULT
2ND ENG SHUT DN

1ST ENG STARTED
PUMP pb
9, 10
1ST ENG TO PWR
TOUCH DOWN
1500 Ft
SINGLE MASTER
800 Ft
FUEL
ELEC PWR
AUTO FEED FAULT CHIME CAUT MODE SEL

LIFT OFF
( CTR TK > 250 kg ( 550 lbs ) and FAULT lt

80 Kts
80 Kts
L or R WING TK < 5000 kg (110000 lbs) 3. 4.

OR 5, 8
1 2 3 4 5 6 7 8 9 10 ( CTR TK pumps do not stop after slat
extension or CTR TK low level ) NIL
FLIGHT PHASE INHIBITION

L ( R ) WING TK LO LVL 750 kg

( 1650 lbs )
3, 4, 5,
NIL
L + R WING TK LO LVL 7, 8
Low level detected in both wing inner
cells ( remaining flt time about 30 min )
* inhibited if PUMP selected OFF

GENERAL
28-00
Example A319 / 320 E / WD : FAILURE TITEL AURAL MASTER

SD
LOCAL
FLT
PAGE PHASE
conditions WARNING LIGHT CALLED WARNING INHIB
L ( R ) OUTER TK HI TEMP or
L ( R ) INNER TK HI TEMP
Fuel temp above : SINGLE MASTER
. in outer cell above 55° on ground FUEL
CHIME CAUT
60° in flight
. in inner cell above 45° on ground
54° in flight
NIL 3, 4, 5,
L ( R ) XFR VALVE CLOSED 7, 8
both transfer valves fail to open after
inner cell low level
ENG 1 ( 2 ) LP VALVE OPEN 4, 5,

valve disagree in open position 7, 8
2ND ENG SHUT DN

1ST ENG STARTED
1ST ENG TO PWR
APU LP VALVE FAULT

TOUCH DOWN
1500 Ft
valve position disagree

800 Ft
ELEC PWR
LIFT OFF
L ( R ) WING TK LO TEMP
80 Kts
80 Kts
fuel low temp NIL NIL

3, 4, 5,
L ( R ) TK 7, 8 *
L ( R ) TK PUMP 1 ( 2 ) LO PR PUMP 1 ( 2 )
1 2 3 4 5 6 7 8 9 10 FAULT lt
XFEED VALVE FAULT

FLIGHT PHASE INHIBITION valve position disagree NIL
FQI CH 1 ( 2 ) FAULT
* PUMP LO PR is inhibited if pump is selected OFF in phases 1 and 10
Figure 14 ECAM Warnings / Inhibition Phases

GENERAL
28-00
CB PANEL LOCATION

GENERAL
28-00
Figure 15 CB Panel Location

GENERAL
28-00
ELECTRICAL POWER SUPPLY
SCHEMATIC
A3 IN THE APPENDIX
US-T gs 03.02.99 Page: 32

GENERAL
28-00
EXTERNAL
POWER
EMG
GEN 1 APU GEN 2
GEN
L WING TANK PUMP 1 STDBY
11QA
1XX
2XE R WING TANK PUMP 1 STDBY 3XG
GCL 9XUI 12QA 3XS 9XU EPC
EMER GLC1 GLC-APU GLC-2
11XU1 11XU2 BTC-2

BTC-1
AC BUS 1 1XP AC BUS 2 2XP 14PU 14XX
1PE TR-ESS R WING TANK PUMP 1 SUPPLY R WING TANK PUMP 2 SUPPLY
202 XP
101 XP
2QA 8QA
1XN1 1XN2
L WING TANK PUMP 2 SUPPLY
204 XP
103 XP
3PE 1PU1 TR1 1QA 7QA 1PU2 TR-2
3XN1 3XN2
CENTER TANK PUMP 1 SUPPLY CENTER TANK PUMP 2 SUPPLY
29QA 30QA
5PU1
4PC 5PU2 3XP
DC BUS 1 1PP BATT BUS 3PP DC BUS 2 2PP DC SERVICE BAR 6PP
1PC2
R WING PUMP 1 CONTROL 1PC1 8PN
R WING PUMP 2 CONTROL
202 PP
L WING PUMP 1 INDICATION L WING PUMP 2 INDICATION
1PN1 4QA 1PN2 10QA
303 PP
101 PP
601 PP
11PB XFR/DEFUEL VALVE SUPPLY
CTL & INDICATION
1QU
X FEED VALVE SUPPLY &
1QE CONTROL Nº 2 MOTOR 2PR
ENG 1 LP VALVE MOTOR 2
3QG SUPPLY & CONTROL
501 PP
BATT 2 HIGH LVL SUPPLY
6PB2 ENG 2 LP VALVE MOTOR 2 1QJ
2PB2
206 PP
L WING PUMP 1 CONTROL 6PN 4QG SUPPLY & CONTROL
R WING PUMP 1 INDICATION REFUEL / DEFUEL SUPPLY
103 PP
3PN1 3QA
L WING Nº 2 TRANSFER 2QU & CONTOL
46QJ VALVE SUPPLY
8PR
CTR TANK PUMP 1 CONTROL
502 PP
BATT 1 R WING Nº 2 TRANSFER
DC ESS 4PP 1QL CTR TANK PUMP 2 INDICATION 6PB1
2PB1 45QJ VALVE SUPPLY 5PR REL
REFUELING REFUEL ON BATTERY
CHANNEL 2 SUPPLY NORM / BATT 8QT
2QT
L WING PUMP 2 CONTROL FROM 23QU

ENG 1 LP VALVE MOTOR Nº 1
9QA R WING PUMP 2 INDICATION
8 PH SUPPLY & CONTROL
204 PP
701 PP
1QG NORM
5PB1 CTR TANK PUMP 2 CONTROL OPEN
3PN2
401PP
ENG 2 LP VALVE MOTOR Nº 1 2QL CTR TANK PUMP 1 INDICATION BATT

SUPPLY & CONTROL
2QG 10PR -SW
CTR TANK AUTO CONTROL SHUT
3QL BATT PWR
FUEL / SMOKE CONFIGURATION 20QU MSW
PUMP SUPPLY 1PR
55QA REFUEL / DEFUEL
CTL PANEL DOOR
POSITION
4PR
DC SHED ESS 8PP 6GA LEVER

L/G NORM CTL
L WING Nº 1 TRANSFER
1QP VALVE SUPPLY
R WING Nº1 TRANSFER
2QP VALVE SUPPLY
801 PF

2QE CONTROL Nº 1 MOTOR
TO FQI COMPUTER
CANNEL 1 SUPPLY
1QT
9QT RELAY -FQI

PWR SUPPLY C/O
Figure 16 Electrical Power Supply

US-T gs 03.02.99 Page: 33
GENERAL
28-00
ACCESS PANELS
Precaution Example
10 m
General Description 33 ft WARNING
WARNING SIGN
Access holes in the wing are closed by: OPEN FUEL TANKS
– Access panels
– Door panels SAFETY AREA
– Cover plates
NOTE:
Access Panels ALL SAFETY AREA CLEARENCES
ARE SUBJECT TO CHANGE
There are 21 access panels installed in the wing bottom skin and ACCORDING TO LOCAL OR
AIRPORT REGULATIONS
two panels in the main wheel well ( access to the center tank ).
These are of different types. 10 m
33 ft
10 m
33 ft
The access panels are attached to the bottom skin panel with bolts
which go either:
– through the access panel and into nuts on the bottom skin panel
– or through a ring clamp and into nuts on the access panel.
Safety Precautions 10 m
33 ft
You must obey the fuel safety procedures when you do work in a fuel tank.
– REF AMM Task 28 - 00 - 00 - 910 - 001 PERSON WORKING
IN TANK
You must obey these precautions when you go in a fuel tank or when you re-
move a fuel tank access panel ( panels ). SPARK PROOF LAMP
Read this precautions together with the special notes and precautions which
are applicable to specified maintenance operations.
NOTE:
– This precautions are the minimum safety standard for work in a fuel tank.
But, the Local Regulations can make other safety precautions necessary.
SAFETY PERSON TO
MONITOR THE PERSON
MAT AIR PIPE AT WORK

GENERAL
28-00
ATTACHMENT OF ACCESS PANELS

TYPE: 23 and 24
PROTECTIVE RING
ACCESS PANEL
SEALING
RING
GASKET
RING CLAMP
Center Tank Access Panel ( Typical )
ATTACHMENT OF ACCESS PANELS TYPES :

25, 25A, 27, 27A, 28, 29, 29A and 30
SEAL
ACCESS PANEL BOTTOM SKIN PANEL
Figure 17 Access Panels

GENERAL
28-00
Panel Types and Locations
TYPES 23 and 24
TYPE 27A
TYPE 27B TYPE 27B
TYPE 27
TYPES 25, 27,and 29

TYPE 25
TYPE 25A
8
TYPE 24
TYPE 23
TYPE 25A
TYPE 27A

GENERAL
28-00
TYPE 30
TYPE 29
TYPE 29A
TYPE 28
TYPE 30
TYPE 29A TYPE 28


FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
FUEL STORAGE
Tank Presentation Clack Valves
Fuel is carried in tree tanks: The clack valves in the Rib 2 let the fuel enter the area between Rib 1 and
– the left hand wing tank Rib 2 but do not let fuel outboard oft he Rib 2.
– the right hand wing tank This makes sure that the main fuel pumps are always in fuel during wing down
– the center tank maneuvers.
on A321 center transfer tank Clack Valves ( A321 )
The tanks are integral tanks, the wing tanks are formed by forward and rear The clack valves in the Rib 22 let the fuel that has enterd the vent surge tanks
spar, upper and lower skin, and closed ribs. return to the related wing tank.The clack valves do not let fuel enter the vent
Each fuel tank, when nomally full , has 2% additionel space for expansion with- surge tanks from the wing tanks,
out spillage into the vent surge tank which can contain 190 ltr before overflow-
ing.
On A319 / 320 rib15 divides the wing tank in an outer and an inner cell. Electri-
cally operated transfer valves are provided to transfer the outer cell fuel into the
inner cell when the inner cell detects low level ( approx. 75O kgs ).
– The wing tank of the 321 does not have a devision off an inner and outer zell,
it is just one tank.
To be sure, that the wing tank pumps always immersed in fuel during flight
manoeuvers, they are located in the collector box formed between rib 1 and 2.
Clack valves installed at the bottom of rib 2 let the fuel enter into the collector
box but prevent reverse flow.
Access to the wing tanks is provided by man-holes on the lower wing skin.
The center tank is located forward of the wheel well between the cabin floor
and the airconditioning compartment.
Access to the center tank is provided by panels in the rear spar, ( accessable
from the main wheel well ).
In all tanks boost pumps, pressure switches, valve actuators, drain valves mag-
netic level sticks, etc. may be replaced with-out getting access to the tank.

FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
RIB 2 RIB 2
VENT SURGE TANK

RIB 15
CLACK VALVE
A321 ( only )
CLACK VALVE
Figure 20 Fuel Storage

STORAGE
28-10
Water drain valves

Each tank has one or more water drain valves. These are used to:
- drain the water from the fuel in the fuel tanks
- drain all the remaining fuel from the tank ( for maintenance ).
The water drain valves are installed at the lowest part of each tank as
follows ( A319 / 320 ):
- outboard of RIB 22 ( vent surge tank drain )
- outboard of RIB 15 ( wing-tank outer-cell drain )
- inboard of RIB 2 ( wing-tank inner-cell drain )
- inboard of RIB 1 LH and RH ( center tank drain ).
The water drain valves are installed at the lowest part of each tank as
follows ( A321 ):
- outboard of RIB 22 ( vent surge tank drain )
- inboard of RIB 2 ( wing tank drain )
- inboard of RIB 1 LH and RH ( center tank drain ).
The primary components are:
- the body, which has a mounting flange
- a remote inlet ( wing-tank water drain only )
- an outer valve and spring
- an inner valve and spring
- a support guide.
The mounting flange connects the valve to the aircraft skin. The body
contains the inner and outer valves and springs. The inner valve is
installed in the outer valve and the springs keep the two valves in the
closed position. The support guide keeps the two valves aligned when they
operate. The remote inlet has a short pipe connected to it, which goes to
the lowest part of the fuel tank.
The water drain valves in the center tank and the vent surge tanks do not
have a remote inlet. Thus they only drain their adjacent area.

STORAGE
28-10
RIB 2 RIB 2
1 1
VENT SURGE TANK 2 2 RIB 15
1 1
2 2
2 WATER DRAIN VALVE

( Direct Type )
1 WATER DRAIN VALVE
( Indirect Type )
CHECK
VALVE
REMOTE INLET CHECK
VALVE
PISTON
Figure 21 Water drain valve

FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
FUEL TANK VENTILATION

General
The fuel tank ventilation system allow air to enter the tanks during fuel use, and
also allow air to escape during refuelling.
If any of the fuel tanks become overfilled, fuel will also escape through the vent
system, preventing damage to the wing.
The fuel vent system consist of left and right vent tank, located in the wing tip
area, and pipes connecting the individual tanks to the vent surge tanks
Right wing tank is ventilated to right surge tank. Left wing tank and the center
tank are ventilated to left surge tank.
The surge tank is connected to ambient via a NACA intake. To minimize the
risk of explosion due to lightning, a flame arrestor is installed between the in-
take and the surge tank to prevent a ground fire to enter the vent tank.
A overboard Overpressure Protector protects the surge tank from overpres-
sure.
The dimension of the vent system is sufficent to allow fuel spillage in case of a
fill valve failure.
Vent float valves will prevent fuel from entering the vent system during exces-
sive flight manoeuvres.
On A319 / 320 a Jet Pump system, using the wing tank booster pumps as mo-
tive power will collect eventual fuel from the surge tanks and discharge it into
the wing tanks.
The structure is protected against failure in the ventilation system by means of
burstable Overpressure Protectors. The lnner cell is connected to outer cell
and to the center tank. The inner cell has in addition a overboard pressure re-
lief device.
The overboard Overpressure Protectors are visible from the ground.

FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
CHECK VALVE
RIB 2 RIB 2
VENT LINE
VENT LINES
FLOAT VALVE
RIB 15
VENT SURGE TANK
FLOAT VALVE
OVERPRESSURE
RELIEF VALVE
JET PUMPS
NACA INTAKE
INTERTANK OVERPRESSURE
DISKS OVERBOARD OVERPRESSURE
DISKS
JET PUMP LINE
Figure 22 Tank Ventilation System A319 / 320

FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
THIS PAGE INTENTIONALLY LEFT BLANK


FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
RIB 2 RIB 2
VENT LINE
VENT LINES
FLOAT VALVE
FLOAT VALVE
OVERPRESSURE
RELIEF VALVE
NACA INTAKE
INTERTANK OVERPRESSURE
DISKS
Figure 23 Tank Ventilation System A321

FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
Tank Vent System Components
Overpressure protectors are installed between the tanks or overboard through
the lower surface.
Vent Surge Tank The protectors contain a carbon disc which bursts when subjected to overpres-
A vent surge tank is located outboard of the left and right wing tanks. sure. When an protector relieves into an adjoining tank a basket retains the
The purpose of the vent tank is to ventilate the fuel tanks and allow air to enter pices of broken disc.
the tank during fuel use. For the disc bursting pressure REF AMM bursting pressure table.
The vent surge tank is connected to ambient through a NACA intake. An overpressure relief valve ( not shown ) is located between the center tank
and the right tank.
Vent Protector
The vent protector is a static unit comprising a flanged cartridge with anti-icing Vent Ducts
baffles and a single section of rolled corrugated strip forming a flame arrestor.
In the wing tank there is a gallery formed by a pair of top surface stringers
The protector locates in the intake with O - ring seals to ensure gas tight joints, capped by sealig plate which extendes from Rib 2 to the vent surge tank.
and is secured with bolts
The ducts are large enough to ensure that if the pressure refueling shut-off
failed, exess fuel can be discharged overboard to the NACA intake without the
tank pressure exeeding designed limits.
Check Valves
Rubber check valves are installed in the vent lines to allow any fuel that findes The center tank vent line is a conventional open line large enough for airflow
its way into the vent lines to drain back into the tank. only. With its open end at the center tank, the line runs through the wing tank to
the vent surge tank.
Vent Float Valve

A float operated arm opens or closes this valve depending upon the
fuel level.
The valve will also open:
– when subjected to an inward pressure differential of 0.5 psig with a full tank.
– against an outward pressure differential of 1 psig with fuel level below
the float.

FUEL SYSTEM A319 / 320 / 321
STORAGE
28-10
Vent Protector WING TANK CENTER TANK Float Valve ( Typical )

VENT DUCT VENT DUCT
FLAME ARRESTOR
RIB 15
A319 / 320
ICE PROTECTOR
FORWARD
FUEL LEVEL VALVE CLOSED

Check Valve ( Typical )
VALVE ASSEMBLY
CORRECT
INSTALLATION
CENTER TANK
OUTER CELL
VALVE OPEN
15 o
INCORRECT
INSTALLATION
15 o INNER CELL & VENT SURGE TANK
Figure 24 Tank Vent System Components

FUEL SYSTEM A 319/320/321
STORAGE
28-10
CENTER TANK AREA VENTILATION

General Description
The Center tank is located above the the Air Condition compartment.
The center tank ventilation system:
- has a vapour seal membrane that seals the bottom of the center tank
from the airconditioning compartment.
- lets a flow of air from the air condition systems ducted to a distribution
manifold at the tank front spar to go through the space between the
membrane and the bottom of the center tank to ambient through the
drain mast.
- A collecting manifold at the rear spar drains the air to ambient via a drain
mast at the lower surface of the fuselage.
- The drain mast is aiso connected to the APU fuel supply shroud.
In the event of fuel flowing from the drain mast, check the leak monitor to de-
termine the area of leakage center tank or APU fuel supply line.
FRA US-T gs 12.02.99 Seite: Page: 48

FUEL SYSTEM A 319/320/321
STORAGE
28-10
LH
WING TANK
VENTILATING
AIR INLET
CENTER TANK
REAR
SPAR
AIR
DISTRIBUTION
PIPE
RH
DRAIN MAST WING TANK
LEAK MONITOR
APU OUTLET
CENTER TANK VENT OUTLET
DRAIN MAST OUTLET
Figure 25 External Ventilation System

FUEL SYSTEM A319/ 320
DISTRIBUTION
28-20
REFUEL / DEFUEL SYSTEM DESCRIPTION

System Description
A single refuel / defuel receptacle is located in right wing leading edge. The wing tank refuel valves are connected to a duct, discharging the fuel into
the outer cells. When outer cells are full, the fuel will enter the inner cells
– Optionally one additional receptacle can be installed in leftwing.
through a spill pipe. Fuel enters the tanks passing a diffuser, preventing build
The receptacle is connected to a Fuel Fill Gallery, running inside the tanks from up of electro static charge.
right to left wing.
Top Up:
Three solenoid operated refuel valves are connected to the refuel gallery. The
During automatic refueling, the fill valves will close before selected level is ob-
wing tank valves are located on the tank front spar in the inner cell area. The
tained. This is started 5 seconds after the primary fill quantity has been
center tank valve is on the rear spar in the center tank area. reached
A refuel / defuel control panel is located at the lower right fuselage. The FQIC calculates the final level in the individual tank, using the actual tank
or the refuel / defuel panel can be located on the lower surface of the density, high level values ( if appropriate ) and the the actuell quantity prese-
RH wing next to the refuel receptacle. lected.
– Optionally an additional refuel panel can be installed on the cockpit The fill valve will open again, when level is not correct within +/ - 100 kg.
overhead panel. At the end of the top up, the refueling is completed.
When the pre-selected level is reached, the refuelling will stop automatically by
System Operation General
deenergizing the refuel valve solenoids the ”END” light will illuminate..
NOTE! Refueling at both right and left receptacle simultaneously is not

Refueling may be performed with battery power onIy.
permittet. Refuel pressure at the couplings is max 50 psi ( 3.45 bar )
The refuel valves can be opened manually in case of solenoid failure or if
This will give the following flow rates:
power is not available.
all tanks ~ 1400 l / min
This is an average flow rate of 1400 l / min ( 370 USG / min ), which will fill the
A HI LVL sensing system prevents the tanks from being overfilled.
tanks from empty in approximately 20 minutes.
A defuel / transfer valve can be opened from the refuel control panel.
When automatic refueling is performed, the required total fuel quantity is
The valve will connect the fuel feed line with the fuel fill line and is operated for
pre-selected with the rocker switch on the refuel control panel.When selected
defuel of the aircraft, or for transfer of fuel between the tanks.
fuel level is above full wing tanks, the center tank valve will open allowing si-
multaneous filling of all tanks. The tank booster pumps are used to pressurize the fill line during defueling and
transfer.
The refuel valve solenoids receives power for opening through the control
panel.
Gravity refueling of the wing tanks are possible through fill ports on the wing
upper outer surface.

DISTRIBUTION
28-20
REFUEL PANEL REFUEL RECEPTACLE COCKPIT REFUEL PANEL ( OPTIONAL )

FUEL QTY
KG X 1000 PRESELECTED REFUEL ACTUAL
LEFT CTR RIGHT KGX1000
2.80 2.40 3.00

10.5 8.26
HI. LVL.
LH RECEPTACLE DEC INC CKPT END
OPTIONAL
LEFT CTR RIGHT
REFUEL VALVES PWR REFUEL CTL
OPEN
FAULT VALVE
OPEN OPEN
NORM NORM NORM ON ON
SHUT SHUT SHUT
MODE SELECT TEST

BATT POWER
REFUEL HI LVL ON HI LVL SENSOR
OFF
OPEN LTS
DEFUEL/XFR NORM

KGX1000
14.5 8.20 REFUEL RECEPTACLE
DEC INC ( OPTIONAL )
CKPT END
ENG FEED LINE
DEFUEL TRANSFER
REFUEL VALVE VALVE
OVERWING GRAVITY
REFUEL PORT
AIR INLET VALVE REFUEL LINE
REFUEL VALVE
CROSSFEED VALVE
HI LVL SENSOR
DIFFUSOR
Figure 26 Refuel / Defuel Schematic

DISTRIBUTION
28-20
REFUEL / DEFUEL SYSTEM OPERATION

Automatic Refueling Operation Release the TEST switch.
– all panel lights go off.
Refueling can be performed with External Power or with Aircraft Batteries in – the FUEL QTY and REFUEL displays show the actual tank quantities.
use.
Set and hold the TEST switch to the HI LVL position.
Preparation
- the HI LVL lights come on.
You must stop the fuel tanker 60 m ( 200 ft. ) from the aircraft nose, if there is a
test on the weather radar. Do not refuel the aircraft until the test is completed. Release the TEST switch
Before you refuel the aircraft you must make the area around the aircraft safe. - the HI LVL lights go off
Aircraft fuel is flammable. Persons in the safety area must not :
Automatic Refueling
- smoke.
The required total quantity of fuel is preselected by using the rocker switch to
- make sparks or fire. decrease or increase the figure until the required total quantiy is shown on the
- use any equipment which is not approved for the refuel procedure. preselector indicator.
Obey the safety precautions for the refuel procedure. The total contents actually in the tanks is shown in the ACTUAL display.
Make sure that the fuel tanker driver has drained the water from the fuel tanker. - REFUEL VALVES switches remain at NORM and guarded.
- lift the guard then set the MODE SELECT switch to REFUEL
CAUTION
- start the pumps on the fuel tanker.
DO NOT USE THE TWO REFUEL / DEFUEL COUPLINGS AT THE All REFUEL VALVES open, the tanks fill simultaneously but in the wing tanks
SAME TIME TO REFUEL THE AIRCRAFT. USE ONLY ONE SIDE. the outer cells will fill before the inner cells start filling to ensure the VMO re-
quirements are met. If less than a full load is being taken on, the distribution is
WARNING
in the following order : outer cells, inner cells,center tank, depending on the fuel
YOU MUST MAKE SURE THAT YOU HAVE GROUNDED THE FUEL load required.
TANKER AND THE AIRCRAFT CORRECTLY
Make sure that the hose coupling is clean, then connect it to the aircraft. On the REFUEL panel, the END light comes on when refuelling is completed
Energize the aircraft electrical network. and the final quantity on board will be as PRESELECTED with 200 kg tolerace.
Open the access door 192 MB. Make sure that the panel floodlight comes on. - Set the MODE SELECT switch to OFF and guard it.
Refuel pressure at the couplings is 50 psi ( 3.45 bar ).
Close Up
On Panel 800 VU: Close the access door 192 MB.
Set and hold the TEST switch in the LTS position. De-energize the aircraft electrical network.
- all panel lights come on. Disconnect the hose-coupling ot the fuel tanker from the aircraft.
- the FUEL QTY and REFUEL displays show eights. Install the cap of the refuel coupling.
Disconnect the fuel tanker to aircraft cable.

DISTRIBUTION
28-20
FUEL QTY
KG X 1000
LEFT CTR RIGHT
1.88 0.00 2.20

HI LVL
LEFT CTR RIGHT
REFUEL VALVES
OPEN OPEN OPEN
NORM NORM NORM
SHUT SHUT SHUT
MODE SELECT TEST BATT POWER

HI LVL ON
REFUEL
OFF
DEFUEL/XFR OPEN LTS

NORM
KGX1000
12.8 4.1
DEC INC CKPT END
Figure 27 Automatic Refueling Operation

DISTRIBUTION
28-20
When it comes on the ready-to-refuel light on the wing will go off.
Refuel / Defuel System Operation ( Cont )
Push and release the CTL pushbutton switch.
Automatic Refueling From The Cockpit – make sure that the numbers on the ACTUAL and the PRESELECTED dis
plays are stable and the same.
Preparation
On the ECAM fuel page,make sure that the fuel is divided correctly between
The preparation is the same as descripted on automatic refueling operation. the tanks.The final quantity on board will be as preselected +200 kg and -0 kg.
The cockpit refuel control and preselector panel takes priority over the If the tanks are partially fueled the tank quantities will be equal within 50 kg.
refuel / defuel control panel in the RH fuselage fairing.
Release (out) the PWR pushbutton switch.
The intercell transfer valves are open when the fuel in the inner cell drops to The ON light goes off.
750 KG, and they electrically latch in the open position until the system is reset
The END light and the CKPT light go off.
by the next refuel selection. The transfer valves must be in the closed position
for refuelling when the wing tanks will not be full.
Refueling Procedure Overhead Panel

Push the PWR pushbutton switch in. Cockpit Refuel Panel 51 VU
the ON light comes on.
the FAULT light stays off. PRESELECTED REFUEL ACTUAL
the CKPT light on the preselector comes on. KGX1000
the upper ECAM display shows the message REFUEL (green). 10.5 8.26
Put the preselector rocker switch to the INC position and hold it there. The
number on the PRESELECTED display should increase. DEC INC CKPT END
When the display shows the required fuel load, release the rocker switch.
Push and release the CTL pushbutton switch. PWR CTL

REFUEL
The ON light comes on. FAULT VALVE
The VALVE light stays off. ON ON
The green ready-to-refuel light on the wing outboard of the refuel coupling
comes on (as long as the preselected value is higher than the actual
value).
The pumps on the fuel truck may be started.
On the preselector make sure that the number on the ACTUAL display increa-
ses.The fuel flow stops for approximately five seconds near the end of the re-
fuel operation.This lets the computer calculate accurately where to put the last
of the fuel.
Monitor the END light.
FRA US-T gs 16.02.99. Seite: Page: 54

DISTRIBUTION
28-20

MULTI TANK INDICATOR 6QT
Manual Pressure Refueling
This procedure is valid for manual refueling, the fuel preselect feature is not
used, and refueling must be monitored and manually stopped when required FUEL QTY
quantity is achieved. KG X 1000
Preparation
LEFT CTR RIGHT
The preparation is the same as descripted on automatic refueling operation. 1.88 0.00 2.20
Refueling Procedure
Set the MODE SELECT switch to REFUEL HI LVL
set the related REFUEL VALVES switch(es) to OPEN LEFT CTR RIGHT
monitor the fuel quantities entering the tanks at the indicator ( 6 QT ) REFUEL VALVES
When the tank(s) has the required amound(s) or HI LVL light illuminates ( in
this case the refuel valve closes automatically ) OPEN OPEN OPEN
NORM NORM NORM
set the related REFUEL VALVES switch(es) to SHUT SHUT
SHUT SHUT
– Make sure that all switches are in normal position and close the Refuel
Control Panel MODE SELECT TEST
BATT POWER
HI LVL ON
REFUEL
OFF
DEFUEL/XFR OPEN LTS

NORM
KGX1000
4.1 4.1
DEC INC CKPT END
FRA US-T gs 16.02.99. Seite: Page: 55

DISTRIBUTION
28-20
Refuel / Defuel Systm Operation ( Cont )

Pressure Refueling Without Electrical Power
Preparation WARNING
You must stop the fuel tanker 200 ft. ( 60 m ) from the aircraft nose, if there is a When a refuel valve is manually opened there is no protection agains overfil-
test on the weather radar. Do not refuel the aircraft until the test is completed. ling the related fuel tank.
Before you refuel the aircraft you must make the area around the aircraft safe.
Aircraft fuel is flammable. Persons in the safety area must not : Start the pump on the fuel tanker.
- Smoke. – Push and hold in the manual plunger(s) on the refuel valve(s) of the applica
ble fuel tank(s).
- Make sparks or fire.
– Use the MMI to monitor the quantity of fuel in each tank.
- use any equipment which is not approved for the refuel procedure.
– Be careful not to overfill the tanks as there is no electrical power to operate
Obey the safety precautions for the refuel procedure. the high level protection system.
Make sure that the fuel tanker driver has drained the water from the fuel tanker. – Refer to the fuel tables for the maximum capacity of each fuel tank and for
CAUTION the total fuel capacity.
DO NOT USE THE TWO REFUEL/DEFUEL COUPLINGS AT THE – When the quantity of fuel in the tank is correct,release the manual plunger
SAME TIME TO REFUEL THE AIRCRAFT. USE ONLY ONE SIDE. on the related refuel valve.
– When all the fuel quantities are correct,stop the pump on the fuel tanker.
WARNING
– Retract and lock the MMI.
YOU MUST MAKE SURE THAT YOU HAVE GROUNDED THE FUEL
TANKER AND THE AIRCRAFT CORRECTLY
If you have refueled the center tank,close the RH main landing gear door.
Make sure that the hose coupling is clean, then connect it to the aircraft.
Refuel pressure at the couplings is 50 psi ( 3.45 bar )
Enter a remark in A/C Log for a check of fuel level when elec. power is
available.
Operation
Open the related access panel ( 522JB / 622JB )

Each refuel valve has a plunger by which it can be opened manually in
the event of electrical failure.
If you refuel the center tank,open the RH main landing gear door.
Release the manual magnetic indicators ( MMI ) of the tanks to be refueled
FRA US-T gs 1117.02.99. Page: 56

DISTRIBUTION
28-20
Refueling Valve Locations
STA 7992 RIB 14
MANUAL PLUNGER
Figure 28 Refueling Valves

FRA US-T gs 1117.02.99. Page: 57
DISTRIBUTION
28-20

Overwing ( Gravity ) Refueling. The overwing refuel point is not at the highest point on the wing. Thus you can-
not refuel the wings to full.
Preparation
If necessary use the fuel pumps in the wing tanks to move fuel to the center
The preparation is the same as descripted on pressure refueling without tank from the wing tanks. ( Refer to Fuel Transfer ).
electrical power. – when the fuel quantities are correct, stop the pump on the fuel truck.
Operation – remove the fuel nozzle from the overwing point and install the overwing
Overwing gravity refueling is accomplished at the refuel point on top of each refuel cap.
wing. Fuel is delivered directly into the outer cell from which the inner cell is – disconnect the ground-cable of the refuel nozzle from the wing ground-
filled via the intercell transfer valves. connection.
Check position of intercell transfer valves on ECAM fuel page. Close the intercell transfer valves as follows:
The intercell transfer valves open during flight and stay electrically latched in – on the ground refuel / defuel control panel put the MODE SELECT switch to
the open position, until the system is reset by the next refuel selection. REFUEL.
– Make sure that the ECAM Fuel page shows the valves closed.
If the intercell transfer valves are closed,open them as follows: – on the ground refuel / defuel control panel put the MODE SELECT switch to
On the ground refuel / defuel control panel: OFF.
– make sure that the MODE SELECT switch is in OFF position..
In the cockpit : Make sure the fuel configuration is corrected before the next flight ( the wing
tank outer-cells must be filled ). If electrical power is available, transfer fuel
– open the circuit breakers FUEL / XFR VALVE1 / WING / L /1QP
from the inner cells or center tank to the outer cells.
(49VU A10 ) and FUEL / XFR VALVE2 / WING / L / 3QP (121VU M22 )
– or the circuit breakers FUEL / XFR VALVE 1 / WING / R /2QP Gravity Refuel Cap
( 49 VU A11 ) and FUEL / XFR VALVE2 / WING / R / 4QP (121VU M23 )
– after five seconds close the circuit breakers again. GRD CONNECTION ( REF only )
Make sure the valves show open on the ECAM fuel page.
– connect the ground-cable of the refuel nozzle to the wing ground-
connector.
– remove the applicable overwing refuel cap.
– put the fuelling nozzle into the overwing refuel point and start the pump on
the fuel truck.
– keep the rate of refuel the same as or less than the rate of flow through the
transfer valves.
– monitor the fuel quantity on the ground refuel / defuel control panel

DISTRIBUTION
28-20
Defueling / Fuel Transfer Operation

ENG 1 APU ENG 2
For a defueling or fuel transfer, operate the REFUEL / DEFUEL panel 800 VU X FEED
and the FUEL panel in the cockpit while watching the FUEL page on the lower F
ON
F
U U
ECAM display unit. E
OPEN
E
CTR TK
L L TK PUMPS R TK PUMPS L
1 2 P U MP 1 M OD E S E L P U M P 2 1 2
When defueling / transfer, the engine feed pumps are used to push the fuel FAULT FAULT
A
U
through the engine feed pipeline and then by transfer valve through the re- OFF MAN
T
OFF OFF OFF
O
fuel lines.
To discharge at the refuel coupling:
FUEL L TK PUMP 1 & 2 LO PR
- set the MODE SELECT switch to DEFUEL / XFR position and check
that OPEN light comes on.
F.USED 1 F U E L KG F.USED 2
- put XFEED pushbutton ON and check that the valve is OPEN ( FUEL 0 FOB 0
panel on flight deck ) 8870

APU
- make sure that the REFUEL VALVES are CLOSED.
RIGHT
- on FUEL panel, switch ON the pumps of the tanks to be emptied. LEFT CTR
LO LO
30 2600 5500 700

When required tank quantity is defuelled, reset the system as follow: + 11 C + 10
C + 10
- on the FUEL panel, set XFEED pushbutton to OFF and the MODE SE-
LECT pushbutton to AUTO.
- on the REFUEL / DEFUEL panel set MODE SELECT to OFF and check FUEL QTY
KG X 1000
that OPEN light goes off. LEFT CTR RIGHT
NOTE: The flight unbalance limitation is 2000 KG. 00 2.60 6.20

HI. LVL.
For a fuel transfer from tank to tank: LEFT CTR RIGHT
REFUEL VALVES
- set the MODE SELECT switch to DEFUEL / XFR position and check
OPEN OPEN OPEN
that OPEN light comes on. NORM NORM NORM
SHUT SHUT SHUT
- put XFEED pushbutton ON and check that the valve is OPEN

MODE SELECT TEST
( FUEL panel on flight deck ) REFUEL HI LVL
BATT POWER
- set the refuel valve of the tank to be filled to OPEN OFF
- on FUEL panel, switch ON the pumps of the tank to be emptied. OPEN LTS
DEFUEL/XFR
ON
KGX1000
When required quantity is transfered reset the system. 14.5 8.20
DEC INC CKPT END

DISTRIBUTION
28-20
REFUEL / DEFUEL SYSTEM COMPONETS

Component description Defuel / Transfer Valve
The defuel / transfer valve is in the center tank, on the rear spar. The valve
connects the main fuel pump system to the refuel gallery.
Refuel / Defuel Coupling
When open, the valve lets the fuel in the main fuel pump system be moved into
The single refuel coupling is positioned beneath the RH wing ( and LH wing
the refuel gallery.
optional ) leading edge.It is a 2.5 inch diameter self - sealing coupling,flange
bolted to the refuel pipeline. This lets the fuel be:
When not used the coupling is fitted with a pressure blanking cap, which pro- – moved from one tank to the other
vides a second seal. – delivered to the refuel / defuel coupling for removal from the aircraft
An actuator operates the transfer valve, the clamp attaches the actuator to the
defuel / transfer valve.
Gravity Refueling Adapter
The MODE SELECT switch, on the refuel / defuel control panel controls the
An overwing gravity feed fueling adapter and cap is provided in each wing for position of the valve.
gravity refueling directly into the outer cell
When the valve is open, the OPEN light ( adjacent to the switch on the refuel /
defuel control panel ) will come on.
Refuel Valves
Each refuel valve comprises a canister and valve assembly. A valve assembly
may be removed from a canister without lossof fuel.
1 Defuel Transfer Valve
The canister inlet and outlet being sealed by a spring loaded sleeve valve and
flap valves respectiely. CTR TANK
REAR SPAR
The canisters are flange bolted within the tanks. to the front spar in each wing
tank and to the rear spar in the center tank. A valve assembly is inserted to its ACTUATOR
TRANSFER VALVE
canister from outside the tank.
The valve is actuated by a solenoid which is energized when the MODE SEL
switch is set to REFUEL and the associated REFUEL VALVE switch is set to
OPEN or NORM.
A manual plunger will, when depressed, open the valve mechanically. The
valve will close again when the plunger is released.
V - CLAMP SEE / FEEL

INDICATOR

DISTRIBUTION
28-20
Gravity Refuel Adapter

REFUEL CAP
ARROW PAINTED ADAPTER

ON TOP SKIN
Refuel Valve Refuel / Defuel Coupling

OUTBOARD
MANUAL PLUNGER
SOLENOID
FORWARD
FUEL INLET
CANISTER
SOLENOID
ACCESS PANEL
FUEL OUTLET 522JB ( 622JB )
READY TO
PRESSURE
MANUAL REFUEL LIGHT
BLANKING CAP
PLUNGER
Figure 29 Refuel / Defuel Sys. Components

DISTRIBUTION
28-20
Component Description ( Cont )
Pressure Relief Valve

Air Inlet Valve
The pressure relief valve is a simple poppet type check valve mounted on the
An air inlet valve is in the refuel gallery, adjacent to the rear face of the front
center tank RH wall.
spar ( RIB 16 ). The air inlet valve lets air into the refuel gallery after the refuel
procedure. It will relief fuel into the RH wing tank in the event of a center tank refueling
overflow. The vent pipe is not capable of channelling away the excess fuel at
Thus fuel can drain from the refuel gallery through the fuel drain valve.
an equivalent rate, as it is designed for airflow only.
A pipe extends from the valve to the outboad side of RIB21.
This pipe makes sure that the air inlet remains above the fuel level at all times.
This stops the gravity movement of fuel from one tank to the other.
A float makes sure that the refuel gallery drains only when the fuel level in the
outer cells fall to empty.
Fuel Drain Valve

A drain valve allows the fuel to drain from the refuel pipeline in each wing tank.
Fuel is free to flow through the valve except under pressure.
During refueling, the refuel pressure presses the spring loaded valve down to
its seating to prevent uncontrolled fuel flow from the valve.
A chek valve prevents reverse flow through the valve.
Diffusers
Diffusers are installed to the ends of the refuel lines in the tanks.
They direct the fuel into the tanks with a minimum of turbulence and electo-
static build - up.

Fuel from the refuel line ejects from the diffuser and is deflected across the
floor of the tank.

DISTRIBUTION
28-20
Air Inlet Valve
FLOAT
2 Fuel Drain Valve Diffuser ( Typical ) Pressure Relief Valve
RH INNER
CENTER TANK CELL
TYPICAL PERFORATED SECTION

ST0 RIB1
Figure 30 Refuel / Defuel System Components

FUEL SYSTEM A321
DISTRIBUTION
28-20
REFUEL / DEFUEL SYSTEM DESCRIPTION A321

System Description
A single refuel / defuel receptacle is located in right wing leading edge. The wing tank refuel valves are connected to a duct, discharging the fuel into
the tanks. Fuel enters the tanks passing a diffuser, preventing build up of elec-
– Optionally one additional receptacle can be installed in leftwing.
tro static charge.
The receptacle is connected to a fuel fill gallery, running inside the tanks from
Top Up:
right to left wing.
During automatic refueling, the fill valves will close before selected level is ob-
Three solenoid operated refuel valves are connected to the refuel gallery. The
tained. This is started 5 seconds after the primary fill quantity has been
wing tank valves are located on the tank front spar in the inner cell area. The
reached
center tank valve is on the rear spar in the center tank area.
The FQIC calculates the final level in the individual tank, using the actual tank
A refuel / defuel control panel is located at the lower right fuselage. density, high level values ( if appropriate ) and the the actuell quantity prese-
or the refuel / defuel panel can be located on the lower surface of the lected.
RH wing next to the refuel receptacle.
The fill valve will open again, when level is not correct within + / - 100 kg.
– Optionally an additional refuel panel can be installed on the cockpit At the end of the top up, the refueling is completed.
overhead panel. When the pre-selected level is reached, the refuelling will stop automatically by
deenergizing the refuel valve solenoids the ”END” light will illuminate..
System Operation General
NOTE! Refueling at both right and left receptacle simultaneously is not Refueling may be performed with battery power onIy.
permittet. Refuel pressure at the couplings is max 50 psi ( 3.45 bar ) The refuel valves can be opened manually in case of solenoid failure or if
power is not available.
This will give the following flow rates:
all tanks ~ 1400 l / min
A HI LVL sensing system prevents the tanks from being overfilled.
This is an average flow rate of 1400 l / min ( 370 USG / min ), which will fill the
tanks from empty in approximately 20 minutes.
A defuel / transfer valve can be opened from the refuel control panel.
The valve will connect the fuel feed line with the fuel fill line and is operated for
When automatic refueling is performed, the required total fuel quantity is
defuel of the aircraft, or for transfer of fuel between the tanks.

pre-selected with the rocker switch on the refuel control panel.When selected
fuel level is above full wing tanks, the center tank valve will open allowing si- The wing tank booster pumps are used to pressurize the fill line during defuel-
multaneous filling of all tanks. ing and transfer of the wing tanks.
The refuel valve solenoids receives power for opening through the control If there is fuel in the center tank, you must move the fuel in the wing tanks be-
panel. fore you can defuel the aircraft completly.
Gravity refueling of the wing tanks are possible through fill ports on the wing
upper outer surface.

FUEL SYSTEM A321
DISTRIBUTION
28-20
REFUEL PANEL REFUEL RECEPTACLE COCKPIT REFUEL PANEL ( OPTIONAL )

FUEL QTY
KG X 1000 PRESELECTED REFUEL ACTUAL
LEFT CTR RIGHT KGX1000
2.80 2.40 3.00

10.5 8.26
HI. LVL.
LH RECEPTACLE DEC INC CKPT END
OPTIONAL
LEFT CTR RIGHT
REFUEL VALVES PWR REFUEL CTL
OPEN
FAULT VALVE
OPEN OPEN
NORM NORM NORM ON ON
SHUT SHUT SHUT
MODE SELECT TEST CTR TK TRANSFER

BATT POWER
REFUEL HI LVL ON VALVE
OFF
HI LVL SENSOR
OPEN LTS
DEFUEL/XFR NORM

KGX1000
14.5 8.20 REFUEL RECEPTACLE
DEC INC ( OPTIONAL )
CKPT END
ENG FEED LINE
DEFUEL TRANSFER
REFUEL VALVE VALVE
OVERWING GRAVITY
REFUEL PORT
HI LVL SENSOR REFUEL LINE
DIFFUSOR
REFUEL VALVE
CROSSFEED VALVE
AIR INLET VALVE MANIFOLD DRAIN VALVE
Figure 31 Refuel / Defuel Schematic A321

STORAGE
28-10
INTERCELL TRANSFER SYSTEM

Fuel Management Operation
When the fuel is used, the center tank will be emptied first, followed by the left The operation of the intercell transfer valves is controlled automatically by the
and right wing tank inner cells. Fuel Level Sensing Control Unit ( FLSCU ) and the Fuel Quantity Indicating
When a low level sensor in one of the inner cells, detects less than 75O kg, the Computer ( FQIC )
fuel transfer valves in the rib between inner and outer cells will be opened and When the low level sensors are dry, the FLSCU sends an open signal to the
the fuel will transfered by gravity into the inner cells. related actuators.
Fuel transfer from outer cell to inner cell will always be simultaneously on left When open, the intercell transfer valves will not close until the next refuel
and right wing and will take place when the first of four level sensors are ex- operation. At the start of a refuel operation the intercell transfer valve actuators
posed to air. are sent a close signal by the FQIC.
Intercell transfer valve position information is sent to the Display Management
General
Computer (DMC) by the FQIC and the FLSCU. The DMC sends intercell tan-
The intercell transfer system has: sfer system and valve position data to the ECAM.
- two intercell transfer valves
The intercell transfer valve position is shown on the SD FUEL page. If specified
- two intercell-transfer-valve actuators failures occur:
- two intercell-transfer-valve drive shafts - a warning is shown on the EWD
One intercell transfer valve is on the outboard side of RIB 15 - the Flight Warning Computer ( FWC ) operates the audible warning and
near to the bottom of the rib and the wing front spar. causes the MASTER CAUT light to come on.
The other intercell transfer valve is on the inboard side of RIB 15 near to the If both intercell transfer valves in one tank fail to open when commanded:
bottom of the rib and the wing rear spar.
– the Fuel Quantity Indication ( FQI ) for the related outer cell goes amber in
One intercell-transfer-valve actuator is on the front face of the wing front spar. color and is shown boxed. This is to indicate that the outer cell fuel is
The other intercell-transfer-valve actuator is on the rear face of the wing rear unusable
spar.
– the Fuel On Board ( FOB ) indication on the SD FUEL page is shown amber
Thus the actuators can be replaced without access to the related fuel tank. and boxed. This to indicate that the FOB is not fully usable.
– the FOB indication on the ECAM EWD is also shown amber and half boxed.
FRA US-T gs 23.02.99. Page: 66

STORAGE
28-10
F.USED 1 F U E L KG F.USED 2
0 FOB 0
3850
APU
LEFT CTR RiGHT
700 1800 0 650 700

+ 11 C + 10 + 11 C + 10
L L
L L
OPEN
LATCH CIRCUIT
FQI COMPUTER FLSCU NO 1 FLSCU NO 2
Figure 32 Intercell Transfer System

STORAGE
28-10
SCHEMATIC
A3 IN THE APPENDIX

STORAGE
28-10
BITE TEST
& POSITION
DATA
LO LVL R WING CHANNEL B

TO 28-46-00 REFUEL
SELECTED
LOW
BITE TEST
& POSITION
NORM DATA
FROM 28-46-00 LS 1 3QT FQIC

OPEN
OPEN
SHUT
9QJ FLSCU 2
M
OPEN SHUT
2QB FUEL/XFR
VALVE 1 WING/R LOW SHUT
1158VD DIODE 1158VD DIODE
801PP NORMAL MODULE MODULE
28V DC 12QP ACTUATOR TRANSFER VALVE
ESS BUS / R REAR SPAR
SHEDDABLE
NORMAL
6QP RELAY R WING TK
TO CB MONITORING LOW LVL CHANNEL B
SYSTEM LATCHED
13QP RELAY L OR R
REAR XFR VALVE OPEN
LO LVL L WING CHANNEL A

TO 28-46-00
LOW
NORM
1158VD DIODE
FROM 28-46-00 LS 1 MODULE
7QJ FLSCU 1
1QB FUEL/XFR OPEN

VALVE 1 WING/L LOW OPEN
801PP NORMAL SHUT
28V DC
ESS BUS /
SHEDDABLE M
5QP RELAY R WING TK

TO CB MONITORING LOW LVL CHANNEL A OPEN SHUT
SYSTEM
SHUT
11QP ACTUATOR TRANSFER VALVE

NOTE: SYSTEM 1 SHOWN, SYSTEM 2 SIMILAR L REAR SPAR
Figure 33 Fuel Transfer Valve Elec. Schematic

FUEL SYSTEM A 319 / 320
STORAGE
28-10
Intercell Transfer System ( Cont )

Component Description
Intercell Transfer Valve Actuator
The intercell transfer valve actuator has an electrical motor that drives a differ-
ential gear. The differential gear engages a drive spindle that has a master
Intercell Transfer Valve key-way to engage the valve drive shaft.
The intercell transfer valve has. One operation of the electrical motor will turn the ball valve through 90 deg. to
– a housing open or close the valve.
– a ball valve Limit switches in the actuator control this 90 deg. movementand set the electri-
– a valve spindel cal circuit for the next operation.
– two end retainers A V-band clamp attaches the actuator to the flange of the actuatur mounting of
The ball valve is in the housing and is keept in position by the two end the drive shaft.
retainers. A location dowel makes sure that the actuator engages the actuator mounting
correctly. A see feel / indicator gives the valve position, without removal of the
One of the retainers has four holes for installation to the RIB15. The ball valve
actuator or entry to the fuel tank.
has a master key-way that engages the valve spindle, and a hole to allow fuel
through when open.
The valve spindle has splines at one end for installation of the related drive Jet Pumps
shaft. Ref. Main Fuel Pump System ( Scavenge Jet Pumps )
Intercell Transfer Valve Drive Shaft

The drive shaft is in three pieces that are connected by two univesal joints.
The universal joints permit lateral movement of the drive shaft in its installed
position.
One end of the drive shaft has internal splines that engages the valve spindle
to the splines of the intercell transfer valve.
The other end of the drive shaft has a master key-way to engage the intercell
transfer valve actuator.
The mounting plate is on the drive shaft and attaches to the inner face of the
related fuel tank.

FUEL SYSTEM A 319 / 320
STORAGE
28-10
Transfer Valve & Jet Pump Installation
o
VALVE DRIVE SLOT
VALVE ACTUATOR
o JET PUMP
VALVE POSITION DRIVE ASSEMBLY

INDICATOR
UNIVERSAL JOINT
TRANSFER VALVE
Figure 34 Intercell Transfer System Components

DISTRIBUTION
28-20
MAIN FUEL PUMP SYSTEM

General Description Crossfeed System
When the system is in operation, each main pump supplys fuel to: A Cross-feed valve connects left and right fuel feed system. To provide
– its related engine ” any tank to any engine supply ”.
– the crossfeed system When closed, the valve divides the main fuel pump system into two parts, one
– the refuel defuel system ( for pressure defueling / fuel transfer ) part for each engine.
If specified failures occur:
– a warning is given on the EWD APU Suply
– the FUEL page shows on the SD A dedicated APU fuel pump may automatically supply the APU if the booster
pumps are not operating.
The APU boost pump takes fuel from the left side feed line and is operated by
Engine Supply AC Bus 1 or by the batteries via the static inverter.
The fuel is supplied to the Engines by six Centrifugal Booster Pumps. Two The APU booster pump will start when the APU master switch is selected to
pumps are located in the center tank and two pumps in left and right wing tank ON and the fuel pressure in the feed line is below 22 psi.
inner cell.
The pumps are controlled by switches on the overhead panel.
The system is designed for minimum pilot work load. During preflight check list, Refuel Defuel System
all pump switches, provided fuel in the tanks, are switched on. Description see page 48.
A Mode selector switch provides center tank boost pump control.
The fuel system will now operate without further interference from the Pilots,
throughout the flight.
The individual pump is installed in a cannister containing a slide valve, permit-
ting pump replacement without draining the tank.
Each pump canister has an intake pipe fittet with a strainer.
Pump output pressure is 30 PSI. Sequence valves mounted on the wing tank
boost pumps reduces the output pressure to 25 PSI, thus giving priority to the
center tank pumps, whenever they are operating.
A bypass pipe with check valve in each wing tank, enables the engine to obtain
fuel by suction if both wing tank pumps fail.The suction valve is closed by the
pump pressure.
Fuel Low Pressure valves in the supply lines will close and isolate the engine or
the APU when stopped, or when the respective FIRE pushbutton is activated
FRA US T gs 19.04.99 Page: 72

DISTRIBUTION
28-20
ENG 1 APU ENG 2

X FEED
F F
ON
U U
OPEN
E E
L TK PUMPS CTR TK R TK PUMPS
L 1 2 PU MP 1 M ODE S E L P U M P 2 L
1 2
A
U
OFF T OFF OFF OFF
MAN
O AIR RELEASE VALVE
TO ENGINE 1 SEQUENCE VALVE
ÇÇ
LOW PRESSURE VALVE ÇÇ
M M
ÇÇ
ÇÇ
Ç
M M M M S
Ç
ÇÇ
DEFUEL XFER VALVE

CROSSFEED VALVE
APU PUMP
APU LOW PRESS: VALVE
SCAVENGE JET PUMP
BYPASS PIPE
Figure 35 Fuel Feed System A319 / 320

DISTRIBUTION
28-20
COMPONENTS Fuel Pump Removal Tool

Fuel Feed Pump
All six pumps are identical. The pump has a motor driven impeller which deliv-
ers fuel at 4989 kg / hr at 30 psi.
The pump is operated by 3 phase l l5V AC. Non -resetable thermal fuses fittet DRAIN PLUG
to the pump prevent the temperature of the electric motor from rising above
175°C.
If the temperature of the pump increases to more than 175°C the fuses oper−
ate. This causes the pump to stop. It cannot operate again and must be re−
placed.
The pump is installed in a canister so that the pump can be removed without
having to drain the fuel tank.
As the pumps are cooled by fuel, pump operation should be avoided when fuel
tank is empty.
Fuel Pump Canister

The canister, boltet to the tank floor, contains a slide valve that closes the fuel
inlet port when the pump is removed.
When the pump is installed, it holds the slide valve in open position.
The wing tank canister has two primary fuel outlets.
One outlet contains the outlet valve and is the fuel supply to the engine feed
pipe.The other outlet has a sequence valve.
The center tank canister has only one outlet to the engine feed system.
A small opening in the side of the canister ( wing & center tank ) connects the
pressure from the fuel pump to, the related pressure switch and to the scav-
enge jet pumps.
Sequence Valve
Sequence valves are pressure relief valves attached to the secundary outlets
on the wing tank pumps only.
These valves prevent the pump outlet pressure rising above 25 psi.
This pressure is lower than center tank pump output pressure and therefore
permits center tank delivery to predominate.

DISTRIBUTION
28-20
Fuel Pump Canister and Strainer
Ç
STRAINER
Ç
M M
Ç
ÇÇ
M M M M S
ÇÇ
Wing TK Fuel Pump
SEQUENCE
VALVE
PUMP CANISTER
OUTLET
INLET
Figure 36 Fuel Feed System Components

DISTRIBUTION
28-20
Component Description ( Cont )

Pump Pressure Switch
Air Release Valve
The pressure switches monitor the output pressure of the fuel pumps. They are
An air release valve is installed in the left and right engine fuel feed line at the
installed on the rear face of the wing and center tank rear spar.
highest point inside the tank, it will allow air but not fuel to escape from the fuel
line. A banjo-connection and a pressure pipe connect the pressure switch to the fuel
pump. If the pressure from the main pump decreases to less than 6 psi the
The air release valve body houses a diaphragm and a float and is capped by a
pressure switch:
rubber check valve.
– puts on the amber FAULT light in the related main pump P/B switch
Under pump pressure the diaphragm operates to permit air to bleed from the
pipeline as it fills with fuel. – sends a signal to the ECAM system
Fuel loss is prevented by the float which lifts to close the valve. – sends a signal to the Fuel Level Sensing Control Unit ( FLSCU )
The check valve prevents air being sucked back into the line.
Scavenge Jet Pump

The scavenge jet pumps are in the wing tank on the rear spar between RIB 15
and RIB 16 and in the center tank on the rear spar.
The one wing tank jet pump move fuel which has entered the wing surge tank,
via the fuel tank vent system, to the rear intercell transfer valve.
The other wing tank jet pump move fuel caught in the wing tank outer cell to
the rear intercell transfer valve.
The center tank jet pumps move fuel caught in the center tank to the related
tank main pump inlet.
When assembled to the related tank rear spar the screwed insert can be re-
moved, if necessary, from outside the tank.

DISTRIBUTION
28-20
Air Release Valve
M M
Ç
Ç M M M M S
Ç
Scavenge Jet Pump Pump Pressure Switch

DISTRIBUTION
28-20
MAIN PUMP CONTROL

Wing Tank Pump Control (Typical)
Wing Tank Pumps
175°C
The wing tank pumps of the main fuel pump system are manually controlled.
204 XP
Normally the two pumps in the wing tank supply an engine. But, one pump can 115V AC
BUS 2 A
supply the necessary fuel for an engine.
The L/H - R/H TK PUMPS P/B switches are usally set on together. The main B
pumps then operate continuously. If one main pump has a failure ( or is set to FUEL / L WING
C TK / PUMP 2 SPLY
OFF ), the other pump will continue to supply fuel to its related engine. TK PUMP 2 L WING
PUMP CNTOR
L WING TK PUMP
Center Tank Pumps
The center tank pumps have two modes of operation:
– manual ÄÄ
ÄÄÄÄÄÄÄÄ
Ä
115V
ÄÄÄÄÄÄÄÄ
AC
FAULT
– automatic OFF
36LP XFMR- SYS 2
OFF
202PP
In manual mode ( MODE SEL P/B switch released out ), the operation of the 28V DC
ON
BUS 2 FUEL / PUMPS 2
pumps is controlled by the CTR TK PUMPS P/B switches. R CTL AND L IND
In automatic mode ( MODE SEL P/B switch pushed in ) the center tank pumps
204PP
are controlled by the Fuel Level Sensing Control Unit depend on, slats position, 28V DC TO SDAC
BUS 2
wing and center tank low level sensors. FUEL / PUMPS 2
L CTL AND R IND P/B SW FUEL
L TK PUMP / 2
If the CTR TK PUMPS P/B switches set to ON:
During engine start, regardless of the slats position, the center tank pumps will
ÄÄÄÄÄÄÄÄÄ
ÄÄ
operate for two minutes to scavenge any water in the tank before take off.
ÄÄÄÄÄÄÄÄÄ
ÄÄ
On ground, before take off, when slats are extended, the center tank pumps
ÄÄ ÄÄ
will stop and the fuel will be supplied by the wing tank pumps. FILAMENT TEST
During climb, when slats are retracted below 16° the center tank pumps will
start and the higher pressure will give priority to the center tank pumps.
The pumps will now operate untill center tank low level plus five minutes is ob- ÄÄ
ÄÄ ÄÄ
ÄÄ
ÄÄ ÄÄ
tained. Fault inhibit relays do not let the FAULT annunciators come ON during LO
ÄÄ ÄÄ
the five minute periode. HI
ÄÄÄÄÄÄÄÄÄ
ÄÄ
If left or right wing tanks, due to the IDG oil cooling system, reach full level, the SYS FAULT
P
center tank pumps will be stopped untill underfull level in wing tanks are TO SDAC RELAY
sensed. Underfull level is approximately 500 kg below full level. PRESS SW FUEL PUMP BOARD-ANN LT TEST & INTFC

DISTRIBUTION
28-20
2XP
AC BUS 2 PUMP CONTROL
175°C
C ENG 1 APU ENG 2 CTR TK PUMP

X FEED
F F
ON
U U
OPEN
E E
L TK PUMPS CTR TK R TK PUMPS
L 1 PUMP 1 MODE S E L P UM P 2 L
2 1 2
A MODE SELECTOR
U
OFF T OFF OFF OFF
FAULT LIGHT
MAN
O
OFF MAN
AUTO
STOP
28V DC
ON AUTO
INNER CELL FULL LVL

( IDG COOLING )
SLATS > 16°
ENG START TD
2 MIN
L WING TK < 5000 kg
CTR TK > 250 kg
N 2 IDLE
NOT REFUEL
CTR TK > 250 kg

L
CTR TK LOW LVL
TD
5 MIN
R WING TK < 5000 kg
A
T
C FQIC
REFUEL PNL DOOR
RESET H
Figure 38 CTR TK PUMP Control Logic

FUEL SYSTEM A321
DISTRIBUTION
28-20
MAIN FUEL PUMP SYSTEM

General Description Refuel Defuel System
When the system is in operation, each main pump supplys fuel to: Description see page 62.
– its related engine
Recirculation System
– the crossfeed system
Description see page
– the refuel defuel system
– the recirculation cooling system Main Transfer System
– the main transfer system The main transfer system controls the flow of fuel from the center ( transfer )
tank to the two wing tanks.
Engine Supply The Fuel Level Sensing Control Unit ( FLSCU ) automatically controls the sys-
The main fuel pump system supplys the fuel from the wing tanks to the en- tem , but the crew can if necessary, manually control it from the cockpit.
gines. Two jet pumps and two transfer valves are installed instead of center tank
The system has four main fuel pumps, two in each wing. boost pumps.
The main pumps in each wing operate together to supply the fuel to their re- The jet pump delivers the fuel from the center tank to the respective wing tank.
lated engine.The pumps are controlled by switches on the overhead panel. Operating pressure for the jet pump is taken from the related wing tank pumps.
The individual pump is installed in a cannister containing a slide valve, permit- The jet pumps are controlled by the center tank transfer valves.
ting pump replacement without draining the tank.
If specified failures occur:
A bypass pipe with check valve in each wing tank, enables the engine to obtain
fuel by suction if both wing tank pumps fail.The suction valve is closed by the – a warning is given on the EDW
pump pressure. – the FUEL page shows on the SD
Fuel Low Pressure valves in the supply lines will close and isolate the engine or In case of jet pumps failure, fuel from the center tank spills by gravity through
the APU when stopped, or when the respective FIRE pushbutton is activated. the jet pump and a check valve into the wing tank, when the fuel level in the
wing tank reached a certain level.
In this case 2000 kg remain in the center tank as unusable fuel.
Crossfeed System
NOTE: In case of wing tank opening the center tank must be emptied.
Same as A319 / 320.
APU Supply
Same as A319 / 320.

FUEL SYSTEM A321
DISTRIBUTION
28-20

OPEN
F F
U ON
U
E E
L L TK PUMPS CTR TK CTR TK R TK PUMPS
L
1 2 L XFR M ODE S E L R XFR 1 2 AIR RELEASE VALVE PRESSURE RELIEF VALVE
A
U JET PUMP
OFF MAN T OFF OFF OFF
O
CTR TK TRANSFER
TO ENGINE 1 VALVE
Ç
IDG RETURN LINE
M M
M M
M M M M S
ÇÇ
Ç ÇÇ
DEFUEL XFER VALVE

CROSSFEED VALVE
APU PUMP
APU LOW PRESS: VALVE
Figure 39 Fuel Feed System A321

FUEL SYSTEM A321
DISTRIBUTION
28-20
COMPONENTS
Wing Tank Pumps
Same as A319 / 320. Control Valve
The control valve is a ball valve and is attached to the upper face of the center
tank bottom skin.
Fuel Pump Canister The valve is driven by an actuator. The actuator has an electrial motor that
The canister has two primary fuel outlets. One outlet contains the outlet valve drives a differential gear to turn the ball valve to 90°.
and is the fuel supply to the engine feed pipe. Limit switches in the actuator control this 90°movement and set the electrical
The other outlet is the fuel supply to the jet pump. circuit for the next operation.
A small opening in the side of the canister connects the fuel pump to: A V-Band clamp attaches the actuator to the flange of the drive assembly. A
– the related pressure switch location peg makes sure that the actuator engages correctly.
– the recirculation system The see / feel indicator gives an indication of the valve position without removal
of the actuator.
Pump Pressure switch

Same as A319 / 320.
Jet Pump
The jet pump and its related strainer is attached to the bottom skin of the
center tank ( between FR36 and FR42 LH and RH side )
The jet pump has two fuel inlets, the pressure inlet and the suction inlet.
The jet pump body has a flange at the suction inlet. The flange attaches the
strainer to the jet pump and the pump to the bottom skin of the tank.
When fuel from the pressure inlet goes through the jet nozzle, it causes a suc-
tion at the suction inlet.
The flow of fuel goes through and out of the jet pump outlet body.
A non returne valve prevents an opposit flow through the jet pump.
Strainer
The strainer is attached to the jet pump and removes contamination from the
fuel that enters the related pump.

FUEL SYSTEM A321
DISTRIBUTION
28-20
Jet Pump Control Valve
M M
M M
FROM THE
MAIN FUEL PUMP
VALVE
M M M M S
TO THE JET PUMP
Jet Pump & Strainer Discharge Check Valve

FROM CTR
VALVE
CENTER TANK RIB 1
BOTTOM SKIN
SEE / FEEL INDICATOR

ACTUATOR
TO WING TK
CHECK VALVE

FUEL SYSTEM A 321
DISTRIBUTION
28-20
MAIN TRANSFER SYSTEM
Manual Operation
Center Tank Transfer Control Logic The crew have manual control of the transfer system when they
As long as the fuel is transfered from center ( transfer tank ) to wing tank, the – release out ( MAN ) the MODE SEL switch
wing tanks are still full and will tend to overfill – push in the CTR TK L XFR ( CTR TK R XFR ) switch
In this case the transfer operation will stop when full sensors are wet. In this configuration the jet pumps will operate continuously until the related
Wing tank fuel is then supplied to engine until 200 KG of fuel have been used CTR TK XFR switch is released out.
i.e. at least one underfull sensor is dry, the logic circuit then restarts the center
tank transfer operation.
Main Transfer System Fault Indication
The main transfer system has FAULT annunciators on:
Automatic Operation
– the MODE SEL P/B switch
The Fuel Level Sensing Control Unit has automatic control of the main transfer
system when: – the CTR TK XFR P/B switches
– the MODE SEL switch is pushed in ( AUTO ) If a fault occures in the main transfer system, the related FAULT annunciator
will come on. A failure message will be shown on ECAM ( FUEL R ( L ) XFR
– the related CTR TK XFR switch is in ON VALVE FAULT ).
The FAULT annunciator of the MODE SEL P/B switch will only come on in the
The control valves are automatically set to open or closed, independently of AUTO configuration. If it comes on, the P/B switch must be set to OFF.
each other.Each jet pump will supply fuel to the related wing tank, when its The FAULT annunciator of the CTR TK XFR switches can come on in the
control valve is open. AUTO or the MAN configuration. If it comes on, the related P/B switch must be
A control valve will open when the related UNDERFULL sensor is dry and the set to OFF.
related LOW LVL sensor is wet. If one of the CTR TK XFR switches is set to OFF:
A control valve will close when the related FULL sensors become wet again. fuel will be transfered from the ctr tank to one wing tank only. The crew
A signal is given to a time delay relay when the related LOW LVL sensor be- must crossfed fuel from one wing tank to the other to keep aerodynamic
comes dry. The control valve stays open for five minutes and then closes. ballance of the aircraft.
If a LOW LVL sensor becomes wet again during this five minute periode the
related control valve will stay open. This cycle continues until the LOW LVL
sensor stays dry for the five minute periode. The related control valve then Gravity Transfer
closes and the center tank is empty. Gravity transfers fuel from the center tank if the two CTR TK XFR switches are
a fault inhibit circuit do not let the FAULT annunciators come on during the set to OFF. Fuel only gravity transfers to the wing tanks when the level of fuel
five minute periode. in the center tank is greater than that in the wing tanks.
When gravity transfer is in operation, approximately 2000 kg of unusable fuel
will remain in the center tank.

FUEL SYSTEM A 321
DISTRIBUTION
28-20

OPEN
F F
U ON
U
Ç
E E
L L TK PUMPS CTR TK CTR TK R TK PUMPS
Ç
L
1 2 L XFR M ODE S E L R XFR 1 2
A
FAULT FAULT U
T OFF OFF F
O
M M
M M
U
L L
M M M M S
F U
FROM FLSCU 2
TD 5 min OPEN
L WING TK < 5000 kg ON SHUT

CTR TK > 250 kg
NOT REFUEL
OFF LEGEND:
CTR TK > 250 kg FLIP -
R WING TK < 5000 kg FLOP SENSOR WET = LOGIC 1
VALVE SHUT = LOGIC 1
FLSCU 1 0 = OVERFLOW
FQIC
U = UNDER FULL
F = FULL
L = LOW LEVEL
Figure 41 CTR Tank Transfer Logic

FUEL SYSTEM A319 / 320 / 321
DISTRIBUTION
28-20
CROSSFEED SYSTEM
System Description When the X FEED P/B switch is pushed / released the two electric motors are
energized and the valve turns to the related position.
The valve of the crossfeed system is usually closed, and in this configuration it
divides the main fuel pump system into two parts ( one for each engine ). The valve signals its position to the ECAM FUEL page display.
When the valve is open, the two fuel supplyers are connected together. Thus
the two engines can be supplied with fuel from one of the wing tanks or from Indidcating
the two wing tanks.
The valve position is shown on the FUEL page of the ECAM System Display. If
The crossfeed system is operated manually by the X FEED P/B switch on the a failure occures the FUEL page is shown automatically on the SD.
fuel control panel in the cockpit.
System Failures:
The Engine / Warning Display and the System Display give crossfeed informa-
tion to the crew. If specified failures occure: – If the valve is not in the set position
– a warning is given on the EWD the message FUEL X FEED FAULT is shown on the Engine / Warning
– the FUEL page shows on the SD Display ( EWD ).
the crossfeed valve indication is shown amber on the ECAM SD FUEL
page
Crossfeed Valve
The crossfeed valve body is attached to the foreward face of the rear spar of
the center tank with four studs. The studs also attach the drive assembly to the BITE Test
rear spar of the tank. The crossfeed system has current comparator that compares the current sup-
The drive assembly has a flange to which the actuator is attached with a plied to the two actuator motors. The current comparator is monitored by the
clamp. Fuel Quantity Indicating Computer (FQIC ).
The valve actuator has two electrical motors which drive the same differential The FQIC reports crossfeed actuator motor failures to the CFDS.
gear to turn the ball valve through 90°. Limit switches in the actuator control
this 90° movement and set the electrical circuit for the next operation.
One of the two motors can open / close the valve if the other motor do not op-
erate.
A location peg makes sure the actuator engages correctly during installation.
Operation / Control
The crossfeed valve is controlled manually. To operate it is necessary to have:
– the 28V DC BUS2 and the 28V DC ESS. SHED BUS energized
– the cicuit breakers 1QE and 2QE closed

FUEL SYSTEM A319 / 320 / 321
DISTRIBUTION
28-20
Ç CTR TANK
ENG FEED LINE

REFUEL LINE
FILAMENT TEST SYS FAULT
RELAY
BOARD-ANN LT
TEST & INTFC
M M M M S
SDAC 1
TEST
SDAC 2
REL TEST SYSTEM 1
& ESS OPEN
OPEN
ON SHUT
115V
AC
XFMR - ESS
CROSSFEED VALVE
MONITOR
SHUT NO 1
FQIC
M
FUEL X FEED / SHUT

VALVE MOTOR 1 OPEN
801PP
28V DC OPEN
ESS BUS TO CB MONITORING
SHEDD SYSTEM DET SHUT
COMPTR
NO 2
FUEL X FEED / DET
VALVE MOTOR 2 OPEN M
206PP
28V DC
BUS 2 TO CB MONITORING
SYSTEM
P/B SW - FUEL X FEED ACTUATOR FUEL X FEED VALVE
CURRENT COMPARATOR
Figure 42 Crossfeed Valve Control Cicuit

FUEL SYSTEM A319 / 320 / 321
DISTRIBUTION
28-20
ENGINE LP FUEL SHUT OFF

System Description Operation / Control
The engine LP fuel shut-off system controls the LP fuel valves. Each LP fuel The engine LP fuel shutoff system is controlled manually. To operate the sys-
valve isolates its engine from fuel supply at the front spar. tem it is necessary to have:
The related ENG MASTER switch controls the operation of the LP fuel valve. – the 28V DC ESS BUS 1 and the 28V DC BUS 2 energized
But if the related engine FIRE PUSH switch is operated the LP fuel valve – the circuit breakers 1QG, 2QG, 3QG, 4QG closed
closes. When the No1 ENG MASTER switch is set to OFF / ON the open or shut side
if the LP fuel valve of one engine is closed, all the fuel in the aircraft is still of the actuator motor is energized. The actuator then turnes the valve to the
avialable to the other engine. related position.
The Engine / Warning Display and the System Display give LP shut off infor- But the operation of the ENG1 FIRE PUSH switch always overrides an ON
mation to the crew. If specified failures occure: selection and closes the valve.
– a warning is given on the EWD ( only the operation of valve No1 is given,valve circuit 2 is similar )
– the FUEL page shows on the SD
Indicating
LP Fuel Valve The valve actuatotrs send position data to the System Data Aquisition Concen-
The LP fuel valve is installed between the engine pylon and the front face of trators ( SDAC1 and SDAC2 ). The SDACs process the data and send it to the
the wing front spar. ECAM which shows the information on the FUEL page.
The valve body contains a ball vave. Each LP fuel valve has an actuator .The
interface between the actuator and the valve is a valve spindel.The actuator is If electrical failures occure in the LP shut off systemthey cause:
attached to the valve with a clamp. – the Flight Warning Sytem ( FWS ) to give an aural and visuell warning
The LP valve actuator has two electrical motors which drive the same differen- – the ECAM to show a failure message on EWD, and the FUEL page to show
tial gear to turn the ball valve through 90°. Limit switches in the actuator con− on the SD.
trol this 90° movement and set the electrical circuit for the next operation.
The warning message given is:
One of the two motors can open / close the valve if the other motor do not op-
erate. ENG1 LP VALVE FAULT
The two motors get their power supply from different sources. If demage oc- This shows that the No1 LP fuel valve is not in the set position.
curs to the electrical circuit it is necessary to make sure that the valve can still
operate.Thus the electrical supply to each motor goes through a different rout-
ing.
The actuator drive shaft has a see / feel indicator which gives an indication of
the valve position without removal of the LP fuel valve.

FUEL SYSTEM A319 / 320 / 321
DISTRIBUTION
28-20
Ç
Ç
M M
M
NO 2
FIRE OPEN
LP VALVE / M
MOT2 / ENG 1
206PP
28V DC
BUS 2
SHUT
M
TO CB MONITORING
SYSTEM
NO 1
OPEN
ON
LP VALVE / M
MOT1 / ENG 1 OFF
401PP
28V DC
ESS BUS
SHUT
TO CB MONITORING OPEN
SYSTEM
ENG / APU
FIRE PNL REL AY ENG /
MASTER 1 SHUT
ENG 1 / HP ON ACTUATOR LP FUEL VALVE ENG 1

FUEL SOV
401PP
28V DC
ESS BUS OFF
CTL SW ENG /
MASTER 1
SDAC 2
SDAC 1
Figure 43 LP Shut Off Valve Circuit

FUEL SYSTEM A319 / 320 / 321
DISTRIBUTION
28-20
APU FUEL FEED
Pressure Switch
General Description The pressure switch has a cylindrical chamber with a bajo type head. A bolt
The APU usually takes its fuel supply from the LH engine feed line, but when secures it to a check valve on the rear spar.
the cross feed valve is open, the RH feed line can also supply the APU with The fuel pressure in the crossfeed line goes through the check and the banjo
fuel. head to operate a microswitch in the chamber.
Normally, the necessary fuel pressure is achieved by the main engine fuel When fuel pressure drops below 22PSI the microswitch closes and gives a sig-
pumps. The fuel pressure is monitored by the APU fuel pressure switch. nal to start the APU fuel pump.
If the fuel pressure in the APU feed line drops below 22 PSI, the APU fuel
pressure switch energizes the APU fuel pump to ensure a stable fuel supply to
the APU.
Fuel Feed Line
The APU fuel feed line connects the engine fuel feed line with the APU fuel
APU Fuel Pump distribution system.The APU feed installation includes:
The pump element is a centrifugal type impeller which is driven by a 3 phase a tube, installed from the crossfeed line to the top of the wing center tank
electrical motor, supplied with single phase 115V AC. ( immediately fwd of FR 42 ).
The fuel then circulates through the unit, cools and lubricates the pump ele- a double walled vent hose, installed from FR42 to FR80
ment. A thermal fuse, set at 175°C protects the motor from an overheat con−
dition. high pressure Teflon flexible hose
a fire sleeve from FR80 to the APU fuel inlet connection
a drain tube,which connects the vented shroud to the drain mast of the cen-
Pump Canister ter tank external ventilation system
The pump canister contains the pump and is attached to the center tank rear
spar. The engine fuel crossfeed and the APU fuel line are bolted to the canister
within the tank. Operation / Control and Indication
Ref. to ATA Chapter 49
APU Low Pressure Valve

One APU low pressure valve is located on the center tank rear spar. The valve
is operated by a dual DC motor.
The valve will open when the APU MASTER SW is selected to ON. Closing of
the valve is done by setting the switch to OFF position. In case of APU fire the
LP valve will close automatically.
A see / feel indicator is located on the actuator body and the valve position is
displayed on ECAM.
FRA US-t gs 26.05.99 Seite: Page: 90

FUEL SYSTEM A319 / 320 / 321
DISTRIBUTION
28-20
APU Low Pressure Valve

CTR TANK
WING TANK
REAR SPAR
ACTUATOR
M M M M S
SHUT OFF VALVE
APU Fuel Pump APU Pump Control Pressure Switch
PUMP ELEMENT
DRAIN PLUG WING TANK REAR SPAR
WING TANK REAR SPAR
PRESSURE SWITCH
PUMP CANISTER
Figure 44 APU Fuel Feed Components

FRA US-t gs 26.05.99 Seite: Page: 91
STORAGE CFM56 - 5
28-10
FUEL RECIRCULATION SYSTEM
General System Description

The IDG oil and the engine oil system cooling is provided with fuel as the pri- The FLSCU 1 or FLSCU 2 sends a signal to close the related fuel return valve
mary source for heat exchange. (through the FADEC ) if one of these conditions occure:
The Integrated Drive Generator ( IDG ) oil is cooled by part of the fuel supplied the temperature sensor in the wing inner cell sends a high fuel temperature
to each engine. During oil cooling the temperature of the fuel increases. signal ( 52.5° C approximately ).
The fuel recirculation system moves the warm fuel from the IDG cooling sys- the temperature sensor in the wing outer cell sends a high fuel temperature
tem back to the related wing tank. signal ( 55° C approximately ).
Each engine has a recirculation pipe which moves the warm fuel to the wing low fuel pump pressure occurs in a wing with crossfeed valve in closed
tank. The interface between each IDG cooling system and each recirculation position ( gravity fuel supply to the related engine ).
pipe is a Fuel Return Valve ( FRV ). low fuel pump pressure occurs in both wings with crossfeed valve in open
The FRV opens at low engine fuel flow if the engine oil temperature is position ( gravity fuel supply to both engine ).
above 93° C. the surge tank overflow sensor becomes wet.
The operation of the FRV is controlled by the Full Authority Digital Engine Con- the wing tank fuel contens decreases to 280 kg ( IDG shut-off sensor ).
trol ( FADEC ) system.
The system has ( for each engine ) : The temperature of the fuel in the wing inner and outer cell is given on the
– a recirculation pipe ECAM System Display FUEL page.
– a recirculation check valve Fuel temperature warnings are given on the Engine / Warning Display
– a pressure holding valve
Pump Logic
Control and Indication As long as fuel being delivered from the center tank to the engines, the wing
The recirculation system operation is full automatically, contolled by the two tank will tend to overfill as the recirculated fuel is delivered to the wing tanks.
FLSCU’s and their related sensors. In this case the center tank pumps will stop when the inner cell reaches the full
Two temperature sensors in each wing tank send the fuel temperature data to level.
the FLSCU’s. The fuel temperature data from the LH wing goes to the The wing tank pumps will now feed the engin untill approximately 500kg of fuel
FLSCU 1,while the data from the RH wing goes to FLSCU 2. have been used i.e. the underfull sensors are reached. The logic cicuit then
Thus the FLSCU 1 ( together with the No 1 FADEC ) controls the recirculation restarts the center tank pumps.
system in the LH wing. The FLSCU 2 ( together with the No 2 FADEC ) con-
trols the system in the RH wing.

STORAGE CFM56 - 5
28-10
TO BURNERS
LEGEND:
0 OVERFLOW SENSOR
HMU I IDG SHUT-OFF SENSOR

T TEMPERATURE SENSOR
F FULL SENSOR
HP PUMP U UNDERFULL SENSOR
IDG OIL COOLER
ECU
ENG OIL COOLER
EIU LP PUMP
FUEL RETURN VALVE

F
ÇÇ FROM FLSCU’s
FLSCU 2 U
M M
FLSCU 1 X FEED VALVE POS
BOOST PUMP LP I
T
T M M M M S
FROM SENSORS
0
TO CTR TK
BOOST
PUMPS
TO
PRESSURE HOLDING VALVE FLSCU S
Figure 45 Fuel Recirculation System

STORAGE CFM56 - 5
28-10
COMPONENTS
Reciculation Pipe
The recirculation pipe is between the FRV and the pressure holding valve at
the outboard face of RIB 17 in the wing tank.
Recirculation Check Valve

The recirculation check valve is attached to the lower surface of the wing bot-
tom skin in the engine pylon.
It connects the recirculation pipe from the engine to the recirculation pipe in the
wing. When the recirculation system is not in operation, it closes to prevent a
reverse fuel flow from the recirculation system to the engine.
Pressure Holding Valve

The pressure holding valve is in an adapter that attaches to the inboard face of
RIB 17. When the recirculation system is in operation, the valve keeps a pres-
sure of 15.5 psi in the recirculation pipe.
This pressure makes sure that the warm fuel in the pipe does not boil.

STORAGE CFM56 - 5
28-10
M M
RIB 17
VALVE BODY
Check Valve OUTLET OUTLET

INLET
INLET
INLET
Figure 46 Recirculation System Components

FUEL SYSTEM A321
STORAGE ( IAE V2500 )
28-10
ENGINE HEAT MANAGEMENT SYSTEM
General Description
The IDG oil and the engine oil system cooling is provided with fuel as the pri- The FLSCU 1 or FLSCU 2 sends a signal to close the related diverter & return
mary source for heat exchange. valve ( through the FADEC ) if one of these conditions occure:
The fuel downstream of the engine low pressure pump passes through the oil the temperature sensor in the wing tank sends a high fuel temperature
coolers to absorb the heat from the oil systems. signal ( 52.5° C approximately ).
Some of the fuel used in the heat management system may be returned to the low fuel pump pressure occurs in a wing with crossfeed valve in closed
wing tanks. position ( gravity fuel supply to the related engine ).
A ” fuel divider and return to tank valve ” is controlled by the Electronic Engine low fuel pump pressure occurs in both wings with crossfeed valve in open
Control ( EEC ). position ( gravity fuel supply to both engine ).
The fuel divider and return to tank valve controls the fuel flow path through the the surge tank overflow sensor becomes wet.
coolers and the return of fuel to the tank, as determined by the EEC. the wing tank fuel contens decreases to 280 kg ( IDG shut-off sensor ).
The EEC logic is a function of the temperatures in the fuel and oil systems, and
the engine power setting. The temperature of the fuel in the wing tanks is shown on the ECAM System
The fuel recirculation system has ( for each engine ) : Display FUEL page.
– a recirculation pipe Fuel temperature warnings are given on the Engine / Warning Display
– a cooling fuel pipe
– a piccolo tube Center Tank Transfer Control Logic
– a pressure holding valve As long as the fuel is transfered from center ( transfer tank ) to wing tank, and
– a recirculation check valve recirculated fuel is delivered to the wing, the wing tanks are still full and will
– a recirculation manifold tend to overfill
In this case the transfer operation will stop when full sensors are wet.
Wing tank fuel is then supplied to engine until 200 Kg of fuel have been used
Control and Indication
i.e. at least one underfull sensor is dry, the logic circuit then restarts the center
The recirculation system operation is full automatically, contolled by the two tank transfer operation.
FLSCU’s and their related sensors.
One temperature sensor in each wing tank send the fuel temperature data to
the FLSCU’s. The fuel temperature data from the LH wing goes to the
FLSCU 1,while the data from the RH wing goes to FLSCU 2.
Thus the FLSCU 1 ( together with the No 1 EEC ) controls the recirculation
system in the LH wing. The FLSCU 2 ( together with the No 2 EEC ) controls
the system in the RH wing.

FUEL SYSTEM A321
28-10
LEGEND:
0 OVERFLOW SENSOR
TO BURNERS
FMU I IDG SHUT-OFF SENSOR
T TEMPERATURE SENSOR
F FULL SENSOR
U UNDERFULL SENSOR
DIVERTER ACOC
& RETURN
EEC VALVE
IDG OIL COOLER
ENG OIL COOLER
LP PUMP
Ç
FROM FLSCU’s
EIU
F
M M
M M
U
U
FLSCU 1 I
X FEED VALVE POS
FLSCU 2
BOOST PUMP LP
T M M M M S
F
U
Ç
Ç
0
FROM SENSORS
PRESSURE TO
HOLDING FLSCU S
TO CTR TK XFER VALVES PICCOLO TUBE VALVE
Figure 47 Fuel Recirculation System

FUEL SYSTEM A321
28-10
COMPONENTS
Recirculation Manifold
Recirculation Pipe The manifold is attached to the inboard face of RIB 2.
The recirculation pipe is between the diverter & return valve and the inboard The manifold contains two additional recirculation check valves which are
face of RIB 16 in the wing tank. closed when their related fuel pump is not in operation.
The piccolo tube is attached to the end of the recirculation pipe. The piccolo This prevents a return flow from the recirculation system to the main fuel pump.
tube has holes that let the fuel go into the wing tank.
The cooling fuel pipe is attached to the recirculation pipe. The main fuel pumps
move the fuel ( at ambient temperature ) through the cooling pipe to the recir-
culation pipe.
Recirculation Check Valve

The recirculation check valve is attached to the lower surface of the wing bot-
tom skin in the engine pylon.
It connects the recirculation pipe from the engine to the recirculation pipe in the
wing. When the recirculation system is not in operation, it closes to prevent a
fuel flow from the recirculation system to the main fuel pumps.

The pressure holding valve is in an adapter that attaches to the inboard face of
RIB 15. When the recirculation system is in operation, the valve keeps a pres-
sure of 15.5 psi in the recirculation pipe.
This pressure makes sure that the warm fuel in the pipe does not boil.

FUEL SYSTEM A321
28-10
Recirculation Manifold
RIB 2
MM
MANIFOLD
CHECK VALVE
Ç
Ç
CHECK VALVE
FROM
FUEL
PUMPS
Pressure Holding Valve Check Valve

OUTLET
RIB 15
INLET
INLET
INLET
Figure 48 Recirculation System Components

FUEL SYSTEM A319 / 320 / 321
INDICATING
28-40
FUEL LEVEL SENSING Full Level Sensors

in the left and right inner cells,controls the operation of the center tank
Tank Level Sensing pumps when ”AUTO” is selected. They will stop the center tank pumps
All the sensors are similar. when covered in fuel.
A sensor consist of a thermistor and a fast blow fuse. When an electrical cur-
rent goes through the thermistor, its temperature increases. The electrical re- Underfull Level Sensors
sistance of the thermistor changes with its temperature.
in left and right inner cells, controls the operation of the center tank
When the sensor is in the fuel, the temperature increase is less than when the pumps when ”AUTO” is selected. When dry the center tank pumps start
sensor is in the air. The FLSCU compares the current value from the sensor to again if there is no low level in the center tank. The difference between full /
a specified value to find if the related sensor is wet or dry. underfull is approximately 500kg.
The tank level system has temperature sensors ( two on A319 /320 or one sen-
sor on A321 in each wing ) that the FLSCU’s monitor continuously. Each tem- Overflow Level Sensor
perature sensor is near the lowest part of the fuel cell.
in the Vent Surge tanks, will signal the respective IDG fuel return valve to
This makes sure that the sensor is immersed in fuel for most of the time. close.
The sensor consist of a platinum-wire resistor and a fast blow fuse. The electri- Temperature Sensors
cal resistance of the sensor is in relation to the adjacent fuel.
inner cell ( 52.5°C ) and/or outer cell ( 55°C ) will signal the respective IDG
When the temperature of the fuel is at a specified level the FLSCU stops the fuel return valve to close if the specified temperature is exceeded.
recirculation system.
Sensor Function A321

Sensor Function A319/320 The function of the High Level , the IDG Low Level, the Overflow Level and
High Level Sensors the Temperature Sensor ( 52.5°C ) is the same as A319 / 320.
Installed near the top of each fuel tank. When the sensor becomes wet the
FLSCU signals the associated tank refuel solenoid valve to close, and will
Full / Underfull Level Sensors
illuminate the ”HI LEVEL” light on the refuel panel.
the FLSCU’s use the sensor data to control the main transfer and the recir-
culation system. The difference between full and underfull is approximately
Low Level Sensors
200kg.
in the center tank ( 130 kg ), when dry, they will signal the center tank boost
pump to stop, with a time delay of 5 minutes.
Low Level Sensors
In the wing tank ( 750 kg ), when dry, they will open LH and RH Transfer
in the wing tank ( 750 kg ), when they are dry for 30 sec continuously a
valves simultaneously. If the sensor is exposed to air for more than 30 se
LO LEVEL warning is shown on ECAM
conds, ”FUEL LO LEVEL” warning will be indicated on the ECAM display.
in the wing tank ( 1500 kg ), when they are dry for 30 sec continuously a
advisory FOB BELOW 3T is shown on the EWD.
IDG Low Level Sensors
in the center tank ( 130 kg ), when dry, they will signal the center tank
will stop IDG fuel return when the fuel level is below 280kg.
transfer valve to close, with a time delay of 5 minutes.

FUEL SYSTEM A319 / 320 / 321
INDICATING
28-40
TYPICAL SENSOR INSTALLATION FULL LVL SENSOR 23QJ1

LEVEL SENSORS ARE WHITE
TEMPERATURE SENSORS ARE BLACK UNDERFULL SENSOR 24QJ1
LOW LVL SENSOR 39QJ1
UNDERFULL SENSOR 25QJ1
UNDERFULL SENSOR 26QJ1

TEMPERATURE SENSOR 29QJ1
IDG SHUT OFF SENSOR 38QJ1
LOW LVL SENSOR 21QJ
HI LVL SENSOR 17QJ1 HI LVL SENSOR 20QJ
LOW LVL SENSOR 22QJ

FULL SENSOR 27QJ1
OVERFLOW SENSOR 28QJ1 TEMPERATURE SENSOR 30QJ1
Figure 49 Level/Temp. Sensors A319/320

INDICATING
28-40
FUEL LEVEL SENSING CONTROL UNIT

Test Set
General Description
The Fuel Level Sensing Control Units ( FLSCU’s ) are in the FWD electronics
rack 92VU, in the aircraft avionic bay.
SENSOR BMT 3769
The FLSCU’s use signal codition to find if the fuel adjacent to a given sensor is FAIL
LS6 LS1 LS5 LS2

in a specified condition.
Each FLSCU sends an electrical current to its related sensors, the voltage of
BITE 2 BITE 3
which is set. When the electrical current comes back to the FLSCU from a sen-
LS7 LS3 LS4 LOGIC 1
sor the voltage is measured. The FLSCU’s compare the measured voltage to
the set value to find out if:
BITE 1
– the sensor is wet or dry ( for the level sensors )
LS10 LS11 LS12 LS13 LOGIC 2
– the adjacent fuel is hot ( for the temperature sensors ).
The voltage that goes back to the FLSCU’s from high level, low level, tempera- BITE 4
RED LIGHT
ture, full and underfull sensors goes through groups of logic gates. These logic
gates help to make sure that: LS14 LS15 T1 T2
LHS RHS
incorrect warnings are not shown on the EWD during flight OPEN F R F R
GREEN LIGHT
W E TXFR
on A319 / 320, the center tank fuel pumps operates correctly at all aircraft W E
D A A VALVES
D
SHUT R R
attitudes 3 TANK AIRCRAFT
LS6 LS1 LS5 LS2
on A319 / 320, the intercell transfer system operates correctly ONLY
on A321, the main transfer system operates correctly at all aircraft attitudes BITE 2 BITE 3
on all aircrafts, the recirculation system operates correctly LS7 LS3 LS4 LOGIC 1
on all aircrafts, the high level shut off system operates correctly
BITE 1
LS10 LS11 LS12 LS13 LOGIC 2
Test
BITE 4
The high level sensors and their circuits are tested from the refuel / defuel
panel 800VU, with the TEST switch ( 2QJ ).The same switch also has a fila- LS14 LS15 T1 T2
ment test facility ( Light Test ). POWER
SENSOR
OFF On
The FQIS computer BITE has test facility for all the sensors and their circuits. FAIL
When BITE is operated, with a failure monitor signal, the CFDS will show and
identify a:
– defective sensor and / or defective control unit.
If necessary you can perform a special test of the tank level system, using the
Test Set ( Ref. the related AMM TASK ).

INDICATING
28-40
ÉÉ ÉÉ
ÉÉ ÉÉ
TEST SET
REFUEL
ÉÉ ÉÉ
No 1 BITE HI LEVELS SYSTEM
FLSCU 1 LS 3
SENSOR LS 7
FAILURE
MONITORING
SDAC
FLSCU 2
No 2 BITE INNER CELL
LO LEVELS
LS 1
LS 5 INTERCELL
TRANSFER
VALVES
VENT
FWD ELECTRONICS RACK 90VU OVERFLOW
LS 10
FUEL PUMP
IDG PRESSURE
SHUT-OFF
LS 4
LOGIC 1
FLSCU ( TYPICAL ) INNER AND
OUTER CELL
TEMP EIU
T1
T2
No 3 BITE
OUTER CELL
UNDER FULL OUTER CELL
LS 2 PROBES
CTR
LOW LEVEL
LS 6
No 4 BITE
CTR
INNER CELL
PUMPS
UNDER FULL
LS 13
LS 14
LS 15
LOGIC 2
INNER CELL
FULL
LS 11
LS 12
FLSCU
Figure 50 Fuel Level Sensing Control Unit

INDICATING
28-40
FUEL QUANTITY INDICATING

System Description Indications
The fuel quantity indicating system measures the quantity of fuel in the range The FQI, and the temperature measurement indications are shown on the
from unusable fuel to fuel overflow. It gives indications for each fuel tank. SD FUEL page. When specified FQI or FLSS conditions occur, the EWD gives
The system has on A319 / 320: a warning message and the FWC gives an audible warning.
– fuel quantity probes
– a fuel quantity computer ( FQIC ) BITE Test
– three cadensicons The built-in test equipment is installed in the FQIC. It monitors inputs, outputs
The system has on A321. and operation to give results from the regular system tests.
– fuel quantity probes Fault information for each flight, and up to sixty-four flight legs kept in the BITE
– a fuel quantity computer memories.
– two ultracomps The menus on the MCDU give access to the test results. The test also moni-
– a dualcomp tors some of the fuel system inputs to the Flight Warning System.
A HI LVL test switch is provided to allow a limited BITE testing of the high level
sensors only.
The fuel quantity probes are in the fuel tanks. The FQIC regulary monitors the
fuel quantity probes and uses signal conditions to calculate the volume of fuel
in the related tank. L/G Control Lever
The FQIC also monitors the cadensicon ( on A319/320 ) or the ultracomp/ du- The FQI computer receives ground information from the landing gear control
alcomps ( on A321 ) and uses their data to calculate the density of the fuel in lever, when selected DOWN and refuel on battery. This signal is used to pro-
the tanks. vide electrical supply to the FQI computer in this specific configuration.
When the FQIC has calculated the volume of fuel in the tanks and the fuel den-
sity, it can calculate the fuel mass. ADIRU
Acceleration data is received from Air Data Inertial Reference system during
The fuel mass is displayed on: flight and is used as an alternate source of attitude.
Normally, effects of attitude, changes in acceleration, effective pitch and roll
the SD FUEL page and the EWD

angles are calculated from the hight of fuel at each probe and the knowledge of
the fuel quantity preselector ( during a refuel ) the tank geometry stored in the computer memory.
the multi tank fuel quantity indicator ( during a refuel )

INDICATING
28-40
CFDS MENU
FUEL QTY
< LAST LEG REPORT KG X 1000
FUEL KG LEFT CTR RIGHT
< LAST LEG ECAM REPORT
F USED 1 F USED 2 2.80 2.40 3.00

3100 FOB 3100
< PREVIOUS LEGS REPORT
< AVIONICS STATUS

CL 87.5% 12860
< SYSTEM REPORT/TEST LEFT CTR RIGHT
APU POST
PRINT * REFUEL VALVES
FOB : 12860 * SEND FLT REP
BRT
DIR PROG PERF INIT DATA
S FLAP F RAD
F-PLN NAV MODE SELECT TEST BATT
LEFT CTR RIGHT F AIR
PORT
REFUEL HI LVL ON
A
FULL I NEXT
L PAGE OFF
F
NO SMOKING FUEL X FEED M DEFUEL/XFR LTS
G NORM
SEAT BELTS 700 2800 5030 700
5030 C PRESELECTED
REFUELING
14.5 8.20
11 C 10 10 C 11
CKPT
DEC INC END
REFUEL PRE
FMGC 1 ADIRU 1 ECAM CFDS SELECTOR
PANEL
FQIC
FLSCU 1 FLSCU 2 MTI FMGC 2 ADIRU 2 LDG LEVER
LEGEND A A A A
A PROBE WITH TEMP SENSOR

B A
A B
B PROBE WITH CIC B
B B
A B A
A CADENSICON
A A A
A
B B B
B
A A B
B
A A
A A A
A B
B
B B
Figure 51 Quantity Indicating A319/320

INDICATING
28-40
COMPONENTS
Preselector
Fuel Quantity Computer
The preselector 5QT is installed adjacent to the to the Refuel / Defuel Control
The FQIC controls the FQI system.
Panel ( optional the preselector 10QT can be installed in the cockpit ).
One or two OBRM’s ( depend on FQIC standard ) are attached to the FQIC
The preselector gets fuel quantity data from the FQIC through an ARINC 429
and contain the software to operate the FQIC.
bus. The LED display module then gives these indications:
The FQIC has two processing channels that are the same. The channels are
– the PRESELECTED fuel quantitiy
identified as Channel 1 and Channel 2. Each channel has a data acquisition
board and a CPU board. The components that remain are common for each of – the ACTUAL fuel quantity
the channels. Each channel does these operations: The preselector is pre-programmed to display in either kgs or lbs.
Computation of the fuel mass held in each wing The FQIC also sends an identification bit that will identify if the quantity data is
Computation of the ACTUAL total fuel mass sent in kg or lbs.
Computation of the PRESELECTED fuel mass If there is a difference between the identification bit and the indicator pro-
gramm, the preselector prevents an LED display.
Computation of the automatic refuel control
The preselector has a rocker switch that is used to set the PRESELECTED
discrete outputs to the refuel valves and FWC’s ( system failures )
fuel quantity for an automatic refuel operation.
continuous automatic tests for faults ( BITE )
The preselector has an END annunciator, that comes on when the refuel pro-
FLSS BITE cedure is satisfactorily completed. If a refuel failure condition has occured the
continuously monitors the status of the other channel END annunciator will flash.
ARINC 429 digital output to the interfaces A single white lamp, identified CKPT, used when a preselector unit installed in
the cockpit has taken priority.
Normally, the two channels operate continuously, with each channel monitoring
the status of the other channel.The most accurate being the operational one. If
this channel fails, the operation will be changed to the other channel.
Multi Tank Indicator
This will not decrease the satisfactory operation of the FQI system, but the
The MTI is installed on the refuel / defuel control panel.
CFDS report will indicate the failure.

The MTI receives the fuel quantity data from the FQIC through the ARINC 429
data links.
The LED display module then gives the quantity indications.
The indicator is pre-programmed to display in either kgs or lbs.The FQIC also
sends an identification bit that will identify if the quantity data is sent in kg or
lbs.
If there is a difference between the identification bit and the indicator pro-
gramm, the indicator prevents an LED display.
FRA UT-T gs 21.06.99 Page: 106

INDICATING
28-40
Fuel Quantity Computer Preselector 5QT ( 10QT Optional )
FQIC
ÉÉ
ÉÉ
FWD ELECTRONICS RACK 90VU
Multi Tank Indicator

Figure 52 System Components

INDICATING
28-40
Components ( cont ) The fuel is, the dielectric between the parallel plates of the capacitor assembly.
The FQIC calculates the charge on the plates, from which K, the relative per-
Fuel Quantity Probes mittivity of the fuel is calculated.
Each probe is assembled in the same way. To make an allowance for the depth The detector assembly contains a float and a detector. The detector is a vari-
and size of the fuel tanks, the lengths of the probes are different. able transformer turned by the float. Pressure on the float is in relation to the
The probe has two concentric aluminum tubes which are anodized and covered density of the fuel. If the density varies the pressure difference on the float
with polyurethane. causes the float to move. When the float moves the detector moves in relation
Sets of centralising pins are installed at differnt places along the lenght of the to it and therefor the transformer ratio changes. The FQIC uses the transfomer
tubes. These keep the inner tube concentric with the outer tube. ratio to calculate the fuel density.
The open ends of the tube let the fuel move freely up and down between the A thermistor changes the transformer ratio to make allowances for variations in
tubes. fuel temperature.
A terminal block is installed on the side of each probe to connect it with the re- Ultracomp ( A321 )
lated tank harness.
The ultracomp housing contains a parallel plate capacitor, a velocimeter and a
The electrical capacitance-value of the probe changes in relation to the depth temperature sensor. A interconnecting board connects the ultracomp to the
of fuel in the tank.When the probe is dry, its capacitance value is low, but as related tank harness.
fuel moves up the probe, it capacitance value increases. The FQIC continiuosly
Fuel moves freely in and out of the ultracomp through holes in the housing.
measures the capacitance value.
The fuel acts as a the dielectric between the parallel plates of the capacitor.
Some probes have diodes that are used to measure the temperature of the
The FQIC calculates the charge on the plates, from which K, the relative per-
adjacent fuel. The FQIC supplies a voltage to the diodes and monitors the volt-
mittivity of the fuel is calculated.
age that returns from them.
The velocimeter measures the Velocity Of Sound ( VOS ) through the fuel. It
The voltage drop across the diodes is in relation to the temperature of the fuel.
transmits a sound wave through the fuel to a fixed target .
The FQIC calculates the temperature of the fuel and displays it on the
SD FUEL page of the ECAM. The FQIC monitors the the velocimeter and calculates the time taken for the
sound wave to reach the target and return.
Some probes have a Capacitance Index Compensator ( CIC ) at their lower
end. The CIC has two functions: The temperature sensor gives a signal ( T ) in relation to the fuel temperature.
when fully covered in fuel, to measure dielectric constant ( K ) The FQIC uses the values K, VOS and T to calculate the fuel density.
when not fully covered in fuel, as a probe Dualcomp ( A321 )
The FQIC uses the k value to calculate the fuel density. The dualcomp housing contains two parallel plate capacitors. A interconnecting
board connects the dualcomp to the related tank harness.
Fuel moves freely in and out of the ultracomp through holes in the housing.
Cadensicons ( A319 / 320 )
The fuel acts as a the dielectric between the parallel plates of the capacitor.
The cadensicons are installed near to the lowest part of the fuel tanks. The FQIC calculates the charge on the plates, from which K, the relative per-
to calculate the fuel density. mittivity of the fuel is calculated.
The cadensicon has a capacitor assembly, a detector assembly and a circuit The FQIC uses the value K with the VOS and T values from the ultracomp in
card assembly installed in a base assembly. The base assembly is connected the opposit wing tank to calculate the fuel density
to the tank harnes. Fuel moves freely in and out of the cadensicon through
holes in the cover.

INDICATING
28-40
Fuel Qty. Probe ( Typical ) Ultracomp ( A321 Only )

PROBE WITH CIC
( A319 / 320 ONLY )
NORMAL PROBE
cic
Dualcomp ( A321 Only )
Cadensicon ( A319 / 320 Only )

Figure 53 System Components

INDICATING
28-40
FUEL LEVEL MAGNETIC INDICATION

Attitude Monitor
Fuel Level Magnetic Indicators The attitude monitor is a circular level with a graduated surface.
The Manual Fuel Quantity Measuring system is used when the normal quantity Each square of the grid is equal to .5° of change of attitude. The position of the
system is inoperative or if the indicated quantity for some reason wants to be bubble in relation to the grid indicates the aircraft attitude.
confirmed. IF the attitude monitor is INOP:
On A319 /320: it is possible to find PITCH and ROLL data with the ADIRS, described in the
– One manual magnetic indicator ( MMI ) is installed in the center tank and five related AMM task ( 12-11-28-860-001 ) and further a quick leveling procedure
in each wing tank: 4 in each inner cell, 1 in each outer cell. with a spirit level is given in AMM task ( 08-21-00-200-001 )
ON A321:
– One manual magnetic indicator ( MMI ) is installed in the center tank and
seven in each wing tank.
The wing tank MMI’s are in the bottom surface of the wing tanks. The center
tank MMI is in the belly fairing directly below the center tank.
Each MMI assembly is almost the same. Only the angles of the body mounting
flanges and the MMI tube lengts are different.
The MMI has two components:
the magnetic level indicator ( MLI )
the MLI housing which contains a tube and a float
Fuel Level Magnetic Indicator Operation

Prior to using the manual magnetic indicators, a reading is taken on the attitude
monitor to determine the out-of-level attitude of the aircraft in the pitch and roll
axes.
To measure the FUEL QUANTITY, the magnetic level indicator has to be un-
locked. To accomplish this, use a screwdriver to push the applicable MLI and
turn it through 90°. Hold and carefully lower the MLI fully.
Then carefully lift the MLI until you feel the magnetic link between the MLI and
the float magnet.
Read the unit mark nearest to the bottom-skin of the wing and write down the
number. Retract the MLI and use a scrwdriver to turn it through 90° to lock it.
Use the table for the applicable aircraft attitude and the applicable MLI stick
number to find the volume of the fuel in each tank.
Then you must multiply this by the fuel relative density to get the fuel mass.

INDICATING
28-40
Fuel Level Magnetic Indication ( Cont. )
Fuel QTY. Table ( A319 / 320 )
UNITS ON MLI
Fuel Quantity Tables

GRID SQUARE LETTER GRID SQUARE NUMBER
There is a specific table for each indicator on both wings.
The aircraft attitude, the fuel density and reading on the metering stick allow
the fuel quantity in each tank to be read, using the FUEL QUANTITY
TABLES.(see AMM ATA 12- 00 ).
Example A320
AC ATTITUDE : PITCH = minus 0.5

ROLL = plus 1.0
MLI READING : STICK No.1 40 UNITS
Now you have to use AMM TASK 12-11-28-860-001 to find the GRID
SQUARE LETTER and NUMBER
PITCH minus 0.5 = GRID SQUARE No 3
ROLL plus 1.0 = GRID SQUARE LETTER F
The related Fuel Quantity = RIGHT WING 1450 ltr

LEFT WING 1300 ltr
The measured Fuel Density = 0.798

The Fuel Mass is:
RIGHT WING 1450 ltr 0.798 = 1157 kg

LEFT WING 1300 ltr 0.798 = 1037 kg
LITRES
Fuel Quantity - MLI Stick No.1 Attitudes B and F

Figure 317/ TASK 12-11-28-991-016

INDICATING
28-40
Fuel QTY. Table ( A321 ) Fuel QTY. Table CTR TK ( A319/320/321 )

GRID SQUARE
GRID SQUARE LETTER
GRID SQUARE
LETTER UNITS ON MLI NUMBER
MLI No. 1 ROLL = 0 MLI No. 1 ROLL = 0
GRID SQUARE
NUMBER
UNITS ON MLI
LITRES
GRID SQUARE UNITS ON MLI GRID SQUARE

LETTER NUMBER
MLI No. 3 ROLL = -1.5 MLI No. 3 ROLL = -1.5
LITRES LITRES
Figure 55 Fuel Quantity Tables

FUEL SYSTEM A 319/320
INDICATING
28-40
MCDU UTILZATION Multipurpose Control Display Unit
Example :
This eample deals with the MCDU of the A319 / 320 . The utilization of the
MCDU A321 is almost the same.
NOTE
CFDS MENU
The fuel is a ” type 1 ” system and is not available in CFDS ” BACKUP ” mode.
< LAST LEG REPORT
The displayed menue and related data come from the best channel ( or chan- < LAST LEG ECAM REPORT
nel 1 when both cannels are equally good )of the FQIC.
< PREVIOUS LEGS REPORT
The cannel providing the data is indicated in the top left corner of the MCDU.
< AVIONICS STATUS
The NEXT PAGE gives access to : < SYSTEM REPORT/TEST
- < FQIS STATUS POST
* SEND FLT REP PRINT *
- <FLSS STATUS
BRT
- <INPUT PARAMETER VALUES
DIR PROG PERF INIT DATA
F-PLN RAD SEC MCDU

If no failure is detected, ” NO FAULT ” is displayed. NAV PRED F-PLN MENU
Here is an example of the display when failures are reported. AIR A B C D E
PORT
F NEXT F G H I J M
A PAGE C
I D
L 1 2 3 K L M N O U
F M
M 4 5 6 P Q R S T E
G N
C U
7 8 9 U V W X Y
. /
0 Z - + OVFY CLR

INDICATING
28-40
Center / Wing Tank MMI
CENTER TANK MMI WING TANK MMI ( Typical )
FLOAT FLOAT
TUBE
MLI ROD
CTR TK Attitude Monitor

BOTTOM SKIN
WING TANK
BOTTOM SKIN
AIRCRAFT SKIN
A 2 3 4 5 6 7
B
C
D
SIGHT E
F
COLLAR G
LOCKED POSITION LOCKED POSITION
Figure 54 Fuel Level Magnetic Indicatig System

INDICATING
28-40
SYSTEM REPORT / TEST CH 1 FUEL CH 2 FUEL

< AIRCOND F / CT > 1 < LAST LEG REPORT < LAST LEG REPORT
< AFS FUEL > 2 < PREVIUS LEG REPORT < PREVIUS LEG REPORT
< COM ICE & RAIN > 3 < LRU IDENTIFICATION < LRU IDENTIFICATION
< ELEC INST > 4 < CLASS 3 FAULTS < CLASS 3 FAULTS
< FIRE PROT L/G> 5 < SELECT CHANNEL 2 < SELECT CHANNEL 1
< RETURN NAV > < RETURN < RETURN

BRT BRT
5 BRT
CH 1 FUEL CH 1 FUEL
LAST LEG REPORT LRU IDENTIFIKATION
DATE : JAN 20/ DATE : JAN 20/
GMT ATA
FQIC 3QT FQI COMPUTER SIC 5 /0 5 9 - 1
2 2 0/ 0/ 28-42-34 OBRM SIC 6 1 7 5
L QTY PROBE 22QT1
2 0/ 4 5 28-42-15
< RETURN PRINT

1 3 BRT
BRT
CH 1 FUEL CH 1 FUEL
PREVIOUS LEG REPORT
CLASS 3 FAULTS
F-AIWW
F-AIWW
LEG DATE GMT ATA
LEG DATE GMT ATA
FQIC 3 QT L CADENSICON 19 QT 1
-0/ 1 JAN 2 0/ 1 0 3 3 28 - 42 - 34 /
- 01 JAN 20/ 1 6 /0 7 28 - 42 - 16
L QTY PROBE 2 2 Q T 1 L QTY PROBE 25 QT 1
-0/ 1 JAN 2 0/ 1 /0 1 /0 28 - 42 - 15 - 02
/ JAN 19 1623 28 - 42 - 15
L QTY PROBE 2 2 Q T 1
/ JAN 19
-02 1622 28 - 42 - 15
< RETURN PRINT < RETURN PRINT

2 BRT
4 BRT
Figure 56 MCDU Utilization

INDICATING
28-40
MCDU UTILIZATION ( CONT )
The FQIS STATUS allows access to channel 1 ( or 2 ) BITE memory.

A list is produced of every FQIS LRU detected as being currently failed or
deemed failed at the last power-on FLSS BITE test.
The operating grade for each channel is displayed and decoded as follows :
- GRADE 1: normal operation,
- GRADE 2: nomal operation,
- GRADE 3: normal operation with reduced accuracy,
- GRADE 4: outside normal operation ( display blanked ),
- GRADE 5: FQIC outputs disabled.
The FLSS BITE is run automatically 30sec after power-up and consists of
four separate procedures:
- BITE 1: High level sensors, surge tank sensors.
- BITE 2: Rear intercell transfer valves, some low level sensors.
- BITE 3: Outer cell underfull sensors, remaining low level sensors, fwd
intercell transfer valves.
- BITE 4: Inner cell full/underfull sensors, logic control circuits, tempera
ture sensors.
Selection of NEXT PAGE result in a list of failed FLSS LRUs.

EXAMPLE:
BITE 4 is failed:- R underfull sensor and L wing temperature
sensor are failed.

INDICATING
28-40
CH 1 FUEL CH 1 FUEL
< LAST LEG REPORT 6 < FQIS STATUS
< PREVIUS LEG REPORT 7 < FLSS STATUS
< LRU IDENTIFICATION 8 < INPUT PARAMETER VALUES
< CLASS 3 FAULTS
< SELECT CHANNEL 2

NEXT
< RETURN PAGE < RETURN PRINT
BRT BRT
CH 1 FUEL
FQIS STATUS
/ 1 6 2 /0 F-AIWW
JAN 20
CH 1 GRADE 1 CH 2 GRADE 1
GMT ATA
L QTY PROBE 22 QT 1
1 6 1 /0 28 - 42 - 15
L QTY PROBE 25 QT 1
1 6 1 /0 28 - 42 - 15
L CADENSICON 19 QT 1
1 6 1 /0 28 - 42 - 16
< RETURN PRINT

6
BRT
CH 1 FUEL CH 1 FUEL
FLSS STATUS
FLSS STATUS
JAN 20 1 6 2 /0 F-AIWW
JAN 20 1 6 2 /0 F-AIWW
GMT ATA
BITE 1 PASSED
BITE 2 PASSED R U / FULL SENSOR 24 QJ 2
BITE 3 PASSED 160/ /0 28 - 46 - 15
BITE 4 FAILED L WING TEMP SENSOR 30 / QJ 1
160/ /0 28 - 46 - 17
NEXT
< RETURN PRINT PAGE < RETURN PRINT
7
BRT BRT

INDICATING
28-40
MCDU UTILIZATION ( CONT )
The following informations are provided:
- Permitivity calculated from cadensicon,
- Density calculated from cadensicon,
- Permitivity calculated from CIC
- Fuel temperature in inner and outer cells,
- Effective pitch and roll attitudes.
NEXT PAGE: FQIS PROBE CAPACITANCES

This page gives the values for all the capacitance devices in the tanks.
- L wing probes ( No 1 to 14 ): line 1 to 4 column 2,
- R wing probes ( No 1 to 14 ): line 7 to 10 column2,
- CTR TK probes ( No 1 to 5 ): line 5 to 6 column 1,
- L, CTR, R CIC: line 4, line 6 and line 10 column 3.
- L, CTR, R cadensicon: line 4, line 6 and line 10 column 4.
EXAMPLE: L wing probe No 10 is 48 pF.
CTR TK probe No 4 is 102.3 pF.
NEXT PAGE: FQIS DISCRETE INPUTS

This page gives the states of all the discrete inputs to the FQIC.
A ”1” represents the active state.
EXAMPLE:
Bit position R3 is a ”1”: means that the refuel door is open.

INDICATING
28-40
CH 1 FUEL CH 1 FUEL
FQIS INPUT PARAMETERS FQIS PROBE CAPACITANCES
LEFT CTR RIGHT 145.8 140.3 101.5 38.0

CAD K 2. 1 2 6 2. 1 0 0 2. 1 1 7
98.7 89.6 48.1 42.0
DENS 0. 7 9 8 0. 7 9 0 0. 7 9 9 53.9 48.8 40.5 40.1
CIC K 2. 1 2 7 2. 1 0 0 2. 1 3 3 50.1 42.0 28.1 105.0
INNERTEMP 25C 25C 101.2 99.8 100.2 102.3
OUTERTEMP 26C 26C 82.6 23.7 105.0
PITCH - 0. 4 + 0. 0 - 0. 3 145.8 140.3 101.5 38.0
98.7 89.6 48.1 42.0
ROLL + 0. 3 + 0. 1 - 0. 1
53.9 48.6 40.5 40.1
NEXT 50.1 42.0 20.1 105.0
< RETURN PAGE < RETURN PRINT
8 BRT
BRT
CH 1 FUEL
FQIS DISCRETE INPUTS
A B C D E F G H J K L M N PQ R
1 0/ 1 1 1 1 0/ 1 1 0/ 1 0/ 1 1 0/ 1 0/
2 0/ 1 1 1 0/ 0/ 1 1 0/ 1 0/ 1 0/ 1 0/ 1
3 0/ 0/ 1 0/ 0/ 1 1 0/ 1 1 0/ 1 1 1 0/ 1
4 1 1 0/ 1 0/ 0/ 1 1 1 0/ 1 1 0/ 0/ 0/ 1
5 1 1 1 1 1 1 0/ 1 1 1 0/ 1 1 0/ 1 1
6 0/ 1 0/ 0/ 0/ 1 0/ 1 0/ 0/ 1 0/ 0/ 0/ 1 1
7 0/ 1 1 1 1 0/ 0/ 0/ 1 0/ 1 1 0/ 1 1 1
8 1 1 1 0/ 1 0/ 1 1 0/ 0/ 1 1 1 1 1 1
NEXT
PAGE < RETURN PRINT
BRT

QUESTIONS
ATA 28 Self Examination

Self Examination 7 What happens on an A321 aircraft if the 1500kg wing low level sensor
detects less than 1500kg fuel in a wing tank?
1 Which tanks are the main tanks?
8 Aircraft on ground, the engines are stopped, how do you close the LP
2 Are the wing tank pumps running, if the center tank pumps supply fuel to shut off valve?
the engines?
9 The fuel quantity indication system comprises of:

3 When will the outer cell be filled during refueling?
10 During normal operation which tank will be emptied first?

4 What happens if a HIGH LEVEL is detected?
11 The refuel valves may be operated:

5 Can a refuel valve be opened without electrical power?
12 What is the meaning, if the amber FAULT light on the refuel panel 51VU
6 Which fuel valves are operated by two electrical motors?
(overhead panel) illuminates?

For Training Purposes Only  Lufthansa Technical Training
28-00
A319 / 320
LEGEND:
0 OVERFLOW SENSOR
FUEL QUANTITY INDICATING PROBE U UNDERFULL SENSOR

CADENSICON T TEMPERATURE SENSOR PRESSURE RELIEF VALVE

TO ENGINE 1
AIR RELEASE VALVE
IDG RETURN LINE
Ç
Ç H
REFUEL RECEPTACLE
F
REFUEL VALVE
M
M
FLOAT VALVE
U
U
WING TK VENT LINE L
H L
L
Ç
F I
CTR TK VENT LINE L L
OVERWING GRAVITY
REFUEL PORT
Ç U
T M M M M S
T
OVERPRESSURE
ÇÇ
PROTECTOR
ÇÇ
ÇÇ
ÇÇ
0

CROSSFEED VALVE
APU PUMP
NACA INTAKE APU LOW PRESS. VALVE
SCAVENGE JET PUMP
FLAME ARRESTOR
AIR INLET VALVE

General

Fuel
Figure A Basic Schematic A319 / 320

FRA US-T gs 15.01 99 Page: 121
A321
28-00
LEGEND:
0 OVERFLOW SENSOR
FUEL QUANTITY INDICATING PROBE U UNDERFULL SENSOR

ULTRACOMPARATOR F FULL LEVEL SENSOR
DUALCOMPARATOR T TEMPERATURE SENSOR PRESSURE RELIEF VALVE
L LOW LEVEL SENSOR I IDG SHUT - OFF SENSOR JET PUMP
H HIGH LEVEL SENSOR MAGNETIC LEVEL INDICATOR ( MLI ) CTR TK TRANSFER

AIR RELEASE VALVE VALVE
TO ENGINE 1
IDG RETURN LINE
Ç
Ç H
REFUEL RECEPTACLE
F
REFUEL VALVE
M
M M
M
WING TK VENT LINE
U
L
L
U L
CTR TK VENT LINE L
I L L
OVERWING GRAVITY
REFUEL PORT
FLOAT VALVE
T M M M M S
OVERPRESSURE H
PROTECTOR F
Ç
ÇÇ Ç
0
DEFUEL XFER VALVE

CROSSFEED VALVE
AIR INLET VALVE
CLACK VALVE APU PUMP CONTROL PRESS. SW.
APU PUMP
FLAME ARRESTOR

General
Fuel
Figure B Basic Schematic A321

EXTERNAL
POWER
EMG
A319 / 320 / 321
GEN 1 APU GEN 2

28-00
GEN
L WING TANK PUMP 1 STDBY
11QA
1XX
2XE R WING TANK PUMP 1 STDBY 3XG
GCL 9XUI 12QA 3XS 9XU EPC
EMER GLC1 GLC-APU GLC-2
11XU1 11XU2 BTC-2

BTC-1
AC BUS 1 1XP AC BUS 2 2XP 14PU 14XX
1PE TR-ESS R WING TANK PUMP 1 SUPPLY R WING TANK PUMP 2 SUPPLY
202 XP
101 XP
2QA 8QA
1XN1 1XN2
204 XP
103 XP
1QA L WING TANK PUMP 1 SUPPLY 7QA
3PE 1PU1 TR1 1PU2 TR-2
3XN1 3XN2
CENTER TANK PUMP 1 SUPPLY CENTER TANK PUMP 2 SUPPLY
29QA 30QA
5PU1
4PC 5PU2 3XP
DC BUS 1 1PP BATT BUS 3PP DC BUS 2 2PP DC SERVICE BAR 6PP
1PC2
1PC1 8PN
R WING PUMP 1 CONTROL R WING PUMP 2 CONTROL
202 PP
1PN1 4QA
L WING PUMP 1 INDICATION L WING PUMP 2 INDICATION
1PN2 10QA
303 PP
101 PP
601 PP
11PB
XFR/DEFUEL VALVE SUPPLY
1QU CTL & INDICATION
1QE CONTROL Nº 2 MOTOR 2PR
ENG 1 LP VALVE MOTOR 2
501 PP
6PB2 BATT 2 HIGH LVL SUPPLY
ENG 2 LP VALVE MOTOR 2 1QJ
206 PP
L WING PUMP 1 CONTROL 2PB2 6PN
R WING PUMP 1 INDICATION REFUEL / DEFUEL SUPPLY
103 PP
3PN1 3QA
L WING Nº 2 TRANSFER 2QU & CONTOL
46QJ VALVE SUPPLY
8PR
CTR TANK PUMP 1 CONTROL
502 PP
CTR TANK PUMP 2 INDICATION 6PB1 BATT 1 R WING Nº 2 TRANSFER
DC ESS 4PP 1QL
2PB1 45QJ VALVE SUPPLY 5PR REL
REFUELING REFUEL ON BATTERY
CHANNEL 2 SUPPLY NORM / BATT 8QT
2QT
FROM 23QU
ENG 1 LP VALVE MOTOR Nº 1 L WING PUMP 2 CONTROL
9QA R WING PUMP 2 INDICATION
204 PP
8 PH SUPPLY & CONTROL
701 PP
1QG NORM
5PB1 OPEN
3PN2 CTR TANK PUMP 2 CONTROL
401PP
ENG 2 LP VALVE MOTOR Nº 1 2QL CTR TANK PUMP 1 INDICATION BATT

10PR -SW
CTR TANK AUTO CONTROL BATT PWR SHUT
3QL
FUEL / SMOKE CONFIGURATION 20QU MSW
PUMP SUPPLY 1PR
55QA REFUEL / DEFUEL
CTL PANEL DOOR
POSITION
4PR
DC SHED ESS 8PP 6GA LEVER

L/G NORM CTL
L WING Nº 1 TRANSFER
1QP VALVE SUPPLY
R WING Nº1 TRANSFER
2QP VALVE SUPPLY
801 PF

2QE CONTROL Nº 1 MOTOR
TO FQI COMPUTER
CANNEL 1 SUPPLY
1QT
General
9QT RELAY -FQI

Fuel
PWR SUPPLY C/O
Figure D Electrical Power Supply

BITE TEST
& POSITION
DATA
A319 / 320
28-00
LO LVL R WING CHANNEL B

REFUEL
TO 28-46-00 SELECTED
LOW
BITE TEST
& POSITION
NORM DATA
FROM 28-46-00 LS 1 3QT FQIC

OPEN
OPEN
SHUT
9QJ FLSCU 2
M
OPEN SHUT
2QB FUEL/XFR
VALVE 1 WING/R LOW SHUT
1158VD DIODE 1158VD DIODE
801PP NORMAL MODULE MODULE
28V DC 12QP ACTUATOR TRANSFER VALVE
ESS BUS / R REAR SPAR
SHEDDABLE
NORMAL
6QP RELAY R WING TK
TO CB MONITORING LOW LVL CHANNEL B
SYSTEM LATCHED
13QP RELAY L OR R REAR

XFR VALVE OPEN
LO LVL L WING CHANNEL A

TO 28-46-00
LOW
NORM
1158VD DIODE
FROM 28-46-00 LS 1 MODULE
7QJ FLSCU 1
OPEN
1QB FUEL/XFR
VALVE 1 WING/L LOW OPEN
801PP NORMAL SHUT
28V DC
ESS BUS /
SHEDDABLE M
5QP RELAY R WING TK
TO CB MONITORING LOW LVL CHANNEL A OPEN SHUT
SYSTEM
SHUT
11QP ACTUATOR TRANSFER VALVE

General
L REAR SPAR
Fuel
NOTE: SYSTEM 1 SHOWN

SYSTEM 2 SIMILAR
Figure E Intercell XFR Valve Elec. Schematic


ATA 28 Fuel Level 3

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Training Manual

Lufthansa Issue: JUL 99

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

Lufthansa Base Hamburg

FRA US-T gs 15.01.99 Page: 1

FRA US-T gs 14.01.99 Page: 2

TANK USABLE CAPACITIES

A 319 / 320 only

A 319 / 320 Outer Cell Inner Cell Center Tank Total

704 Kg 5531 Kg 6462 Kg 18932 Kg

1552 Lbs 12193 Lbs 14246 Lbs 41736 Lbs

A321 Wing Tank CTR / Transfer Tank Total

13413 Lbs 14191 Lbs 41017 Lbs

Figure 1 Tank Location

FUEL SYSTEM DESCRIPTION

FRA US-T gs 15.01.99 Page: 4

FUEL QUANTITY INDICATING PROBE

FUEL QUANTITY INDICATING PROBE

CADENSICON T TEMPERATURE SENSOR AIR RELEASE VALVE PRESSURE RELIEF VALVE

L LOW LEVEL SENSOR I IDG SHUT - OFF SENSOR

H HIGH LEVEL SENSOR MAGNETIC LEVEL INDICATOR ( MLI )

CTR TK VENT LINE F

DIFFUSER DEFUEL XFER VALVE

BOOST PUMP LOW PRESS. SW.

Figure 2 Basic Schematic A319 / 320

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FUEL QUANTITY INDICATING PROBE

FUEL QUANTITY INDICATING PROBE

T TEMPERATURE SENSOR AIR RELEASE VALVE PRESSURE RELIEF VALVE

L LOW LEVEL SENSOR I IDG SHUT - OFF SENSOR

H HIGH LEVEL SENSOR MAGNETIC LEVEL INDICATOR ( MLI )

DIFFUSER DEFUEL XFER VALVE

BOOST PUMP LOW PRESS. SW.

Figure 3 Basic Schematic A319 / 320

FUEL SYSTEM DESCRIPTION

LP ( Low Pressure ) FueI Fire Shut-Off Control.

Auxiliary Power Unit ( APU ) Feed System

Tank Vent System

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FUEL QUANTITY INDICATING PROBE

FUEL QUANTITY INDICATING PROBE

DEFUEL XFER VALVE

BOOST PUMP LOW PRESS. SW.

Figure 4 Basic Schematic A321

COCKPIT SYSTEM CTL AND INDK. A319 / 320

2 Mode Selector PB Switch A319 / 320 4 X-Feed PB Switch

MAN – ( PB Switch OUT )

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Fuel Control Panel 40 VU

ENG 1 APU ENG 2

Figure 5 Fuel Control Panel A319 / 320

COCKPIT SYSTEM CTL AND INDIKATION A321

1 L and R Tank Pump PB Switch ( 4 )

2 Mode Selector PB Switch

MAN – ( PB Switch OUT )

3 Transfer Valve PB Switches ( 2 )

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