ATA 28.pdf

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For Training Purposes Only
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Fuel
Fuel

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A300/A310 Fuel System
GENERAL DESCRIPTION
The Fuel System includes six tanks with two (2) fuel pumps each, the
Vent System, Fuel Quantity Indicating System (FQIS), Refuel/Defuel
System, and the associated Fuel System Controls and Indicators. The
fuel is stored in integral wing tanks, in a Center Tank located in the Wing
Center Box, and in a Trim Tank (A300 Only) located in the Horizontal
Stabilizer Assembly.
Normally the wing tanks supply the engine on their respective side, but
each engine and the APU can crossfeed from any Wing or Center Tank.
APU fuel is provided from the LH side of the Crossfeed Line.
The fuel feed sequence is automatic. Negative acceleration has no
adverse effect on fuel supply. To shut off the fuel supply to the engines
and APU, three electrically controlled Fuel Fire Shutoff Valves are
provided (One Per Engine and APU). Each individual tank is shut off by
an electrically controlled Isolation Valve. Refueling and Defueling is
possible, if required, by Battery Number 1 power only. Fuel transfer
between Wing and Center Tanks is possible on the ground only.
When Outer Tank fuel is consumed, VMO is reduced (Maximum
Operating Speed). The tanks contain adequate baffling to prevent undue
fuel movement. For removal of water accumulation in the tanks, 10
Water Drain Valves are provided: Two (2) in each Outer Tank and Center
Tank, One (1) in each Inner Tank and Vent Tank (Surge Tank). An
additional volume in each tank allows for a 2% thermal expansion of fuel
without spillage. In the Center Tank, a Water Drain Scavenge System
enables water to be drawn into the Main Engine Number 1 and 2 Ffeed
System and consumed.

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A300/A310 Fuel System - Tank Layout
A300-600R
A310-200

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Engine and APU Fuel Feed
DESCRIPTION
Each tank is equipped with two fuel pumps. Each Outer Tank is provided
with an Isolation Valve which connects it to the Main Engine Fuel Feed
Manifold. An Isolation Valve connects the LH Inner tank pumps and the
Center Tank LH Pump to the LH side of the manifold, another one
connects the RH Inner Tank Pumps and the Center RH Tank Pump to
the RH side of the manifold. The Isolation Valves are electrically
operated and manually controlled.
The Crossfeed Line and the Crossfeed Valve interconnect the left and
the right side of the Crossfeed Manifold. The Crossfeed Valve is
electrically operated simultaneously by two motors. Each engine is fed
from the respective side of the manifold. Pump activation is controlled by
the automatic fuel feed sequence or by manual selection. The APU is
fed from the left side of the Crossfeed Line. If the APU is started without
tank pumps available, the APU LP (Low Pressure) Fuel Boost Pump will
operate. The pump is automatically activated when the fuel supply
pressure is below 22 PSI (17.5 PSI). By selecting the Crossfeed Valve
OPEN, an engine can be fed from the opposite side of the Main Engine
Fuel Manifold and the APU from the right side of the Crossfeed Line.
In case of a fire, the fuel supply to the Engine(s) 1 / 2 or the APU is shut
off by the LP Valves Fire Shutoff Valves) which are electrically operated
by two motors (One only in the case of APU), when the related ENG
FIRE or APU FIRE handle is pulled. The Inner and Center Tank Pumps
cannot run at the same time. The tank pumps are controlled by the INR,
CTR and OUTR TK PUMP switches on the FUEL Panel 430VU section
of the Overhead Panel in the Flight Compartment, which also permits
selection of the Automatic Feed Mode (Center and Inner Tanks Only).
AUTOMATIC FEED MODE SELECTION
The Outer Tank Pumps are not connected by the Automatic Feed Mode.
The Automatic Feed Mode is selected, provided at least one pump in
each Inner and Center Tank is selected NORM.
It will be deselected if any of the four pumps (Two Pumps per Tank) in
the LH/RH Inner Tanks or the two pumps (LH/RH Center Tank Pumps) in
the Center Tank are selected OFF, or if the MODE SELECTOR on the
REFUEL/DEFUEL Panel 110VU (A300/Some A310) or
REFUELL/DEFUEL Panel on the Maintenance Panel (A310 Only) is
selected REFUEL. Fuel Feed Mode is then MANUAL and all the pumps
are then directly controlled from their respective Pushbutton Switch
(PBsw).
AUTOMATIC FEED MODE SEQUENCE
At engine start, if CTR TK is not empty, CTR TK will feed. 3 minutes later
the Inner Tank Pumps feed. After takeoff, at Leading Edge Slat
retraction, CTR TK feeds again until it is empty (A300/A310). If fuel is
carried in the Trimmable Horizontal Stabilizer (THS), the Fuel Feed
Sequence operates in a different mode.
NOTE: In the case of landing with fuel in the Center Tank, feeding will
transfer to Inner Tanks three (3) minutes after touchdown, until engine
shut down.

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A300/A310 Fuel System - Schematics

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Fuel Transfer System
Two pumps in each Wing and Center Tank supply fuel to the Main
Engines 1 and 2. The pumps supply fuel at the necessary pressure and
flow rate through Wing Tank Isolation Valves and Low Pressure V (Fire
Shutoff Valves). If the Crossfeed Valve is OPENED, fuel supplied to
Main Engine 1 or 2, or both Main Engines 1 and 2 from any Main Tank
(Center, Inner or Outer Tanks). During this mode of operation, fuel can
be quantities can be controlled to control fuel balance between the Left
and Right Wings.
A Fuel Transfer System automatically supplies fuel to the Center Tank
from the Trim Tank (A300 Only), or from the Center or Inner Tank(s) to
the Trim Tank (A300 Only), through a double walled flexible hose and
stainless steel rigid pipe housed in an alloy shroud. This system controls
the Aircraft Center of Gravity (CG) during flight conditions . The
Automatic Transfer is overridden by the Trim Tank Isolation Valve
System (A300 Only). Under certain flight conditions, transfer may be
manually overridden at any time.

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A300/A310 Fuel System - Schematics

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A300 FUEL Panel 430 VU
OPERATION
1. ENG 1, APU and ENG 2 LP VALVE ANNUNCIATORS
The position of the LP valves in the fuel feed lines to both engines
and the APU is displayed. The valves close only when the respective
FIRE handle is pulled.
• In line
Flowbar comes on Green, SHUT light is off. The valve is open.
• SHUT
SHUT light comes on Amber, the flowbar is off. The valve is
closed.
2. X FEED FLOWBAR, PUSHBUTTON SWITCH
The P/B switch controls the operation of the fuel cross feed valve.
• Released-out
The flowbar comes on Green and crosses the system synoptic.
The valve is closed.
• Pressed-In
The flowbar comes on Green and is in line. The valve is open.
The indication "FUEL X FEED" is given on the SCAM MEMO
page.
3. ISOL VALVES PUSHBUTTON SWITCHES
All four P/B switches are guarded. They control the position of the
related tank
isolation valve in the fuel feed line. The inner tank isolation valves
shut off the fuel supply from the respective center tank pump as well.
• P/B switch pressed-in
The valve is opened. The flowbar comes on Green, in line.
• P/B switch released-out
The valve is closed. The OFF light comes on White. The flowbar
is off.
• Flowbar flashing
The valve position disagrees with the P/B switch setting.
4. OUTR TK/PUMP 1 AND 2 PUSHBUTTON SWITCHES
Control tank pumps in outer tanks.
• ON (P/B switch pressed-in)
Pump is in operation, but fuel is only fed when delivery pressure
from inner or center tank pumps drop below threshold.
• OFF (P/B switch released-out)
Pump is deactivated, the OFF light comes on White.
• LO PR
The light comes on Amber when the delivery pressure drops due to
pump failure or fuel starvation. The LO PR light is inhibited when the
pump is switched OFF. Illumination of the LO PR light activates the
ECAM system.

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A300 FUEL Panel (Continued)
5. INR TK/PUMP AND CTR TK/PUMP PUSHBUTTON SWITCHES.
The 3 pair of pushbuttons permit the selection of the feed mode logic.
- if one pump at least in each tank is selected NORM, the automatic
feed mode is selected.
- if the four pumps in the INR tanks or the two pumps in the CTR
tank are selected OFF, the automatic feed mode is deselected.
• Norm (P/B switch pressed in)
Pump operation depends on FEED MODE
- AUTO: pump is activated according to feed mode logic.
- MAN: pump is directly activated.
• OFF (P/B switch released out)
Pump is not activated. The White light is ON.
• FAULT
The light comes on Amber, associated with ECAM.
- as a single warning, when the delivery pressure drops. This
indicates a pump failure or fuel starvation.
- associated with all the other inner (or center) tank pump
FAULT lights in case of automatic feed mode failure. The
FAULT light is inhibited when the switch is selected OFF.
NOTE:
1. When one of the two CTR TANK pumps is running, the indication
"CTR TANK FEEDING" is given on the ECAM MEMO page.
2. Switching from CTR to INR tanks feeding may occur prematurely
during climb, due to pitch angle.

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A300/A310 FUEL Panel 430 VU

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A300/A310 Fuel System - RH ECAM FUEL Page

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A300/A310 Fuel System - Component Description
1. JET PUMP
A jet pump, located in each Outer Tank, maintains a Collector Bay
full of fuel. The jet pump obtains its primary fuel supply from the two
outer tank pumps which are located in the collector bay. A check
valve in the primary supply line prevents air from entering the
system when the pumps are not operating. The jet pump draws its
induced fuel from just outboard of STA1068 (RIB15) and delivers it
to the collector bay at a pressure not exceeding 1.5 psi. Excess fuel
is allowed to flow outboard through small holes at the top of
STA1068 (RIB15). This arrangement ensures that the outer tank
pumps, which are always running, are capable of supplying fuel for
a limited period under negative 'g' conditions.
2. FUEL FEED PUMPS
Each main fuel tank contains two centrifugal booster pumps driven
from different electric power supplies. Each pump is installed in a
canister so that the pump may be removed without emptying the
fuel. tank. The pump inlet is surrounded by a non-icing inlet screen
designed to prevent the passage of any object which could restrict
fuel flow or damage any fuel system component. Each pump has a
stall pressure not exceeding 40 psi and can deliver 25,199 Lbs/Hour
of fuel at 17 PSI (22 PSI). One pump is capable of meeting the
flow-rate and pressure requirements of one engine at takeoff power.
The pumps are driven by 115VAC/Three (3) Phase motors.
A check valve, installed in the pump delivery port, prevents
back-flow through the pump. The pumps are equipped with
non-resettable thermal fuses to prevent pump temperatures of
above 392°F (200°C).
3. FUEL FEED PUMP PRESSURE SWITCHES
A pressure switch on the pump delivery side is actuated when
pressure is greater than 6 PSI. Insufficient pressure to operate the
switch, when the pump should be running, causes an Amber
warning to illuminate on the flight deck related to the pump which
has failed.
4. SEQUENCE VALVES
The sequence valves are pressure relief valves which are attached
to secondary outlets on the canisters of the outboard tank pumps.
These valves prevent the pump outlet pressure from rising above
17.5 PSI (Also know as 22 PSI).

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A300/A310 Fuel System - Component Locations

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Fuel System Valves - Component Description
1. CROSSFEED VALVE
The valve, which is flange-mounted in the center tank on the rear
spar, is an electrically-actuated spherical plug type and comprises a
body with line attachments, spherical plug and control. spindle. The
control spindle protrudes through the rear spar and the electrical
actuator is mounted outside the tank.
2. LOW PRESSURE VALVE (LP VALVE)
The LP Valve (Fire Shutoff Valve), which is flange-mounted by the
inlet port to an adapter on the front spar, is an electrically-actuated
spherical-plug type and comprises a cast body with line attachment,
spherical plug and control spindle. The actuator comprises two
electric motors driving a common gearbox to provide 90 degree
spherical-plug travel. Microswitches stop the motors at the end of
travel and complete the position indication circuits. The motors drive
the reduction gear which allows either motor to drive the valve when
the other is not electrically powered or is mechanically incapable of
rotating. Final drive is through a locking mechanism (Autoloc) which
disengages the output shaft from the reduction gear when the motors
are signaled to stop by the limit switches.
3. ISOLATION VALVE
The Wing Tank Isolation Valves are electrically actuated,
spherical-plug valves, of two inch diameter, and consist of a body
with pipe attachments, a ball, and spindle. The wing tank isolation
valves flange mount to the inside of the tank rear; the spindles
protrude through the tank walls, and the wing tank isolation valve
electrical actuators are mounted on the outside of the tank. The trim
tank isolation valve is mounted inside the trim tank in the transfer fuel
feed line, close to the tank outlet, in the lower skin. The mounting of
the valve and actuator is such that reactive loads are not transmitted
to the fuel lines.

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A300/A310 Fuel System - Component Location

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Fuel Vent Surge Tank System
Description
At the tip of each wing, a Vent Surge Tank is connected to the
atmosphere by a flush NACA Intake (NACA is the abbreviation for
National Advisory Committee of Aeronautics – USA / up to Year 1958
and now NASA (National Aeronautics and Space Administration) / USA
since Year-1958) and to the tanks by vent pipes. Each Inner (or Outer)
Tank is connected to the Vent Surge Tank located in its respective wing.
The Center Tank vents into the LH Wing Vent Tank.
The Vent System ensures positive pressure on the fuel in specific pitch
and roll attitudes of the aircraft. It prevents tank overpressure during
refueling. It takes the excess fuel, in case of a Refuel/Defuel Valve
failure or in case of high thermal expansion, to the Vent Surge Tanks
which serve as expansion chambers.
Fuel in the Vent Surge Tank is siphoned back and goes into its
associated tanks when the engines demand fuel from these tanks. Fuel
may be vented overboard when the Vent Surge Tank is full. As
additional overpressure protection each Inner Tank, Center Tank and
Vent Surge Tanks are provided with Overpressure Protectors consisting
of carbon safety discs. The positioning of Overpressure Carbon Safety
Discs ensures that the fuel loss is limited in the event of an overpressure
conditions.

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Fuel Tank Vent System - General View

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Center and Inner Tanks - Warning Logic
Shown below are the different warnings that will occur in the Flight Compartment
in the event the fault shown occurs in the Center and Inner Tanks. Also depicted
graphically are the different Flight Phases at which the warnings will or will not
occur.

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Center and Inner Tanks - Warning Logic

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Fuel Quantity Indication System (FQIS)
Description
Each tank is equipped with several capacitance probes. In each tank one
probe is fitted with a Capacity Index Compensator which senses the
dielectric constant of the fuel. The signals from the probes are processed
in a computer which also receives signals from:
• A CADENSICON which samples fuel during refueling and provides
fuel specific gravity and dielectric constant. The Cadensicon Unit
samples the first 888 pounds of fuel coming onboard from the Fuel
Truck or Line Ramp Fuel Hydrant being distributed to the selected
fuel tanks.
The fuel sampling information data for oncoming fuel Specific Gravity
(SG) and Dielectric Constant measure is sent to the Fuel Quantity
Indicating System Amplifier. The measured data information of the
oncoming fuel from the fueling source is compared with the Onboard
Fuel Tank Specific Gravity and Dielectric Constant. This is required
to calculate the amount of fuel required by the setting of the
Refueling Panel 110VU Preselector Unit to allow proper loading of
fuel in the aircraft fuel tanks.
• An Attitude Sensor providing Roll and Pitch Angle. The sensor is
located in the Avionics Bay, in the aft left hand corner or the bay,
below the Inertial Reference System (IRS) Number 2 Unit mounting
platform. The sensor is adjustable for aircraft attitude in a level
condition to provide accurate Roll and Pitch Attitude Angle during
automatic refueling operations.
The resulting quantity in each tank is displayed individually on the FUEL
QTY indicator. The quantities are also displayed on the FUEL QTY
indicator on the refuel/defuel panel. The quantity indicating is also used
to actuate the fuel shut off at a preselected level during refueling. As a
back-up for tank quantity measuring on the ground, manual (magnetic)
stick indicators are mounted in the bottom of each tank.

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A300 Fuel Quantity Indicating System
Located at Zone 612
STA 515 R/H WIng

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Fuel Quantity Indication
A. FUEL QUANTITY INDICATOR
1. OUTR, INR, CTR/TT TANKS FUEL QTY
Fuel quantity in each tank is displayed in a window in lbs x 1000.
Last digit of each indicator may be replaced by a dash in case of:
- cadensicon failure
- attitude sensor failure
- pitch angle greater than 15° for at least 4 minutes.
This means that the quantity indication is still valid but no longer
accurate enough. To avoid spurious indication of fuel quantity
indicator error when fuel tanks are almost empty, dashes will not
be displayed when any single tank has a fuel quantity of less
than 1100 lbs. In the case of unknown fuel characteristics a
combination of standard and previously measured right inner
tank fuel characteristics will be used.
2. LO LVL Warning Lights
Low level lights come on Red when the remaining fuel quantity in
the related outer tank. drops to approximately 1765 lbs. The
ECAM system is activated.
B. FF/FU INDICATORS
A Fuel Flow-Fuel used indicator is provided for each engine.
1. FF INDICATION
The mass fuel flow to the engine is indicated by a pointer on a
scale graduated in lbs/hr x 1000.
2. FU COUNTER
On the digital read out, fuel used is indicated in lbs x 1000. The
total fuel quantity consumed by the engine is indicated as
computed by integration of the fuel flow parameter.
The fuel used indication is reset to 0 automatically (when they
simultaneously receive these two signals:)
- Aircraft on ground
- Engine start (start valve opened).

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Flight Compartment Fuel Quantity Indication

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Aircraft Fuel System - Fuel Level Probes
1. FUEL PROBES
Each probe consists of high mechanical strength, insulated
laminated epoxy glass tubes; the inner walls are coated with pure
silver to form the capacitor surfaces. Several coats of lacquer are
used to protect against chemical agents. Each probe is equipped
with an attachment tab and centering ring, for attachment to the tank
structure. Terminals are identified by number and color coding, and
differing sizes are used to help safeguard against wrong connection.
Trim tank probes have bayonet-type terminals, identified by color
coding. Each set of probes is located so that at least one probe is
always cutting the fuel surface. Any change in fuel quantity therefore
results in a change in probe immersion and a consequent change in
probe capacitance.
2. CAPACITANCE INDEX COMPENSATOR
The compensators are of similar construction to the probes. A
compensator unit is located at the bottom of each tank and is
immersed in fuel until the tank is almost empty. The unit has a drip
shield for protection against condensing water vapor, and terminals
similar to those on the fuel probes. Each compensator has a
capacitance proportional to the dielectric constant of the fuel.
3. CADENSICON
The cadensicon is located on the front spar of the right wing, with its
inlet connected to the refuel branch line, downstream of the right
inner tank refuel/ defuel valve. Its outlet is connected back into the
right inner tank. Thus, when the right inner tank is receiving fuel, a
sample is passing through the cadensicon. The cadensicon is
mounted on an adapter plate, containing two self-sealing poppet
valves which allow the cadensicon to be removed with fuel in the
tank. The adapter plate also contains a check valve to prevent air
being sucked through the cadensicon during suction defueling.
Housed in the cadensicon are a capacitor, which provides a signal
proportional to the dielectric constant of the incoming fuel, and a
densitometer, which provides a signal proportional to fuel density.
4. COMPUTER
The computer is packaged in a 3MCU case which carries fuel signal
connections on the front face and power and output connections on
the back face. Also on the front face is a RESET/MEMORY CLEAR
pushbutton switch.
NOTE: SUMMING ADAPTER: One high impedance and one low
impedance summing adapter is located in each tank wall. The probes
within each tank are wired through the summing adapters so that, by
disconnecting the adapter, individual probes may be checked for correct
characteristics.

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Wing Tank Fuel System - Fuel Quantity Indication

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A300-605R CG Control System (CGCS)
CENTER OF GRAVITY CONTROL COMPUTER
The CGCC is active when:
• the mode selector on the FUEL panel is selected AUTO
• one of the two TRIM PUMPS is selected on. It has two channels.
Channel 1 is the command channel and channel 2 is monitoring.
NORMAL FUNCTION
The CGCC computes the actual center of gravity according to:
• the ZFCG and the ZFW entered through the FMC by the crew.
• the pitch angle from IRS
• and the FQI information
- In climb up to FL205 with slats IN, the CG target is used only in case
of too aft CG to start a forward transfer.
- Above FL205, automatic forward and aft transfers are possible,
depending on CGCC logic.
- In descent, crossing FL205, all fuel contained in the trim tank is
transferred forward, provided the FWD CG limit is not exceeded and
the CTR tank is not overfilled.
In case of:
- Manual FWD transfer in flight (more than 10 seconds)
- or degraded accuracy of FQI data
The regulated CG is 1.5% more forward than the target value.
NOTE: A STATUS message is displayed on ECAM. The CGCC
maintains the CG within 0.5% MAC forward of the target CG by means of
fuel transfer:
- from CTR or INR tanks to TRIM tank
- or, from TRIM tank to CTR tank only.
NOTE 1: If the CGCC is not able to acquire an aft target CG because the
TRIM tank has reached high level, CG control is interrupted and resumed
automatically when the target CG is reached by fuel consumption.
NOTE 2: If, during CG control the INR wing tanks are empty but there is
still fuel in the TRIM tank, the CGCC controls the CTR TK fuel quantity
between 500 kg (1102 lbs) and 1 ton until the TRIM TK is empty.
NOTE 3: If, during the flight the FL205 is never reached, the trim tank
fuel will not be completely automatically transferred forward before
landing.
ALTERNATE MODE
A discrepancy between the command (FQI data) and the monitor
channels or certain peripheral failure conditions cause the CGCC to
enter the alternate mode which only controls forward transfer, ensures
the CG is maintained within safe limits, and prevents CTR tank
overfilling.
MANUAL MODE
The CGCC can be overridden by selecting manually FWD on the MODE
pushbutton. A fast forward transfer is initiated regardless of CGCC
commands and of CTR tank high levels signals. The CGCC automatic
functions will resume if AUTO is reselected on the MODE pushbutton.

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A300-605R CG Control System - CGCS

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A300-605R CG Control System - CGCS
AUTOMATIC MODE
To operate the system, one or both TRIM TK pump pushbutton switches
must be pressed in, the TRIM TK AUTO/MODE switch released (out)
and Zero Fuel Center of Gravity (ZFCG) and Zero Fuel Weight (ZFW) fed
into the Flight Management System (FMS).
If the CG does not conform to the stored value for the appropriate flight
phase, a Forward or Aft transfer will be initiated.
• Forward transfer will normally be in steps of 661 lb. to 772 lb. until
inner tanks are empty, then:
• Forward transfers will be in steps of 1102 lb. These quantities are to
give (in cruise) a CG approx. 0.5% forward of target with subsequent
fuel burn bringing CG back to target.

MTT M540000/R3.4 16AUG01
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A300-605R CG Control System (CGCS) - Trim Tank Pumps

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A300-605R Trim Tank Controls - FUEL Panel 430VU
1. TRIM TK MODE PUSHBUTTON SWITCH
• AUTO
In flight, CG is automatically controlled by the CGCC (provided
one TRIM TK PUMP at least is selected ON and the TRIM TK
ISOL VALVE p/b switch is not selected OFF).
• FWD
The FWD light illuminates White. Fuel is transferred forward
(provided one TRIM TK PUMP, at least, is selected ON and the
TRIM TK ISOL VALVE p/b switch is not selected OFF).
• FAULT light
Illuminates Amber when:
- the CGCC is at fault or
- the CG moves aft of the limit.
2. TRIM TK PUMP 1 (OR 2) PUSHBUTTON SWITCH
• NORMAL POSITION
The PUMPS are activated according to the CGCC logic or if
TRIM TK MODE p/b switch is selected FWD.
• OFF
The light illuminates White. The PUMPS cannot be activated.
• LO PR
Illuminates Amber if low pressure is detected.
3. TRIM TK ISOL VALVE PUSHBUTTON SWITCH
• AUTO
The valve is OPEN or SHUT depending on its logic.
• OFF
The light illuminates White. The valve is closed.
• FLOW BAR (Green)
In line when the valve is open. Flashing during the valve transit.

MTT M540000/R3.4 16AUG01
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A300-605R Trim Tank Controls - FUEL Panel 430VU
1 2 3

MTT M540000/R3.4 16AUG01
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34
A300-605R Center of Gravity Control System (CGCS) - Warning Logic
Shown below are the different warnings that will occur in the
Flight Compartment in the event the fault shown occurs in the
Center of Gravity Control System (CGCS). Also depicted
graphically are the different Flight Phases at which the
warnings will or will not occur.

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A300-605R Center of Gravity Control System (CGCS) - Warning Logic

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36
Secondary Fuel Gauging System - Magnetic Level Indicators (MLIs)
GENERAL
The system comprises:
• Manual (Magnetic Level Indicator – MLI) stick indicators used to
measure fuel depth in each tank.
• An attitude indicator to measure aircraft attitude in roll and pitch
axes.
These two values are then used to read the fuel quantity in the Fuel
Quantity Charts.
MANUAL (MAGNETIC) STICK INDICATORS
Location: They are located as follows:
• two in each outer tank
• three in each inner tank
• and one in the center tank
DESCRIPTION
When the stick latch is unlocked, the rod can be slowly withdrawn. When
the attraction between the fuel stick magnet and the float magnet is felt,
the fuel depth can be read on the rod.
NOTE: Do not use force when withdrawing indicator rod as this will
disengage float magnet from the rod magnet and bring the rod down
onto the mechanical stop.

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
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37
A310 Secondary Fuel Gauging System - MLI Component Location

MTT M540000/R3.4 16AUG01
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38
Flight Compartment - FUEL Panel (430 VU)
1. ENG 1, APU and ENG 2 LP VALVE ANNUNCIATORS
The position of the LP valves in the fuel feed lines to both engines
and the APU is displayed. The valves close only when the respective
FIRE handle is pulled.
• In line
Flowbar comes on Green, SHUT light is off. The valve is open.
• SHUT
SHUT light comes on Amber, the flowbar is off. The valve is
closed.
2. X FEED FLOWBAR, PUSHBUTTON SWITCH
The P/B switch controls the operation of the fuel cross feed valve.
• Released-out
The flowbar comes on Green and crosses the system synoptic.
The valve is closed.
• Pressed-In
The flowbar comes on Green and is in line. The valve is open.
The indication "FUEL X FEED" is given on the SCAM MEMO
page.
3. ISOL VALVES PUSHBUTTON SWITCHES
All four P/B switches are guarded. They control the position of the
related tank
isolation valve in the fuel feed line. The inner tank isolation valves
shut off the fuel supply from the respective center tank pump as well.
• P/B switch pressed-in
The valve is opened. The flowbar comes on Green, in line.
• P/B switch released-out
The valve is closed. The OFF light comes on White. The flowbar
is off.
• Flowbar flashing
The valve position disagrees with the P/B switch setting.
4. OUTR TK/PUMP 1 AND 2 PUSHBUTTON SWITCHES
Control tank pumps in outer tanks.
• ON (P/B switch pressed-in)
Pump is in operation, but fuel is only fed when delivery pressure
from inner or center tank pumps drop below threshold.
• OFF (P/B switch released-out)
Pump is deactivated, the OFF light comes on White.
• LO PR
The light comes on Amber when the delivery pressure drops due to
pump failure or fuel starvation. The LO PR light is inhibited when the
pump is switched OFF. Illumination of the LO PR light activates the
ECAM system.

MTT M540000/R3.4 16AUG01
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Flight Compartment - FUEL Panel 430 VU
1
2
3
4

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A300/A310 Refueling/Defueling System
Description
Two standard pressure refuel/defuel couplings (2.5 Inch) are mounted
under the RH wing. Refueling and defueling may be completed from this
station. Refueling or defueling is controlled from the refuel/defuel panel at
the outer side of the RH air conditioning compartment. Refuel/defuel
valves which are electrically controlled, open or shut off the fueling lines
to the individual tanks. The refuel/defuel valves can be opened manually
by mechanical controls at the wing LE and the LH main gear well, if
electrical power is not available.
AUTOMATIC PRESSURE REFUELING
The maximum refueling pressure is 50 PSI. The desired quantity of fuel
can be selected by the fuel quantity preselector on the refuel/defuel
panel. With the automatic loading sequence, the outer tanks are normally
completely filled while, simultaneously, the remaining fuel load is
distributed to the inner and center tanks based upon the fuel load
required.
Refueling is automatically terminated when the preselected quantity is
reached. Complete refueling can be achieved in about 24 minutes. In
case of automatic system malfunction, refueling can be controlled by
placing the REFUEL/REFUEL VALVES switches in OPEN or SHUT
position as required. Each tank is fitted with high level sensors to control
the maximum refuel quantity. If sensors are submerged, the
corresponding refuel/defuel valve closes.

MTT M540000/R3.4 16AUG01
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A300/A310 Refueling/Defueling System - Component Location
A300-605R SHOWN WITH TRIM
TANK INSTALLATION

MTT M540000/R3.4 16AUG01
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Refueling / Defueling System
1. CENTER TANK RELIEF VALVE
The center tank is provided with a relief valve which is open when the
refuel/defuel panel door is open. In case of excessive replenishment of
the tank due to quantity preselector and high level sensor malfunction,
the valve enables fuel to be delivered into the RH inner tank. If this valve
is not open, center tank refueling (or defueling) is not possible.
2. TRANSFER VALVES
When open, the transfer valve connects the engine fuel feed system to
the refuel/ defuel system. The transfer valve is an electrically-actuated
spherical-plug valve of two inch diameter, similar to the tank isolation
valves. The valve is installed on the inside of the center tank wall by a
flange comprised of the body, spherical plug and spindle. The spindle
protrudes through the tank wall and connects with the electrical actuator
installed on the outside of the tank.
3. REFUEL/REFUEL VALVES
Each refuel/defuel valve is installed in an aluminum alloy canister having
fuel inlet and outlet connections. The canisters for the inner and outer
tanks are flange bolted to the aft face of the front spar within the inner
tank of each wing. The canisters for the center tank and trim tank are
flange bolted to the forward dace of the rear spar within the center tank.
A second trim tank canister is flange bolted to the rear face of the front
spar in the trim tank.
STANDBY GRAVITY REFUELING
After removing sealing caps on top of the wings, the individual wing tanks
can be refueled by gravity, if absolutely required. To refuel the center
tank, the fuel transfer procedure has to be applied.
FUEL TRANSFER
On the ground, fuel can be transferred from any tank to any other tank.
The transfer valve must be open. The refuel/defuel valves of the tank
supplying fuel must be shut and the fuel tank pump activated. The
refuel/defuel valves of the tanks to be supplied must be open.
REFUELING
Refueling can be performed by suction applied at the refuel/defuel
couplings (up to 11 psi) and/or using the fuel pumps with the transfer
valve open.
POWER SUPPLY FOR REFUELING/REFUELING
For refueling and defueling, normally the APU generator should be on
line or an external electrical power source connected to the aircraft.
However; if required, refueling is possible with aircraft battery power. In
this case battery 1 supplies the FUELING BUS with DC and through the
emergency inverter with AC.

MTT M540000/R3.4 16AUG01
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Refueling / Defueling System - Component Location

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Refuel / Defuel Control Panel 110VU
1. FUEL QUANTITY PRESELECTOR
- PRESELECTED Quantity
The quantity for automatic refueling is governed by the setting of
the preselector. The counter displays the preselected total fuel
quantity in lbs x 1000. The Knob must be pulled then turned to
adjust the preselected quantity to the desired value.
- ACTUAL Quantity
This counter displays the actual quantity in lbs x 1000. Knob
must be pushed in to read actual.
2. FUEL QTY SWITCH
Enables selection on the FUEL QTY indicator of this panel the
indication of CTR TK or trim tank or CTR plus trim tank quantity.
3. FUEL QTY INDICATOR
The indicator is the same as the one used in the flight compartment.
4. HIGH LEVEL INDICATOR LIGHTS
A light comes ran Blue if the high level sensor in a tank is
submerged. The corresponding refuel/defuel valve closes
automatically. Illuminates when pressed to test.
5. OVERFLOW L,R AND TT WARNING LIGHTS
A light comes on Amber when the overflow sensor in the related
vent surge tank is submerged. Illuminates when pressed to test.
6. GUARDED PUSHBUTTON TEST SWITCH
When pressed-in, high level and overflow sensor circuits are tested.
The test is successful when all the six HIGH LEVEL lights and L, R
and TT OVERFLOW lights come on. In addition, a test of the fuel
indication circuits is initiated. A successful test is indicated by 8's
displayed in all positions of the FUEL QTY indicator windows, and
the preselected and actual quantity indicator.
7. TRANSF VALVE GUARDED SWITCH
This switch controls the transfer valve which connects the fuel
crossfeed line with the refuel/defuel line.
• OPEN
The valve is open, fuel can be transferred from one tank to the
other by respective fuel pump activation.
• CLOSE
Normal position, transfer valve closed.
8. PWR SUPPLY GUARDED SWITCH
This switch controls the power supply mode for the refuel/defuel
system.
• NORM
System can be powered by external power source or by APU
generator.
• BAT
System is powered by BAT 1 and EMER inverter.
9. APU EMERGENCY/SHUT DOWN PUSHBUTTON SWITCH
This P/B switch is guarded. When pressed (in), the APU shutdown
sequence is initiated.

MTT M540000/R3.4 16AUG01
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REFUEL / DEFUEL Panel 110VU

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46
Refuel / Defuel Panel 110VU
10. REFUEL/DEFUEL VALVES SWITCHES
These switches control the operation of the valves for each individual
tank. They are guarded at NORMAL.
NOTE: For REFUEL: trim tank valve will not open unless CTR tank valve
is also selected OPEN. For DEFUEL, with fuel in trim tank, CTR tank
cannot be defuelled unless trim tank is also selected.
• Valves are controlled by automatic fueling logic depending on
position of the MODE SELECTOR switch and quantity
preselection. Valves close automatically when high level is
detected, and mode switch is in refuel position.
• OPEN
Valves open when the MODE SELECTOR switch is in DEFUEL
position or when it is in REFUEL position and high level sensor is
not submerged.
• SHUT
Valves closed independent from MODE SELECTOR switch
position.
11. MODE SELECTOR SWITCH
This switch controls the operating mode for automatic fueling and the
activation of REFUEL/DEFUEL VALVE switches for manual
operation.
• OFF
Refuel/defuel valves closed, switches not activated.
• REFUEL
Refuel/defuel valves operated by auto refueling logic (NORMAL)
and switches activated for manual operation (OPEN or SHUT),
provided the high level sensors are dry.
• DEFUEL
Refuel/defuel valve switches activated for manual operation
(OPEN or SHUT), regardless of level sensor signals.

MTT M540000/R3.4 16AUG01
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47
A300 / Some A310 Refuel / Defuel Control Panel 110VU and Some A310 Panel 476VU
FLIGHT DECK
PANEL 476VU
RH AIR CONDITIONING FAIRING AREA -
PANEL 110VU

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A300 Fuel Level Sensors
DESCRIPTION
Fuel Level Sensors, located in each tank, feed signals to a multichannel
amplifier which detects and amplifies the signals and supplies switching
functions to the appropriate circuits.
LEVEL SENSOR DESCRIPTION
Each sensor consists of a number of resistors and thermistors, which are
mounted on a printed circuit board, and provide a constant temperature
compensated current supply to sensing thermistors. The circuitry is
potted, in a thermosetting compound, to provide high thermal inertia
while the sensing thermistor is exposed to the tank environment. The
sensor assembly is mounted in a perforated protective can on a Wing
Tank Rib or Floor Member, as appropriate.
OPERATION
When the sensing thermistor is in air, its temperature is raised by the
applied current. When the thermistor is immersed, the high thermal
conductivity of the fuel, in comparison with air, causes the thermistor
temperature to fall. The associated change in resistance causes a
voltage change to be sensed by the amplifier.
AMPLIFIER (FIN 8QJ)
The rack mounted amplifier is supplied from the aircraft 28VDC Busbar
and contains a channel for each level sensor. The amplifier provides the
following functions:
- A Current Power Supply, limited to intrinsically safe values, for each
sensor.
- A Detection Circuit to identify immersion of the sensing thermistor.
- A Power Amplifier and switching stage to provide the appropriate
output to the switching circuits.

MTT M540000/R3.4 16AUG01
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49
A300-605R Fuel Level Sensors - Component Location - With Trim Tank

MTT M540000/R3.4 16AUG01
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50
Center Wing Tank - Fuel Vapor Seal
GENERAL DESCRIPTION
VAPOR SEAL / CENTER TANK
The vapor seal comprises a flexible glass fiber membrane coated with an
elastomer. Within certain areas, adjacent to equipment in the air
conditioning compartment, the vapor seal is made of aluminum alloy. The
membrane is attached to the pressure floor and fuselage sides to provide
a sealed interspace at the tank front face and lower surface. The
membrane is retained by aluminum alloy clamp strips and bolts.
VENTILATION SYSTEM / CENTER TANK
Air flows from the pressurized zone through a line located at STA2612
(FR40/41) which is connected to a transverse distribution pipe
immediately below the pressure floor. The distribution pipe has holes
drilled along its length through which the air flows by cabin to ambient
pressure differential.
DRAINAGE AND EXHAUST / CENTER TANK
A drainage and exhaust network at low points in the base of the vapor
seal is connected to an outlet in a drain mast located in the fuselage
bottom skin. The system network forms the ventilation air exhaust path
and liquid drain path. The drain points are located on each side of the
vapor seal at STA2983 (FR47/48) and the drain mast between STA3248
(FR52) and STA3301 (FR53).

MTT M540000/R3.4 16AUG01
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51
Center Wing Tank - Vapor Seal - Component Location

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52
A300-605R Trim Tank - Fuel Vapor Seal
GENERAL DESCRIPTION
VAPOR SEAL/TRIM TANK
The vapor seal comprises a flexible membrane coated with an elastomer.
The membrane is attached to the tank structure front, rear and sides up
to the horizontal stabilizer cut out cover shield. The membrane is
retained by aluminum alloy clamp strips and bolts.
VENTILATION SYSTEM/TRIM TANK
Air flows from the air inlet located at the LH side of the lower rear
fuselage cone (FR86/87) via a flexible hose to a T-joint from which two
distribution pipes are connected. Air then flows into the vapor seal
interspace at the front spar area via the distribution pipes, by ambient
pressure differential.
DRAINAGE AND EXHAUST SYSTEM/TRIM TANK
A drainage and exhaust network at two low points in the base of the trim
tank vapor seal is connected to the trim tank transfer pipe shroud. The
shroud drain line is connected to an outlet in the drain mast located in the
fuselage bottom skin between STA3248 (FR52) and STA3301 (FR53).
The system network forms the ventilation air exhaust path and the liquid
drain path in the trim tank fuel transfer line and the A.P.U. fuel feed line.

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53
A300-605R Trim Tank - Vapor Seal - Component Location

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54
Left Wing Outer Fuel Tank - Fuel Temperature Probe
GENERAL DESCRIPTION
A Tank Fuel Temperature System provides indication of Fuel
Temperature on the LH ECAM-MEMO Page. The Fuel Temperature
Sensor is positioned in the LH Outer Fuel Tank on the Left Wing Rear
Spar structure.

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Left Wing Outer Fuel Tank - Fuel Temperature Sensor - Component Location

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56
Engine Pylon Assembly - Fuel Line Routing
GENERAL DESCRIPTION
A double walled fuel line leads from the forward
area of the wing thru the pylon to the engine
disconnect junction box. The sections of the fuel line
are located within pylon compartments.
The double walled fuel line is routed adjacent to the
Bleed Air System Precooler Assembly. The
purpose of using hot radiated engine bleed air to the
to warm the incoming fuel to the Main Engine Fuel
System prior to being burned in the Engine
Combustion Section.
This provides better atomization of the incoming fuel
to the engine to increase engine performance due to
improved combustion of the cold fuel from the Wing
Fuel Tanks
Engine and pylon compartments have been
designed to prevent fluid leakage from coming in
contact with an ignition source.

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57
Engine Pylon - Main Engine Fuel Line - Routing Location

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58
Maintenance Panel Controls and Indications - FUEL Test Panel
1. FUEL QTY/FAULT SIM & LO LVL TEST SELECTOR SWITCH
Allows testing of the outer tanks low level sensors and the 2
channels of the quantity indicating system.
2. FAULT SIM ANNUNCIATOR
Each FAULT light illuminates White when the selector switch is
selected CHAN 1 (or 2) to indicate satisfactory operation of the
corresponding system.
3. SYS MONITOR PUSHBUTTON SWITCH
Monitors and tests the quantity indicating system.
- Release-out: FAULT light comes on White if a fault is detected
by the incorporated BITE.
- Pressed-in: TEST light comes on White. FUEL QTY indicator
displays a code indicating the detected failure.
4. CGCC FAULT LIGHT (A300 Only)
Illuminates White if a CGCC fault is detected.
NOTE: A reset of CGCC is only possible if the CGCC bite has been
read.
5. CTR TK RELIEF VALVE ANNUNCIATOR (A300 Only)
- OPEN light comes on White when the valve is fully open.
- SHUT light comes on White when the valve is fully closed.
6. ENG 1 (or 2) LP (Low Pressure)VALVE ANNUNCIATOR
FAULT light comes on Amber when:
- The valve is closed by one motor only
- or one of the two relays provided to isolate the valve opening
supply to its associated motor (in case of failed fire handle
contact) is inoperative.
NOTE: The LP Valve is also called Engine Fire Shutoff Valve.

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59
Maintenance Panel - FUEL Test Panel BITE
1
2
3
4
5
6
A300-605R PANEL SHOWN
WITH CGC SYSTEM TRIM TANK
CGCS = CENTER OF GRAVITY CONTROL
SYSTEM

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Fuel Tank Access And Working Areas
DESCRIPTION - INNER AND OUTER TANKS
Each Inner and Outer fuel tank is divided into working areas
corresponding to the compartments located between Wing Structural
Ribs. Each Wing Rib is identified by white color paint on the outboard
side of each rib in the mid-position.
Most of these compartments have manholes located in the LH/RH Wing
lower surface areas.
Compartments not provided with manholes are accessible from adjacent
compartments through manholes in the Wing Ribs internal structural
areas.

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61
Wing Fuel Tank Manhole Covers - Types and Locations

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Fuel Tank Access - Center Tank
GENERAL DESCRIPTION
The Center Tank is divided into three compartments, separated by
bulkheads. Two manholes in the Rear Spar at STA 2982/FR47,
accessible from the Hydraulics Bay (Main Landing Gear Wheel Wells),
provide access to the two rear compartments through manholes in the
bulkheads.

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Center Wing Tank Manhole Covers - Component Location

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A300-605R Fuel Trim Tank - Tank Access
GENERAL DESCRIPTION
Manholes in Trim Tank lower surface allow access to Rib Compartments.
Rib Compartments not provided with a manhole are accessible through
an adjacent compartment. Panel 312AR gives access to the two Center
Section manholes.
Each Trimmable Horizontal Stabilizer (THS) Rib is identified by white
color paint on the outboard side of each rib in the mid-position.

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A300-605R Trim Tank Access - Manhole Location

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ATA 28
ATA 28
A300/A310
A300/A310
28-
28-66
66
A300/A310 Crossfeed Flow Bar Indication Failure - MEL Procedure

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-67
67

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-68
68

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-69
69

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-70
70
A300/A310 Crossfeed System - Component Location
A300 FUEL Panel
430VU Shown

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-71
71
Fuel Quantity Computer - Location

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-72
72
Center of Gravity Control Computer - Location

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-73
73
Fuel Level Amplifier - Location

MTT M540000/R3.4 16AUG01
MTT M540000/R3.4 16AUG01
ATA 28
ATA 28
A300/A310
A300/A310
28-
28-74
74
THIS PAGE INTENTIONALLY
LEFT BLANK
ATA 28 - END
COURSE CODE - M540000

ATA 28.pdf

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ATA 28.pdf