CL Fuel - System

Bombardier Challenger 605 - Fuel System
GENERAL
The Challenger 605’s fuel system consists of a fuel tank system, a fuel distribution system, a fuel
transfer system, and a refuelling/defueling system. A fuel system computer unit (FSCU) monitors fuel
quantity, and controls fuel transfer and refueling/defueling. During normal flight operations fuel
management is automatic, requiring no input from the flight crew.
FUEL TANK SYSTEM
Description
The fuel storage system consists of three tank systems:

• The main tanks (left and right wing);
• The auxiliary tanks (forward, center and aft tanks); and
• The tail tanks (tail cone tank, left and right saddle tanks).
Fuel Tank System

Figure 12−10−1
The total fuel capacity is 20,000 lb/9,098 kg (pressure refueling) and 15,722 lb/7,130 kg (gravity
refueling).
Components and Operation
Main Tank System
The left and right main tanks are integral-type fuel tanks (wet wings), that supply fuel to their
respective engines via two collector tanks. Flapper valves in the wing ribs prevent fuel from
surging toward the wing tips. The main tanks may be refueled by pressure or gravity. The APU’s
normal fuel supply is from the right main tank.
Page 1
FUEL TANK SYSTEM (CONT'D)
Collector Tanks
Two collector tanks, situated at the lowest point of the center auxiliary tank, are considered
part of the main tank system.
Auxiliary Tank System
The auxiliary tank system consists of three interconnected tanks: the forward, center and aft
auxiliary tanks. They are located in the fuselage, below the cabin floor. The auxiliary tanks are
filled and drained simultaneously, and may be refueled by pressure or gravity. The auxiliary
tanks feed fuel to the main wing tanks by means of transfer ejector pumps.
Tail Tank System
The tail tank system consists of three separate tanks (the tail cone tank and two saddle tanks),
which share a common sump/manifold. The tail cone tank is a component of the fuselage tail
cone structure. The saddle tanks are located in the aft equipment bay. All three tanks are
pressure-fueled simultaneously by the refueling system, through the common sump/manifold.
The tail tanks may not be gravity refueled.
During normal operations, tail tank fuel is transferred to the auxiliary tank system by electrically
operated tail transfer pumps. This transfer is scheduled and monitored by the FSCU, which
ensures the aircraft is maintained within center-of-gravity limits.
During non-normal operations, the flight crew may control tail transfer pump operation manually.
All the tail tank fuel may be dumped through a dump mast, located at the sump/manifold of the
tail tank system.
Fuel Management
Fuel is burned from the main tanks until they reach 93% of their capacity, then fuel transfer
commences from the auxiliary tanks to the main tanks. Float valves in the main tanks regulate
this fuel transfer, and maintain the main tanks at 93% capacity until the auxiliary tank system
and tail tank system are depleted.
When airborne, tail tank fuel is transferred forward to the auxiliary tank system at a constant
rate. Tail tank fuel transfer is controlled and monitored by the FSCU.
Fuel Quantity Measurement
The FSCU measures fuel quantity through a network of 17 DC-type capacitance probes, located
throughout the main, auxiliary, and tail tank systems. The FSCU receives attitude information
from IRS 1 and IRS 2, and corrects fuel quantity measurements for aircraft attitude. Fuel tank
quantity information is processed by the data concentrator units (DCUs), and is displayed (in
pounds or kilograms) on the EICAS page and SUMMARY page.
Water Drains
In order to check fuel tanks for contamination, water drains are provided for every tank. A drain
valve is located at the bottom of the tail cone tank and the tail tank sump, to enable fuel
sampling and complete drainage when necessary.
Page 2
Water Drains Arrangement

Figure 12−10−2
Vent System
Two wing mid-span NACA scoops vent all wing and auxiliary tanks, to ensure they feed freely.
The tail tanks are vented through their own dedicated system. All three (3) tail tanks are vented
through a common vent line, running down the vertical fin and out the bottom of the fuselage.
Ram air is used to provide a slight positive pressure during flight.
Manual Vent Relief Valves
Two manual vent relief are located underneath the wings near the tips, and a third relief valve is
located beneath the center of the auxiliary tank, to prevent overpressurizing the tanks during
refueling. A fourth vent relief valve, for the tail tank system, is located on the left side of the
vertical fin, but cannot be tested manually.
Page 3
Fuel Vent System (Manual Vent Relief Valves)

Figure 12−10−3
Tail Tank Relief Valve

Figure 12−10−4
CAUTION
If the tail tank relief valve has opened (popped), it indicates an
overpressure condition in the tail tank system, which must be
corrected before flight.
Page 4
FUEL DISTRIBUTION
Description
There are two separate fuel distribution systems; the engine fuel feed system, and the APU fuel
feed system.
The engine fuel feed system controls the flow of fuel from the main fuel tanks to the engines.
The APU fuel feed system supplies fuel to the APU. For additional information on the APU fuel
feed system, see Chapter 5, Auxiliary Power Unit.
The components of the engine fuel feed system are as follows:
Collector Tanks
Two collector tanks, located at the lowest point of the center auxiliary tank, are considered part
of the main tank system. They receive fuel from their respective main wing tank via gravity or
scavenge ejector pump flow. Fuel from the collector tanks is supplied to each engine-driven
pump unit by main ejector pumps or electric boost pumps.
Boost Pumps
Two DC electric boost pumps provide the engines with a standby fuel feed system. They are
available for engine starting, and as a backup fuel feed source if either main ejector pump
output pressure is too low to satisfactorily feed its respective engine. The left boost pump is
powered by the DC battery bus, and the right boost pump by DC bus 2. The boost pumps are
located downstream of their respective collector tanks, on the fuel feed lines to the
engine-driven pumps. During normal operation, the only pilot action required is to arm both
BOOST PUMP switches on the FUEL control panel prior to engine start, and disarm them after
shutdown.
When both BOOST PUMP switches are armed, the boost pumps are activated if low pressure is
sensed at either left or right main ejector pressure switch (this is the case prior to engine start).
If a single BOOST PUMP switch is armed, both boost pumps will be activated if low pressure is
sensed on the armed side’s main ejector pressure switch. For example, if only the left BOOST
PUMP switch is armed (pressed in), then both pumps will activate if low pressure is sensed at
the left main ejector output. The boost pumps can provide fuel to both engines fuel feed systems
through a crossover feed line.
If a boost pump has been activated, sufficient pump output pressure is indicated by the green
ON legend in the switch/light. Insufficient output pressure is indicated by the amber INOP
legend, and the L (R) FUEL PUMP caution EICAS message.
BOOST PUMP Switch/Lights

Figure 12−10−5
Page 5
FUEL DISTRIBUTION (CONT'D)
Engine-Driven Pump
The engine-driven pump supplies high-pressure fuel to the engine fuel control unit (FCU) for
combustion, and to the motive flow system to power the ejector pumps. The engine-driven pump
is located on the engine accessory gearbox, and operates whenever the engine core (N2) is
turning. For additional information, see Chapter 19, Power Plant.
Motive Flow
Motive flow is the continuous movement of fuel under pressure through the fuel feed lines.
Motive flow is generated by the engine-driven pump, and is sufficient to supply the engine with
its fuel intake needs through the on-side main ejector pump. If a blockage occurs within the feed
system, and motive flow fuel pressure drops (sensed at the main ejector pump pressure switch),
the electric boost pumps activate, and supply the engine with sufficient fuel for operation.
Ejector Pump Operation
Ejector pumps operate on the same principle as the venturi tube, and have no moving parts.
The high-pressure stream of fuel at the ejector’s motive flow nozzle induces a large volume of
fuel to flow into the intake of the ejector. The fuel then enters the feed lines and flows under
pressure.
Page 6
Main Ejector and Ejector Operation

Figure 12−10−6
Page 7
Main Ejector Pump
There are two main ejector pumps (left and right), located on top of their respective collector
tanks. They receive pressurized fuel from their on-side engine’s motive flow supply, and deliver
an uninterrupted fuel supply from the collector tank to the respective engine. In addition, the
main ejector provides the motive flow fuel supply to the on-side transfer ejector pump. Main
ejector motive flow fuel is prevented from feeding the cross-side engine by a one-way check
valve.
Scavenge Ejector Pump
The left and right scavenge ejector pumps are located at the lowest inboard point in each main
(wing) tank. The scavenge ejectors’ motive flow is created by the high-pressure fuel output of
the engine-driven pumps. The scavenge ejectors transfer fuel from the main tanks to the
collector tanks.
Transfer Ejector Pump
The left and right transfer ejector pumps are located at the lowest point of the center auxiliary
tank. Their motive flow supply is derived from their on-side main ejector pump output. The
transfer ejectors continuously transfer fuel to the main tanks, maintaining them filled to 93%
capacity. A float valve, located in the forward area of each main tank, prevents this transfer until
main tank fuel quantity is at or below 93% capacity.
Engine Fuel Shutoff Valves
One electrically controlled engine fuel shutoff valve (“firewall” SOV) is installed on each engine
fuel feed line, ahead of the engine-driven pump. When activated by pushing the L (R) ENG
FIRE PUSH switch/light on the pilot’s or copilot’s glareshield, the SOV will close, stopping the
flow of fuel to the engine, and the BOTTLE ARMED PUSH TO DISCH switch/lights will
illuminate. Successful closing of the engine fuel shutoff valve is indicated by a L (R) ENG SOV
CLOSED advisory EICAS message. If the valve fails to close, a L (R) ENG SOV caution EICAS
message is displayed.
The engine fuel shutoff valves are powered by the DC emergency bus. For additional
information, see Chapter 9, Fire Protection.
Fuel Filter
The engine-driven pumps are each equipped with a fuel filter. The filters are mounted adjacent
to the oil tank within the engine nacelle, and are monitored for contamination by an impending
bypass switch. An indication of impending bypass (filter clogged) is the L (R) FUEL FILTER
caution EICAS message.
Wash Filter
The wash filters are installed along the motive flow fuel feed lines, from the engine-driven pump
to the main and scavenge ejector pumps. The wash filter separates ice crystals, which may
have formed in the fuel, and channels them to the larger main ejector pump, thus protecting the
smaller scavenge ejector pump from possible clogging. There are no cockpit indications
associated with wash filter operation.
Page 8
Fuel Distribution Schematic Legend

Figure 12−10−7
Page 9
Fuel Distribution Schematic

Figure 12−10−8
FUEL TRANSFER
Description
During normal operations, fuel transfer from the tail tanks to the auxiliary tanks is controlled and
monitored automatically by the FSCU. After initiating the fuel transfer, the FSCU monitors the
operation to prevent CG excursions beyond acceptable forward and aft limits.
Page 10
FUEL TRANSFER (CONT'D)
Transfer of fuel from the tail tanks to the auxiliary tanks may be interrupted automatically by the
FSCU, or manually by the flight crew, should a malfunction occur.
Fuel System Computer Unit (FSCU)
The FSCU is a two-channel computer located in the underfloor avionics bay. Its main functions
are fuel quantity gauging, tail tank to auxiliary tank automatic fuel transfer, and automatic
refueling shutoff. Channel 1 of the FSCU is the primary controller, and channel 2 automatically
replaces channel 1 in the event of failure.
FSCU outputs are used by the data concentrator units (DCUs) for fuel quantity displays, EICAS
messages, and switch/lights on the FUEL control panel.
The FSCU is powered by the APU battery direct bus, DC essential bus, DC battery bus, and DC
bus 1.
Tail Tank Transfer Pumps
Two tail tank transfer pumps (primary and secondary) are installed at the sump of the tail tank
system. They transfer fuel from the tail tank system to the auxiliary tank system at a constant
rate of 1,800 pounds per hour.
Rotor-Burst Protection Shroud
Because the tail tank lines run past the engines, a rotor-burst protection shroud covers the tail
tank fuel lines in this area. The shroud is pressurized with nitrogen and monitored by the FSCU.
Should a rotor burst rupture the line, pressure will be lost from the shroud, and tail tank fuel
transfer will be inhibited. The AUTO TAIL XFER INHIB caution EICAS message will be displayed,
and the amber AUTO INHIB switch/light will illuminate on the FUEL control panel. Manual
override is available to the flight crew if the shroud is depressurized for non-engine-related
reasons, by pushing the TAIL TANK TRANSFER MANUAL OVRD switch/light on the FUEL
control panel.
FSCU Automatic Transfer Operation
The FSCU receives fuel quantity information from four level sensors in the auxiliary and tail tank
systems. The FSCU uses this information to control tail tank fuel transfer by starting and
stopping the primary or secondary tail tank transfer pumps in accordance with a fixed schedule.
The FSCU shuts off the tail tank transfer pumps when the tail tank system is empty, or when the
auxiliary tank system is full.
An amber AUTO INHIB light on the FUEL control panel illuminates to indicate that rotor-burst
protection shroud pressure is low, and all automatic fuel transfer modes are disabled. This is
accompanied by the AUTO TAIL XFER INHIB caution EICAS message.
Normal operation of the automatic tail tank transfer pumps will not illuminate the switch/lights on
the FUEL control panel. If the primary or secondary tail transfer pump fails during automatic
operation, the FSCU switches to the other pump and displays the PRI (SEC) TAIL XFER FAIL
status EICAS message.
Page 11
TAIL TANK TRANSFER Switch/Lights

Figure 12−10−9
NOTE
Normal automatic fuel transfer between tail and auxiliary tanks is
inhibited while the aircraft is on the ground (weight-on-wheels
sensed by the proximity sensing electronic unit). On the ground,
transfer can only be accomplished by pressing the MANUAL OVRD
switch/light, and selecting the PRI or SEC transfer pump.
FSCU Manual Transfer Operation
The FSCU alerts the crew of tail tank fuel transfer abnormalities by EICAS messages. The
FUEL control panel allows the crew to override the FSCU automatic fuel transfer system.
The TAIL TANK HEAVY caution EICAS message alerts the crew of excessive tail tank fuel
weight (relative to the auxiliary tanks). By pressing the guarded MANUAL OVRD switch light, the
crew can manually transfer the tail tank fuel by selecting the guarded PRI (SEC) TAIL TANK
TRANSFER pump switch/light. The white ON indicator illuminates within the switch/light to
indicate satisfactory pump output pressure. If pump output pressure is low, or the pump has
failed, the amber FAIL indicator illuminates within the switch/light, and the PRI (SEC) TAIL XFER
PUMP caution EICAS message is displayed. If the transfer is unsuccessful, the crew can utilize
the tail tank fuel DUMP system to reduce the fuel quantity in the tail tank.
Similarly, the AUX TANK HEAVY caution EICAS message indicates excessive auxiliary tank fuel
weight (relative to the tail tank system). Selecting only the MANUAL OVRD switch/light will
override FSCU automatic transfer functions, stopping fuel transfer between the tail and auxiliary
tanks, thereby allowing the auxiliary tanks to deplete to normal levels.
NOTE
When operating in manual override, the selected (PRI or SEC) fuel
pump will not automatically shut off when the tail tank is empty. The
flight crew must monitor manual transfer operations, and turn off the
selected pump when the tail tank is empty
Page 12
Fuel Transfer Schematic Legend

Figure 12−10−10
Page 13
Fuel Transfer Schematic

Figure 12−10−11
Page 14
Fuel Dumping
If attempts to transfer fuel from the tail tank to the auxiliary tank fail, the tail tank fuel can be
dumped. Fuel dumping must be carried out with the flaps at 0°.
A guarded DUMP switch/light, powered by the DC battery bus, is located on the FUEL control
panel. Once pressed in, the dump valve is commanded open, and the white OPEN indicator
illuminates on the switch/light. Fuel is dumped at a rate of approximately 100–120 lb/min
(45–55 kg/min). Five minutes after the dump valve is selected OPEN, the DUMP VALVE OPEN
caution EICAS message is displayed, to remind the flight crew that the dump valve is open.
If the dump valve is not in the position commanded by the switch/light, the amber FAIL indicator
will illuminate, and the TAIL DUMP SOV caution EICAS message will be displayed.
Fuel DUMP Switch/Light

Figure 12−10−12
NOTE
Fuel may be inadvertently dumped on the ground, via the fuel dump
mast, if the BATT MASTER switch is selected on, and the fuel
DUMP switch is pressed in.
Fuel Crossflow (XFLOW)
Whenever there is a fuel imbalance between the two main tanks (more than 400 lb on taxi,
takeoff or landing, or more than 800 lb in flight), the FUEL IMBALANCE caution EICAS message
is displayed.
The three XFLOW switch/lights on the FUEL control panel correspond to three valves in the
crossflow line. The motorized gate-valves, located in the auxiliary tank, are powered by 28 VDC.
Pushing one of the XFLOW switch/lights allows manual fuel transfer between the designated
tanks.
NOTE
The FUEL IMBALANCE caution message will be triggered in flight
whenever more than 400 lb fuel imbalance exists between the left
and right main tanks, and flaps are set at 20-degree position or
more.
Page 15
XFLOW Switch/Lights
Figure 12−10−13
L (R) TO AUX XFLOW Switch/Lights
Pushing the L (R) TO AUX XFLOW switch/light opens a valve which allows fuel flow from the
selected wing tank into the auxiliary tank. Fuel is then evenly distributed by the transfer ejectors
to both LEFT and RIGHT main tanks. When the fuel imbalance reduces to less than 100 lb after
a 50-second time delay, the FUEL XFLOW SOV OPEN caution EICAS message will be displayed,
to remind the crew to deselect the appropriate XFLOW switch/light.
NOTE
An electric switch interlock inhibits simultaneous opening of both L
TO AUX and R TO AUX valves.
GRAVITY XFLOW Switch/Light
Pushing the GRAVITY XFLOW switch/light opens the gravity crossflow valve, allowing fuel to
flow freely between the main tanks, and to balance evenly. Flying in a slight sideslip with the
heavy wing up can accelerate the balancing process. When the GRAVITY XFLOW switch/light
is selected, the OPEN indicator illuminates to indicate gravity crossflow valve operation. There
are no EICAS messages associated with gravity crossflow valve operation. The flight crew must
monitor main tank fuel quantity indications to determine when the imbalance has been
corrected.
A L (R) TO AUX XFLOW switch/light should not be selected in combination with the GRAVITY
XFLOW switch/light.
NOTE
GRAVITY XFLOW valve operation on the ground should be closely
monitored, since fuel will flow from the higher wing to the lower wing
without any EICAS messages to indicate when the imbalance has
been corrected.
REFUELING/DEFUELING SYSTEM
Description
A single-point refuel/defuel adapter is located in the right wing root area. The FUEL/DEFUEL
control panel is situated above the adapter on the side of the fuselage. The FUEL/DEFUEL panel
is used to test the integrity of the components of the fuel system, and to select the individual fuel
tanks for refueling and defueling.
Page 16
REFUELING/DEFUELING SYSTEM (CONT'D)
An optional refuel/defuel panel is installed on the flight deck behind the copilot seat. This panel has
priority over the external panel, and displays individual fuel tank quantity information and valve
status.
Both internal and external FUEL/DEFUEL panels are normally powered by the APU BATT DIR
bus.
To prevent overfilling the tanks, each tank system is equipped with high level sensors. The high
level sensor closes the associated shutoff valve(s) when the respective tank is filled to capacity.
The tank vent system ensures overfill protection during refueling. Manual vent relief valves
augment the normal vent system, to prevent main and auxiliary tank overpressure during refueling.
NOTE
Maximum usable fuel capacities are attainable through pressure
refueling only.
Max Usable Capacities Attainable Through Pressure Refueling
GALLONS GALLONS
LOCATION POUNDS KILOS LITERS
(US) (IMP)
Left main tank 4,874 2,210 772 601 2,733
Right main tank 4,874 2,210 772 601 2,733
Center aux tank 5,066 2,296 750 625 2,839
Forward aux tank 1,465 664 217 181 821
Aft aux tank 641 291 95 79 360
Left saddle tank 903 409 134 111 506
Right saddle tank 903 409 134 111 506
Tail cone tank 1,341 608 199 165 752
Total capacity 20,067 9,097 2,973 2,474 11,250
Based on a fuel density of 6.75 lb (3.06 kg)/US gallon, and aircraft parked with 0.5° nose down and wings
level.
Max Usable Capacities Attainable Through Overwing Refueling
GALLONS GALLONS
(US) (IMP)
Left main tank 4,523 2,051 670 558 2,536
Right main tank 4,523 2,051 670 558 2,536
Auxiliary tank 6,676 3,028 989 823 3,743
Total capacity 15,722 7,130 2,329 1,939 8,815
Based on a fuel density of 6.75 lb (3.06 kg)/US gallon, and aircraft parked with 0.5° nose down and wings
level.
Page 17
Unusable Fuel
GALLONS GALLONS
(US) (IMP)
Total capacity 129 59 19 16 72
Unusable fuel is the quantity of trapped and residual fuel.
FUEL/DEFUEL Panel
The FUEL/DEFUEL panel has controls for testing the systems’ functionality, and to initiate or
terminate selective tank fueling or defueling. Maximum pressure during refueling is 50 psi, and
maximum defueling pressure is negative 8 psi. The maximum fuel imbalance for structural
integrity is 2,500 lb between the two main tanks.
To ensure FUEL/DEFUEL panel power has been turned off, a power kill switch disconnects the
panel from the APU battery direct bus, when the panel is stowed and the door closed.
FUEL/DEFUEL Panel Operational Test
To complete the test:

• Fuel adapter and pressure must be available from the tender (max 50 psi);
• Place POWER switch to the FUEL position;
• Select all SOV switches to the OPEN position (all five white SOV OPEN lights
illuminate);
• Push and hold the SHUTOFF TEST switch (to check automatic fueling shutoff feature);
• Verify that:
• All four white HIGH LEVEL SENSOR lights illuminate;
• All five SOV OPEN lights extinguish; and
• All five green SOV CLOSED lights illuminate.
• Release the SHUTOFF TEST button to verify that all the above lights revert to their
status prior to test start; and
• Start refueling.
NOTE
The functional test of the refueling system must be conducted prior
to each refueling. During the test, the high-level sensors generate a
false high-level signal to the FSCU, which then closes the refuel
shutoff valves.
Page 18
Fuel/Defuel Panel Operation Test

Figure 12−10−14
Pressure Refueling
For partial fuel loads, it is recommended to fill the main tanks completely first, then the auxiliary
and tail tanks, as required. For safety reasons, and to maintain proper C of G, the FSCU will
prevent refueling of the auxiliary tank without the tail tank being selected. The auxiliary and tail
tanks must always be selected together, and the refuel SOVs must be confirmed open, to
ensure proper filling of the auxiliary and tail tanks.
To open the shutoff valve (SOV) for the respective tank, toggle the appropriate SOV switch to
OPEN. When the tank is full, the respective HIGH LEVEL SENSOR light and SOV CLOSED
light will illuminate, to indicate the SOV has closed automatically. Should this fail, as evidenced
by fuel dumping overboard from the vent system, toggle the switch down to manually close the
SOV.
In order to achieve maximum fuel quantity in the auxiliary tank, pressure must be kept constant
at the FUEL/DEFUEL ADAPTER. If an interruption of 30 seconds or more during refueling
occurs, the FSCU will close the TAIL SOVs and the AUX SOV, preventing fuel from going to
these tanks. If this occurs, the FSCU may be overridden by holding the OVERRIDE button on
the FUEL/DEFUEL panel, or the POWER switch may be cycled OFF, then to FUEL. The
affected TAIL and AUX SOV(s) will reopen, allowing more fuel into the tanks, unless the HIGH
LEVEL SENSOR light of the affected tank has been triggered.
Page 19
If a long interruption occurs during refueling, and depending on how much fuel there is in the
auxiliary tank at this stage, the forward and aft auxiliary tanks will not be further pressurized by
the ejectors, and their vent valves will open. Their level will drop, and equalize with the center
auxiliary tank. This will cause the level in the center auxiliary tank to rise, and if the level is high
enough, it may trigger the auxiliary tank HIGH LEVEL SENSOR. If this is the case, the FSCU
will not allow the AUX SOV to reopen, and only gravity refueling will be possible to fill the
remaining volume of the auxiliary tanks.
Auxiliary Tank Quantity Indication
Since the auxiliary tank fuel quantity indication is generated using the center and forward
auxiliary tank capacitance probes, the cockpit reading for the auxiliary tank during refueling
does not immediately reflect actual auxiliary tank contents. Actual tank contents will only
indicate after the three tank levels have equalized (approximately one to eight minutes later).
Override Button
The override button allows fueling/defueling of the auxiliary or tail tanks individually, provided
the high-level sensor has not been triggered in the selected tank system. The override button
must be held for the duration of individual auxiliary or tail tank fueling/defueling.
Page 20
WARNING
IF INDIVIDUAL FUELING OF AUXILIARY OR TAIL TANKS HAS

BEEN CARRIED OUT USING THE OVERRIDE BUTTON, THE C
OF G LIMITS MUST BE CALCULATED MANUALLY.
FUEL/DEFUEL Panel Pressure Refueling

Figure 12−10−15
Page 21
Pressure Refueling (Auxiliary Tanks)

Figure 12−10−16
Page 22
Refuel/Defuel System Schematic

Figure 12−10−17
Page 23
Overwing Gravity Refueling
Gravity refueling will average 7% less volume than pressure refueling in the main and auxiliary
tank systems, since the main and auxiliary overwing filler points are below the highest point of
the respective tank. Overwing filler caps are installed on each wing. The auxiliary tank gravity
refueling panel and cap are situated on the right wing root. The tail tank cannot be gravity
refueled.
NOTE
During overwing gravity refueling, the pilots must ensure the aircraft
is within center-of-gravity limits.
CAUTION
Do not open the overwing fueling caps unless the fuel quantity in
the main tanks is below 93% capacity.
Pressure Defueling
• Select DEFUEL on the POWER switch;
• Ensure that the SOV switches of only those tanks that are to be defueled are in the
OPEN position, and the remaining SOV switches are in the CLOSED position; and
• Apply suction from the fuel tender (max −8 psi) at the fuel/defuel adapter.
When the auxiliary tank or either main tank are fully defueled, their respective SOV CLOSED
(green) light will illuminate, and the associated (white) SOV OPEN light will extinguish.
When defueling is complete, move the applicable tank SOV switches to CLOSE.
NOTE
If defueling pressure is applied and the POWER FUEL/DEFUEL
switch is inadvertently selected OFF, fuel will be drawn from the
main and auxiliary tanks only. Any fuel in the tail tank system will
remain trapped, possibly creating a tail-heavy condition.
Gravity Defueling
The main and auxiliary tanks can be gravity defueled through a tank drain valve, which has an
integral check valve. The tail cone tank may be drained through the DC-motor-operated dump
valve.
The tank drain valves are installed on the lowest access cover of each tank, and sealed from the
outside with a screwed-in cover plug. A special adapter is required to operate the check valve
for gravity defueling operations.
Page 24
CONTROLS AND INDICATORS
Fuel Control Panel
FUEL Control Panel

Figure 12−10−18
Fuel Quantity Indicators
Fuel quantity is displayed in the lower left side of the EICAS page. The sum of all tanks is
displayed next to the word TOTAL. The next line indicates, respectively, left main, center auxiliary
and right main tank fuel quantity. The tail tank readout is on the last line. Fuel quantity and fuel
flow are normally displayed in lb (pounds), but can also be configured in kg (kilograms) at the
Completion Center.
Page 25
CONTROLS AND INDICATORS (CONT'D)
Fuel quantity data can also be read on the optional interior refuel panel (behind the copilot seat).
NOTE
Total fuel quantity data must be entered in the FMS (PERF INIT page)
prior to flight.
Bulk Fuel Temperature Indication
Temperature is monitored by a probe in the left main tank, and displayed on the SUMMARY page.
Numerals are green at temperatures above −37°C. At or below −37°C, the numerals are amber,
and an associated BULK FUEL TEMP caution EICAS message will be displayed.
Engine Fuel Temperature Indications
Temperatures are sensed by a probe located on the top of each engine’s fuel filter housing.
Numerals are green above 5°C, and amber if below 5°C. An associated L (R) FUEL LO TEMP
caution EICAS message will be displayed.
Fuel Flow Indications
Fuel flow indications are displayed for each engine immediately below the N2 arcs on the EICAS
page. The normally green fuel flow indication will turn amber and display dashed lines if fuel flow
exceeds 5,000 pph (2,273 kg/h), or if the input value is invalid. Fuel flow can also be viewed
through FMS page selection.
Page 26
EICAS Fuel Information Display

Figure 12−10−19
Interior Optional Fuel/Defuel Panel

Figure 12−10−20
Page 27
Exterior FUEL/DEFUEL Panel

Figure 12−10−21
Page 28
EICAS Page − Fuel Readout

Figure 12−10−22
Page 29
EICAS MESSAGES
MESSAGE MEANING
APU PUMP APU fuel pump has failed.
APU fuel shutoff valve is open with the APU FIRE PUSH switch
APU SOV activated, or the fuel shutoff valve position does not match the APU
PWR FUEL switch position within 5 seconds.
APU negative-’G’ shutoff valve is open with the APU FIRE PUSH switch
APU NEG-G SOV activated, or the negative-’G’ shutoff valve position does not match the
APU PWR FUEL switch position within 5 seconds.
AUTO TAIL XFER Automatic function of the tail tank transfer has failed.
AUTO TAIL XFER INHIB Automatic function of the tail tank transfer is inhibited.
AUX TANK HEAVY Aux tank excessive fuel compared to the tail tank.
BULK FUEL TEMP Fuel temperature in the left main tank is below −37°C.
DUMP VALVE OPEN Fuel dump shutoff valve has been open longer than 5 minutes.
L ENG SOV The fuel shutoff valve is not closed after actuation of the respective
R ENG SOV engine fire push switch/light.
L FUEL FILTER
Respective fuel filter is in impending bypass mode.
R FUEL FILTER
Fuel difference between the wing tanks is >800 lb (in flight) or >400 lb
FUEL IMBALANCE
(taxi/takeoff or approach).
L FUEL LO PRESS
Insufficient pressure at the respective engine pump inlet.
R FUEL LO PRESS
L FUEL LO TEMP
Fuel temperature at the respective engine pump is <5°C.
R FUEL LO TEMP
L FUEL PUMP
The respective electric boost pump has failed.
R FUEL PUMP
L (R) crossflow shutoff valve is open, and fuel imbalance is less than
FUEL XFLOW SOV OPEN
100 lb.
In manual mode, the primary transfer pump has failed, or pump outlet
PRI TAIL XFER PUMP
pressure is low, or fuel transfer is completed.
In manual mode, the secondary transfer pump has failed, or pump outlet
SEC TAIL XFER PUMP
pressure is low, or fuel transfer is completed.
L SCAV EJECTOR
Low output pressure at the respective scavenge ejector.
R SCAV EJECTOR
Dump valve is not in agreement with the tail tank dump switch/light
TAIL DUMP SOV
position.
TAIL TANK HEAVY Tail tank excessive fuel compared to the aux tank fuel.
TAIL XFER SOV Transfer shutoff valve failed between full open and full closed position.
Page 30
EICAS MESSAGES (CONT'D)

MESSAGE MEANING
With either primary and/or secondary tail tank transfer pump pressures
TAIL XFER SOV CLSD output at an acceptable high level, the tail tank transfer SOV is not fully
open.
With either primary and/or secondary tail tank transfer pump pressures
TAIL XFER SOV OPEN
low, the tail tank transfer SOV is not fully closed.
After APU fire push is activated, the fuel shutoff and negative-’G’ shutoff
APU SOV CLOSED
valves are closed.
L engine fuel SOV closed after activation of respective fire push
L ENG SOV CLOSED
switch/light.
R engine fuel SOV closed after activation of respective fire push
R ENG SOV CLOSED
switch/light.
L FUEL PUMP ON L fuel pump on, with sufficient outlet fuel pressure.
R FUEL PUMP ON R fuel pump on, with sufficient outlet fuel pressure.
FUEL CH 1 FAIL
Respective channel in the fuel system computer has failed.
FUEL CH 2 FAIL
Both fuel system computer (FSC) channels have degraded accuracy
FUEL QTY ACCURACY signal, or one FSC channel has degraded accuracy while the other
channel has a data word label invalid.
Inertial reference system (IRS) is not valid for both channels of the
FUEL QTY ATT CORR
FSCU with airplane weight off wheels.
L MAIN EJECTOR FAIL Low fuel pressure at respective main ejectors, with respective engine
R MAIN EJECTOR FAIL running.
PRI TAIL XFER FAIL Primary tail xfer pump failed in auto mode.
SEC TAIL XFER FAIL Secondary tail xfer pump failed in auto mode.
TAIL RFL SOV OPEN Tail refuel SOV open with DC BUS 1 powered.
Page 31
POWER SUPPLY AND CIRCUIT BREAKER SUMMARY

CB CB
SYSTEM SUB-SYSTEM CB NAME BUS BAR NOTES
PANEL LOCATION
Fuel System Fuel/Defuel FSCU APU BATT 5 B5

L/R AUX SOVS APU BATT 5 B6
T/T SOVS APU BATT 5 B7
PANEL APU BATT 5 B8

FUEL DEFUEL
DC BUS 1 1 G8
SOV POS
Fuel Control FSCU CH 2 DC ESS 4 A10
FSCU PRIM FUEL

DC BUS 1 1 G9
XFER CONT
FUEL PUMP PRIM
AC BUS 1 1 D2
XFER
FUEL PUMP SEC

AC BUS 2 2 C8
XFER
FUEL FSCU CH 1 DC BATT 1 M11

FUEL L PUMP
DC BATT 1 M9
CONT
FUEL L PUMP DC BATT 1 M10

FUEL GRAV
DC BATT 1 M12
XFLOW
FUEL XFEED
DC BATT 2 P5
CONT
R FUEL PUMP DC BUS 2 2 G8
R FUEL PUMP
DC BUS 2 2 G7
CONT
SEC FUEL XFER
DC BUS 2 2 G9
CONT
APU APU FUEL PUMP DC BATT 2 P4
Fuel Shutoff FUEL SOV R ENG DC

1 S1
EMERGENCY
FUEL SOV L ENG DC
1 S2
EMERGENCY
FUEL SOV APU DC

1 S3
EMERGENCY
Page 32
POWER SUPPLY AND CIRCUIT BREAKER SUMMARY (CONT'D)

CB CB
SYSTEM SUB-SYSTEM CB NAME BUS BAR NOTES
PANEL LOCATION
Fuel System Tail Tank T/T XFER SOV DC ESS 4 A8

T/T XFER SOV
DC BATT 1 M8
CONT
T/T DUMP SOV DC BATT 2 P6

T/T DUMP SOV
DC BATT 2 P7
CONT
Page 33

CL Fuel - System

Uploaded by

Copyright:

Available Formats

CL Fuel - System

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CL Fuel - System

Uploaded by

Copyright:

Available Formats

Bombardier Challenger 605 - Fuel System

FUEL TANK SYSTEM

The fuel storage system consists of three tank systems:

Fuel Tank System

Components and Operation

Main Tank System

FUEL TANK SYSTEM (CONT'D)

Auxiliary Tank System

Tail Tank System

Fuel Quantity Measurement

FUEL TANK SYSTEM (CONT'D)

Water Drains Arrangement

Manual Vent Relief Valves

FUEL TANK SYSTEM (CONT'D)

Fuel Vent System (Manual Vent Relief Valves)

Tail Tank Relief Valve

Components and Operation

The components of the engine fuel feed system are as follows:

BOOST PUMP Switch/Lights

FUEL DISTRIBUTION (CONT'D)

FUEL DISTRIBUTION (CONT'D)

Main Ejector and Ejector Operation

FUEL DISTRIBUTION (CONT'D)

Main Ejector Pump

Scavenge Ejector Pump

Transfer Ejector Pump

Engine Fuel Shutoff Valves

FUEL DISTRIBUTION (CONT'D)

Fuel Distribution Schematic Legend

FUEL DISTRIBUTION (CONT'D)

Fuel Distribution Schematic

FUEL TRANSFER (CONT'D)

Components and Operation

Fuel System Computer Unit (FSCU)

Tail Tank Transfer Pumps

Rotor-Burst Protection Shroud

FSCU Automatic Transfer Operation

FUEL TRANSFER (CONT'D)

TAIL TANK TRANSFER Switch/Lights

FSCU Manual Transfer Operation

FUEL TRANSFER (CONT'D)

Fuel Transfer Schematic Legend

FUEL TRANSFER (CONT'D)

Fuel Transfer Schematic

FUEL TRANSFER (CONT'D)

Fuel DUMP Switch/Light

Fuel Crossflow (XFLOW)

FUEL TRANSFER (CONT'D)

L (R) TO AUX XFLOW Switch/Lights

GRAVITY XFLOW Switch/Light

REFUELING/DEFUELING SYSTEM (CONT'D)

Max Usable Capacities Attainable Through Pressure Refueling

Max Usable Capacities Attainable Through Overwing Refueling

REFUELING/DEFUELING SYSTEM (CONT'D)

Components and Operation

FUEL/DEFUEL Panel Operational Test

To complete the test:

REFUELING/DEFUELING SYSTEM (CONT'D)