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CHAPTER 5
FUEL
CONTENTS
Page
INTRODUCTION .................................................................................................................. 5-1
DESCRIPTION....................................................................................................................... 5-1
Fuel System ..................................................................................................................... 5-1
Main Fuel Tank System .................................................................................................. 5-3
Auxiliary Fuel Tank System............................................................................................ 5-4
Fuel Capacity................................................................................................................... 5-4
Fuel System Operation .................................................................................................... 5-6
Fuel Pressure Indication .................................................................................................. 5-6
Fuel Pumps ...................................................................................................................... 5-7
Firewall Fuel Valves ....................................................................................................... 5-7
Fuel Transfer Motive Flow System................................................................................. 5-8
Crossfeed Operation ...................................................................................................... 5-11
Fuel Manifold Purge System ......................................................................................... 5-13
Fuel Gaging System ...................................................................................................... 5-13
Fuel Tank Vents ............................................................................................................ 5-14
Fuel Drains .................................................................................................................... 5-16
Fuel System Limitations................................................................................................ 5-18
Fuel Handling Practices................................................................................................. 5-18
ILLUSTRATIONS
TABLES
CHAPTER 5
FUEL
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4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
A complete understanding of the fuel system is essential to competent and confident operation
of the aircraft. Management of fuel and fuel system components is a major everyday concern of
the pilot. This section gives the pilot needed information for safe, efficient fuel management.
MAIN FUEL TANK SYSTEM siphon valve is installed at each filler port to pre-
vent the loss of fuel or collapse of fuel tank
The main fuel system (Figure 5-2) in each wing bladder in the event the filler cap is improperly
consists of two wing leading edge bladder-type installed.
cells, two box-section bladder-type cells, one wet
wing integral-type cell, and the nacelle tank. All Each nacelle tank is connected to the engine on
of these cells are interconnected by gravity feed the opposite side by a crossfeed line for single
lines and flow into the nacelle tank. Fuel for each engine operation. Crossfeed requires electric
engine is pumped directly from its nacelle boost pump operation in the feeding nacelle tank.
fuel tank. This system makes it possible for fuel in either
wing system to be available to either engine and
The filler cap for the main tank system is located is to be used during single-engine operation only.
near the wingtip by the leading edge. An anti-
AUXILIARY FUEL TANK ferred from it to the main fuel system by a jet
SYSTEM pump mounted adjacent to the outlet strainer and
drain in the auxiliary fuel cell.
The auxiliary fuel system consists of a fuel tank
on each side of the aircraft in the wing center sec- If the tank has fuel but does not transfer due to
tion (Figure 5-3). The auxiliary tanks cannot some system discrepancy, an amber caution
gravity feed into the nacelle tanks due to their panel light advises the pilot of L or R NO FUEL
location lower than the nacelle tanks. Each auxil- XFER. The pilot has an override switch to back
iary tank is equipped with its own filler opening, up the automatic system.
which has an antisiphon valve installed.
The auxiliary transfer system is automatic. If the
FUEL CAPACITY
auxiliary tank contains any usable fuel, the sys- The fuel quantity system is a capacitance gaging
tem will automatically transfer it to the nacelle system with one quantity indicator per wing (Fig-
tank. Since the fuel transfer system will insure ure 5-4). A spring-loaded selector allows the pilot
that the nacelle tank stays full, auxiliary tank fuel to individually check main and auxiliary tank
is used first during normal operations. When the quantity. The main system has a total capacity of
auxiliary fuel system is being used, fuel is trans-
380 gallons of usable fuel, 190 gallons on each main system, with approximately 1,273 on each
side. The auxiliary system has a total of 159 gal- side. Approximately 1,065 pounds are available
lons, 79.5 gallons on each side. The fuel quantity in the auxiliary system with approximately 533
gages and the engine fuel flow indicators read in on each side. Total usable fuel is 539 gallons, or
pounds times 100. At 6.7 pounds per gallon, approximately 3,611 pounds.
approximately 2,546 pounds are available in the
CROSSFEED ON
(TURNS OFF
RECEIVING SIDE
MOTIVE FLOW ONLY)
IGNITION ON
(CLOSES MOTIVE
FLOW VALVE)
A motive flow pressure switch set to actuate at return line is required. The overflow line is
6 (±1) psi is installed in the fuel line between the plumbed from the nacelle tank back to the auxil-
motive flow valve and check valve in order to iary tank to provide a return for excess fuel
confirm motive flow fuel pressure. A yellow delivered by the jet transfer pump. The overflow
L or R NO FUEL XFR caution annunciator light of fuel from the nacelle tank comes out of an
will illuminate when there is less than 6 (±1) psi overflow tube at the top of the nacelle tank. It
of pressure on the pressure switch adjacent to the then continues past a 1-1/2 psi pressure relief
motive flow valve, provided the float switch in va l ve a n d i n t o a f u e l r e t u r n l i n e t o t h e
the auxiliary tank is not sensing an empty tank. auxiliary tank.
The L or R NO FUEL XFR light has an When the auxiliary fuel is depleted, the float
11 second delay when it is to be illuminated. This
prevents transients from triggering both it and the switch sends a signal to the automatic fuel trans-
MASTER CAUTION flasher. With fuel in the fer module after a six- to seven-second time
auxiliary tank, should this pressure switch not be delay, the fuel transfer module deenergizes the
actuated, the L or R NO FUEL XFR light on the motive flow valve and it closes. The time delay
caution annunciator panel will illuminate or prevents cycling of the motive flow valve due to
remain illuminated to indicate that the motive sloshing fuel.
flow valve is still closed. The auxiliary fuel trans-
fer switch can then be placed in OVERRIDE The auxiliary fuel system will not feed into the
position to bypass the fuel transfer module and main fuel system if there is a failure of both boost
apply power directly to the motive flow valve. pumps or a failure of the motive flow valve. This
condition will be noted on the auxiliary tank fuel
The fuel transfer rate is greater than normal gage and by the illumination of the L or R NO
engine fuel consumption. As a result, an overflow FUEL XFER on the caution annunciator panel.
If fuel boost pressure drops below 10 psi (FUEL the side of the operating engine. The appropriate
PRESS light on), the automatic fuel transfer NO FUEL XFER light will also illuminate if
module removes power to close the motive flow there is fuel in the auxiliary tank. Crossfeed has
valve, thus preventing continued operation of no effect on fuel transfer from the dead
the jet transfer pump. The jet transfer pump will engine side.
not be damaged by operation after the tank is
dry, but extended operation with an empty aux-
iliary tank may tend to draw unnecessary moist CROSSFEED OPERATION
air into the main fuel system from the empty,
vented auxiliary tanks. Each nacelle tank is connected to the engine on
the opposite wing by a crossfeed line routed from
Any time the engine ignition circuit is powered the inboard side of the nacelle aft to the center
(either through AUTO IGNITION or the START wing section and across to the inboard side of the
& IGNITION switch), power will be removed opposite nacelle. The crossfeed line is controlled
from the motive flow valve by the automatic fuel by a valve connected into the line at the aft
transfer module. If the system was transferring inboard corner of the left nacelle (Figure 5-10).
fuel, the valve should close, resulting in a
L or R NO FUEL XFR light. Crossfeed requires operation of the standby boost
pump on the side from which crossfeed is desired
Selecting crossfeed will cause the fuel transfer to ensure an adequate flow of fuel to the receiv-
module to interrupt electricity to and close the ing engine and to maintain motive flow for the jet
motive flow valve, interrupting fuel transfer on transfer pump on the supply side.
When the CROSSFEED switch on the fuel con- When performing crossfeed, be aware of some
trol panel is actuated, power is drawn from a five- precautions:
ampere circuit breaker on the fuel control panel
● The auxiliary transfer switch must be in the
to the solenoid that opens the crossfeed valve.
AUTO position on the side receiving fuel.
The automatic fuel transfer module simulta- If the switch were in the OVERRIDE posi-
neously energizes the standby pump on the side tion, the motive flow valve on the receiving
from which crossfeed is desired and deenergizes engine would remain open. In addition, the
(closes) the motive flow valve on the side being incoming fuel would also start filling the
crossfed. When crossfeed is selected, the green tanks on the receiving engine through the
FUEL CROSSFEED light on the annunciator auxiliary transfer line which could result in
panel will illuminate. On the 300, the FUEL fuel being dumped overboard.
CROSSFEED annunciator indicates that cross-
feed has been selected. On the 350, the FUEL ● Both standby pump switches should be in
CROSSFEED annunciator indicates that the the OFF position. The crossfeed system
crossfeed valve has opened. Crossfeed will not will automatically turn on the pump it
transfer fuel from one cell to another; its primary needs to establish crossfeed.
function is to supply fuel from one side to the
opposite engine during an engine-out condition. ● If the firewall fuel valve was closed on
If the standby boost pumps on both sides are the inoperative engine during shutdown,
operating and the crossfeed valve is open, fuel the fuel pressure annunciator for the
will be supplied to the engines in the normal engine would remain illuminated and any
manner because pressure on each side of the auxiliary fuel on that side would be unus-
crossfeed valve will be equal. able due to lack of motive flow pressure.
FUEL MANIFOLD PURGE The left fuel quantity indicator on the fuel control
SYSTEM panel indicates the amount of fuel remaining in
the left side main fuel system tanks when the
This airplane is equipped with a fuel manifold FUEL QUANTITY select switch is in MAIN
purge system (Figure 5-11), which is designed to (center) position, and the amount of fuel remain-
assure that any residual fuel in the fuel manifold ing in the left side auxiliary fuel tank when the
is consumed during engine shutdown. See the fuel quantity select switch is in AUXILIARY
Fuel Manifold Purge System in the Engine sec- (lower) position. The right fuel quantity indicator
tion of this workbook for more information. indicates the same information for the right side
fuel systems, depending upon the position of the
fuel quantity switch. The gages are marked in
FUEL GAGING SYSTEM pounds. The switch is spring-loaded to the center
position. The TEST (upper) position of the
The airplane is equipped with a capacitance-type
switch provides a test function of the L and R
fuel quantity indication system (Figure 5-12). A
Density Variation of Aviation Fuel graph is pro- FUEL QTY fiber optic sensing circuitry and cau-
vided in the Weight and Balance Equipment List tion annunciators.
section of the POH to allow more accurate calcu-
lations of weights for all approved fuels.
The fuel quantity indicating system is a capaci- Low Fuel Quantity Indication
tance type that is compensated for specific
gravity and reads in pounds on a linear scale. An In order to alert the pilot of a low fuel situation,
electronic circuit in the system processes the sig- fiber optic sensors are installed in both nacelle
nals from the fuel quantity (capacitance) probes fuel tanks. When fuel quantity remaining in the
in the various fuel cells for an accurate readout main system is below approximately 300 pounds
by the fuel quantity indicators. (45 gallons) (30 minutes of fuel remaining at
maximum continuous power) on either side, the
Each side of the airplane has an independent gag- corresponding L or R FUEL QTY annunciator
ing system (Figure 5-12) consisting of a fuel on the caution annunciator panel will illuminate,
quantity (capacitance) probe in the nacelle fuel which will also trigger the master caution flash-
cell, one in the aft inboard fuel cell, two in the ers. A five- to seven-second delay is built into the
integral (wet wing) fuel cell, two in the inboard annunciator circuit to reduce the likelihood of
leading edge fuel cell, and two in the center sec- fuel sloshing causing transient indications. A
tion fuel tank. When the fuel selector switch is in holding circuit will keep the annunciators illumi-
MAIN position, power is supplied from the five- nated for three to five seconds once they actually
ampere QTY IND circuit breaker through the illuminate.
fuel quantity indicator to the capacitance probes
in the main fuel system tanks. This system may be tested by holding the FUEL
When the fuel selector switch is placed in the QUANTITY switch on the fuel panel in TEST. A
AUXILIARY position, power is drawn from the simulated low quantity signal is sent to the fiber
five-ampere circuit breaker to ground through the optic sensor in the nacelle tank, which then illu-
coil of the indicator switching relay. Power is minates the L and R FUEL QTY annunciators
then supplied through the fuel quantity indicator after approximately a five second delay. When
to the capacitance probes in each auxiliary the switch is released, it will spring-load back to
fuel tank. MAIN (center) and the annunciators will extin-
guish after approximately five seconds.
Fuel density and electrical dielectric constant
vary with respect to temperature, fuel type, and
fuel batch. The capacitance gaging system is FUEL TANK VENTS
designed to sense and compensate for these vari- The main and auxiliary fuel systems are vented
ables. The fuel quantity probe is simply a through a recessed vent coupled to a heated ram
variable capacitor comprised of two concentric
tubes. The tubes serve as fixed electrodes and the vent on the underside of the wing adjacent to the
fuel of the tank in the space between the tubes nacelle (Figure 5-13). One vent is recessed to
acts as the dielectric of the fuel quantity probe. prevent icing. The other vent is heated to
prevent icing.
The capacitance of the fuel quantity probe varies
with respect to the change in the dielectric that Air is vented into or out of the auxiliary fuel cell
results from the ratio of fuel to air in the fuel cell. through a line that extends from the recessed and
As the fuel level between the inner and outer heated ram vents, through the float check valve to
tubes rises, air with a dielectric constant of one is the auxiliary fuel cell.
replaced by fuel with a dielectric constant of
approximately two, thus increasing the capaci- The wing cells are cross-vented with one another
tance of the fuel quantity probe. This variation in through a float operated vent valve, otherwise
the volume of fuel contained in the fuel cell pro- known as a vent float valve, on the integral fuel
duces a capacitance variation that is a linear cell. There are four ways for air to get into the
function of that volume. This function is con- wing cells. The first two listed are primary. The
verted to linear current that actuates the fuel last two are applicable in flight only if the first
quantity indicator. two passages are plugged.
1. A line extends from the recessed and heated 4. A fourth passage bypasses the vent float
ram vents through the leading edge of the valve altogether. It extends from the air inlet
wing to the vent float valve on the integral on the underside of the wing near the tip,
fuel cell. then through a tee and a check valve to the
integral fuel cell.
2. A second passage extends from the recessed
and heated ram vents, through the float check Air is vented into the nacelle tank through a vent
valve, through the center of the wing, to the float valve installed in the tip of the tank and/or
vent float valve on the integral fuel cell. through a tube installed next to the vent float
valve. Both the vent float valve and the tube
3. A third passage extends from the air inlet on installed next to it, have a check valve down-
the underside of the wing near the tip, stream to prevent air or fuel from expanding out
through a check valve to the vent float valve
on the integral fuel cell. This passage is used of the nacelle tank through these passages. Air
primarily as a siphon break. It is designed to flows to these passages and into the nacelle tank
prevent siphoning of fuel from the auxiliary from the recessed and heated ram vents through
tank through the wing tip to the recessed and the float check valve to a tee, that is just prior to
heated ram vents while the aircraft is shut the auxiliary tank, and then through a vent line
down on the ground. that leads to the top of the nacelle tank. There is
another tee on top of the nacelle tank that divides the recessed and heated ram vents and the auxil-
this line into the passages that lead to the vent iary tank. When fuel is not present at the float
float valve or to the tube installed next to the vent check valve, the float is down and allows air to
float valve. Air can escape from the nacelle tank pass either direction. When fuel is present, the
through the vent float valve and then through the float rises with the fuel and seals the check valve
fuel return line leading to the auxiliary tank. to prevent fuel flow through it.
From there the air is vented overboard.
When the aircraft is shut down on the ground and FUEL DRAINS
all tanks are full of fuel that is colder than the During each preflight, the fuel drains on the
ambient air temperature, the fuel must expand tanks, lines, and filters should be drained to
overboard. Fuel will expand from the wing cells check for fuel contamination. There are four tank
through the gravity feed line to the nacelle tank. drains, one line drain, and one filter drain in each
Fuel will then expand out the top of the nacelle wing (Figure 5-14). See Table 5-1.
tank through the fuel return tube, pressure relief
valve, and fuel return line to the auxiliary tank.
Table 5-1 FUEL DRAIN LOCATIONS
When fuel expands out of the auxiliary fuel tank
to the float check valve, the float closes the check DRAINS LOCATION
valve, thus preventing some of the excess fuel
from being discharged through the vents. When Flush fuel drain Underside of wing
the check valve closes, the auxiliary fuel expands forward of aileron
through a line routed outboard from the check
Gravity line drain Outboard of nacelle
valve through the center of the wing to the wing
underside of wing
tip. It then continues down the wing leading edge
vent line to the recessed and heated ram vents Fuel drain Outboard of nacelle
and onto the ground. underside of wing
When the fuel has expanded fully, the siphon Strainer drain Bottom of nacelle
break will prevent continued siphoning of fuel
from the auxiliary tank through the wing tip to Filter drain Forward of wheel well
the recessed and heated ram vents while the air-
craft is shut down on the ground. Inboard of fuel tank drain Underside of wing by
wing root
The vent float valve installed in the integral fuel
cell and the vent float valve installed in the top of
the nacelle tank are designed to allow air to flow The main and auxiliary fuel systems are
either direction. However, when the fuel level rises equipped with five sump drains, a standby pump
up to the level of the vent float valve, the float will drain manifold, and a firewall filter drain in each
rise with the fuel and seal the vent system at that wing. The drain valve for the firewall fuel filter is
point. This prevents fuel from flowing into the located to the right of the filter at the firewall on
vent system by way of the vent float valve. the underside of the nacelle. The nacelle tank has
two drains located on the bottom of the nacelle
In principle, the float check valve accomplishes forward of the wheel well. The inboard drain is
the same job as the vent float valve, although the for the standby boost pump and the outboard
design is different. It, like the vent float valve, drain is for the nacelle fuel sump and strainer.
allows air to pass either direction but does not
allow fuel to pass through it. The float check The standby pump drain is not to be drained on
valve looks like an ordinary check valve. Unlike preflight. The leading edge tank has a drain on
the vent float valve, it is not installed in any tank the underside of the wing just outboard of the
or cell. It is installed in a short vent line between nacelle. The integral (wet wing) fuel tank has a
sump drain located approximately midway on the to draining the sumps for maximum water and
underside of the wing aft of the main spar. The fuel separation. However, water and fuel sepa-
drain for the auxiliary tank is at the wing root ration will occur soon after fueling or moving
midway between the main and aft spars. the aircraft if there is a substantial amount of
water in the fuel. Although turbine engines are
The gravity feed line from the wing tanks to the not as critical as reciprocating engines regard-
nacelle tank also has a drain line that extends aft ing water ingestion, water should be removed
along the outboard side of the main gear wheel periodically to prevent formations of fungus
well to a drain valve just aft of the wheel well. and contamination-induced inaccuracies in the
fuel gaging system.
Since jet fuel and water are of similar densities,
water does not settle out of jet fuel as easily as When draining the flush-mounted drains, do not
from aviation gasoline. For this reason, the air- turn the draining tool. Turning or twisting of the
plane should sit perfectly still, with no fuel draining tool will unseat the O-ring seal and
being added, for approximately four hours prior cause a leak.
The settling time for kerosene is five times that of cell in each wing, and all metal parts (except the
aviation gasoline; therefore, jet fuels require standby boost pumps and jet transfer pumps) are
good fuel handling practices to assure that the mounted above the settlement areas, the possibil-
airplane is serviced with clean fuel. If recom- ity of filter clogging and corrosive attacks on fuel
mended ground procedures are carefully pumps exists if contaminated fuels are consis-
followed, solid contaminants will settle and free tently used.
water can be reduced to 30 parts per million
(ppm), a value that is currently accepted by the The primary means of fuel contamination control
major airlines. by the owner/operator is “good housekeeping.”
This applies not only to fuel supply, but to keep-
Since most suspended matter can be removed ing the aircraft system clean. The following is a
from the fuel by sufficient settling time and list of steps that may be taken to recognize and
proper filtration, it is not a major problem. Dis- prevent contamination problems:
solved water has been found to be the major fuel
contamination problem. Its effects are multiplied 1. Know your supplier. It is impractical to
in aircraft operating primarily in humid regions assume that fuel free from contaminants will
and warm climates. always be available, but it is feasible to exer-
cise caution and be watchful for signs of fuel
Dissolved water cannot be filtered from the fuel contamination.
by micronic-type filters, but can be released by
lowering the fuel temperature, which will occur 2. Assure, as much as possible, that the fuel
in flight. For example, a kerosene fuel may con- obtained has been properly stored, that it is
tain 65 ppm (8 ounces per 1,000 gallons) of filtered as it is pumped to the truck, and again
dissolved water at 80°F. When the fuel tempera- as it is pumped from the truck to the aircraft.
ture is lowered to 15°F, only about 25 ppm will
remain in solution. The difference of 40 ppm will 3. Perform filter inspections to determine if
have been released as supercooled water droplets sludge is present.
which need only a piece of solid contaminant or
an impact shock to convert them to ice crystals. 4. Maintain good housekeeping by periodically
flushing the fuel tank system. The frequency
Tests indicate that these water droplets will not of flushing will be determined by the climate
settle during flight and are pumped freely and the presence of sludge.
through the system. If they become ice crystals in
the tank, they will not settle since the specific 5. Aviation gas is an emergency fuel. The
gravity of ice is approximately equal to that of 150 hours maximum operation on aviation
kerosene. Forty ppm of suspended water seems gasoline per a “Time Between Overhaul”
like a very small quantity, but when added to sus- should be observed.
pended water in the fuel at the time of delivery, it
is sufficient to ice a filter. While the critical fuel 6. Use only clean fuel-servicing equipment.
temperature range is from 0°F to –2°F, which
produces severe system icing, water droplets can 7. After refueling, allow a settle period of at
freeze at any temperature below 32°F. least four hours whenever possible, then
drain a small amount of fuel from each drain.
Water in jet fuel also creates an environment
favorable to the growth of a microbiological
“sludge” in the settlement areas of the fuel cells. CAUTION
This sludge, in addition to other contaminants in
the fuel, can cause corrosion of metal parts in the Remove spilled fuel from the ramp area
fuel system as well as clogging the fuel filters.
Although this airplane uses bladder-type fuel immediately to prevent the contami-
cells in addition to an integral (wet wing) fuel nated surface from causing tire damage.
Even if the fuel does not contain water, or you have Fuel Biocide Additive
drained the water out, there is still a possibility of
fuel icing at very low temperatures. The oil-to-fuel Fuel biocide-fungicide “BIOBOR JF” in concen-
heat exchanger is used to heat the fuel prior to trations of 135 ppm or 270 ppm may be used in
entering the fuel control unit. Since no fuel temper- the fuel. BIOBOR JF may be used as the only fuel
ature measurement is available for fuel prior to the additive, or it may be used with the anti-icing
heat exchanger, the temperature must be assumed additive conforming to MIL-I-27686 specification.
to be the same as the outside air temperature. Used together, the additives have no detrimental
effect on the fuel system components.
Fuel Grades and Types See the Maintenance Manual for concentrations
to use and for procedures for adding BIOBOR JF
Jet A, Jet A-1, Jet B, JP-4,-5, and -8 fuels may be to the airplane fuel.
mixed in any ratio. Aviation Gasoline Grades
80/87, 91/96, 100 LL, 100/130 and 115/145 are
emergency fuels and may be mixed in any ratio Filling the Tanks
with the normal fuels when necessary. Use of the When filling the aircraft fuel tanks, always
lowest octane rating available is suggested due to observe the following:
its lower lead content. The use of aviation gasoline
shall be limited to 150 hours operation during each 1. Make sure the aircraft is statically grounded
Time Between Overhaul (TBO) period. to the servicing unit and to the ramp.
The Fuel Brands and Type Designations chart in 2. Service the main tanks on each side first. The
the Handling, Service, and Maintenance section of main filler caps are located in the outboard
the POH gives fuel refiner’s brand name, along fuel cell on the leading edge of each wing
with the corresponding designations established near the wingtip. The auxiliary filler caps are
by the American Petroleum Institute (API) and the located on top of the center section, inboard
American Society of Testing Material (ASTM). of each nacelle.
The brand names are listed for ready reference and
are not specifically recommended by Beech Air- 3. Allow a four-hour settling period whenever
craft Corporation. Any product conforming to the possible, then drain a sufficient amount of
recommended specification may be used. fuel from each drain point to remove water
and contaminants.