dornier 328jet - fuel - smartcockpit - airline training … (synoptic) warn condition inhibit...

Fuel Control Panel (Sheet 1 of 2)

Dornier 328Jet - Fuel

Fuel Control Panel (Sheet 2 of 2)


Refuel/Defuel Control Panel (Sheet 1 of 2)


Refuel/Defuel Control Panel (Sheet 2 of 2)


MESSAGE (SYNOPTIC) WARN INHIBITLocation (COLOR)

WARNTONE CONDITION

1 2 3

FUEL ASYM

CAS Field (AMBER)Impending fuel imbalance above 141 kg (310 lb). X X

FUEL BALANCECAS Field (BLUE)

Impending fuel imbalance above 118 kg ((260 lb). X X

FUEL CONN VLV OPEN – Incorrect switch position on refueling/defueling panel– Closed position of connecting valve not confirmed by closed limit

CAS Field (AMBER)switch or limit switch has failed

– Connecting valve has failed in OPEN position– Invalid OPEN signal detected by EICAS

X X

FUEL ELPMP FAILCAS Field (AMBER)

X X

ELPMP FAIL (LH/RH)LH/RH ELPMP button ON and LH/RH ELPMP not running.

FUEL Page (AMBER)

FUEL ELPMP ONCAS Field (AMBER)

ELPMP at the feed to side during crossfeed manually switched on(amber).

X X

ELPMP ON (LH/RH) ELPMP switched off but still running

FUEL Page (BLUE/AMB) LH/RH ELPMP manually or automatically switched on and running.

ELPMP OFF (LH/RH)FUEL Page (BLUE)

ELPMP manually or automatically switched off and pump not running

L – R FUEL FILTERCAS Field (AMBER) Fuel filter impending bypass indication (fuel filter contaminated) at fuel

X X

FILTERFuel filter impending bypass indication (fuel filter contaminated) at fuelflow below 2000 lb/hr (909 kg/hr).

FUEL Page (AMBER)

FUEL JETPMP FAILCAS Field (AMBER)

X X X

JETPMP FAIL (LH/RH)LH/RH JETPMP button ON and LH/RH JETPMP outlet below 8.5 psi.

FUEL Page (AMBER)

FUEL JETPMP ONCAS Field (AMBER) LH/RH JETPMP outlet pressure above 8.5 psi at the feed side during X X

JETPMP ON (LH/RH)crossfeed (amber)LH/RH JETPMP button ON and outlet pressure above 8.5 psi (blue).

FUEL Page (BLUE/AMB)

JETPMP OFF (LH/RH) LH/RH JETPMP button OFF.FUEL Page (BLUE) LH/RH JETPMP outlet below 8.5 psi.

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–042. Takeoff phase3. Landing phase

CAS Field and System Messages (Sheet 1 of 4)


MESSAGE (SYNOPTIC) WARN INHIBITLocation (COLOR)

WARNTONE CONDITION

1 2 3

FUEL TANK TEMP° °

CAS Field (AMBER)Fuel tank temperature below –38 °C or above +55 °C. X X

(DIGITAL)FUEL Page (WH/AMB)

Digital readout changes from white to amber.

FUEL XFEED ACTIVECAS Field (BLUE)

X–FEED valve open or not fully closed. X X

(POSITION SYMBOL)Crossfeed shutoff valve selected to close and valve closed.

FUEL Page (GREEN)

(POSITION SYMBOL) Crossfeed shutoff valve selected RH tank to LH engine and valve

FUEL Page (GREEN)opened.

(POSITION SYMBOL) Crossfeed shutoff valve selected LH tank to RH engine and valve

FUEL Page (GREEN)opened.

FUEL XFEED FAILCAS Field (AMBER)

Fuel crossfeed valve not closed/open within 5 seconds after selection. X

FAIL Crossfeed shutoff valve selected to LH/RH engine but valve closed ornot fully open.

FUEL Page (AMBER) Additionally FUEL XFEED FAIL on (Debounce time 5 seconds).

FAIL Crossfeed shutoff valve selected to close but valve open or partiallyopen.

FUEL Page (AMBER) Additionally FUEL XFEED FAIL on (Debounce time 5 seconds).

FUEL XFEED PMP XFEED selector set to LH/RH side.

CAS Field (AMBER)Feed to side where JETPMP outlet pressure is above 8.5 psi.Feed to side where ELPMP is running.

X X

L – R FEED TANK LOW Feeder tank below 160 lb (73 kg).

CAS Field (AMBER) Fuel quantity indication changes to amber.X X

(DIGITAL)FUEL Page (WH/AMB)

Digital readout changes from white to amber.

L – R FUEL CONTAMIN Indicates fuel contamination (e.g. fuel contaminated with water).

CAS Field (AMBER)NOTE: ”L – R FUEL CONTAMIN” may appear with

”FUEL QTY FAIL” or ”FUEL QTY ACCUR”.X X


CAS Field and System Messages (Sheet 2 of 4)


MESSAGE (SYNOPTIC) WARN CONDITIONINHIBIT

Location (COLOR)

WARNTONE CONDITION

1 2 3

L – R FUEL LOW FAILNo low level warning available X X X

CAS Field (AMBER)No low level warning available. X X X

L – R FUEL LEVEL LOWX X X

CAS Field (AMBER)Fuel low level warning below 530 lb (241 kg) perwing. (Feeder tankbelow 180lb (82 kg))

X X X

(DIGITAL)

( g))Message is surpressed in a L or R outer tank Low Sensor FAILcondition (debounce time is 10 seconds).

FUEL Page (WH/AMB)

condition (debounce time is 10 seconds).

L – R FUEL PRSS LOWX

CAS Field (AMBER)X

PRSS LOW (LH/RH) LH/RH engine inlet pressure below 5 psi.

FUEL Page (AMBER))

ENGINE Page (AMBER))

L – R FUEL QTY ACCUR LH/RH wing tankCAS Field (BLUE)

LH/RH wing tank

– at least one quantity sensor failed, accuracy sensitive to attitude X XSYNOPTIC: – DASHES

q y , ychanges.

h i i

X X

FUEL Page (BLUE)) – short circuit.

L – R FUEL QTY FAILIf failure occurs before engine start:

X X X

CAS Field (AMBER)

gL – R wing tank fuel quantity indicator shows amber dashes.

If failure occurs after engine start: L R wing fuel quantity replaced by calculated value in amber with

X X X

FQ LBS (DIGITAL)L – R wing fuel quantity replaced by calculated value in amber withremark ”C”.

EICAS Page (AMBER)

TANK SYNOPTIC (DIGITAL)

If failure occurs before engine start: Total fuel quantity indicator shows amber dashes.L – R wing tank fuel quantity indicator shows amber dashes.L – R wing tank fuel quantity in individual tanks show amber dashes.L – R wing tank synoptic deleted.

If f il ft i t t

FUEL Page (AMBER)

If failure occurs after engine start: Total fuel quantity replaced by calculated value in amber with remark”C”.L – R wing fuel quantity replaced by calculated value in amber withremark ”C”.L – R wing tank synoptic deleted.



MESSAGE (SYNOPTIC) WARN CONDITIONINHIBIT

Location (COLOR)

WARNTONE CONDITION

1 2 3

L – R FUEL SOV CLSDLH/RH fuel shutoff valve closed X X

CAS Field (AMBER)LH/RH fuel shutoff valve closed. X X

� (POSITION SYMBOL)

FUEL Page (GREEN)

ENGINE Page (GREEN)

Fuel shutoff valve selected open and opened.

� (POSITION SYMBOL) Fuel shutoff valve selected close and closed.FUEL Page (AMBER)

ENGINE Page (AMBER)

Fuel shutoff valve selected close and closed.

Additionally L – R FUEL SOV CLSD on (Debounce time 8 seconds).

� FAIL Fuel shutoff valve selected close but open or partially open.FUEL Page (AMBER)

ENGINE Page (AMBER)

Fuel shutoff valve selected close but open or partially open.

Additionally L – R FUEL SOV FAIL on (Debounce time 8 seconds).

� FAIL Fuel shutoff valve selected open but close or partially open.FUEL Page (AMBER)

ENGINE Page (AMBER)

Fuel shutoff valve selected open but close or partially open.

Additionally L – R FUEL SOV FAIL on (Debounce time 8 seconds).

L – R FUEL SOV FAILFuel shutoff valve not closed/open within 8 seconds after selection X X

CAS Field (AMBER)Fuel shutoff valve not closed/open within 8 seconds after selection. X X

L – R FUEL TRANSFERLH/RH low fuel transfer rate during automatic test before engine start X

CAS Field (AMBER)LH/RH low fuel transfer rate during automatic test before engine start X

MISCOMP – FUELUnreliable fuel parameters detected by IAC X X

CAS Field (AMBER)Unreliable fuel parameters detected by IAC. X X

FUEL APU SOV FAILX X

CAS Field (AMBER)X X

FAIL APU Fuel shutoff valve has failed to close or to open.

FUEL Page (AMBER)

APU Page (AMBER)

MONITOR SATStatic Air Temperature (SAT) at or below –60oC. Monitor fuel tank

CAS Field (AMBER)

Static Air Temperature (SAT) at or below 60 C. Monitor fuel tanktemperature.

TAT EXCEEDEDTotal Air Temperature (TAT) at or below –52oC. Monitor fuel tank

CAS Field (AMBER)

Total Air Temperature (TAT) at or below 52 C. Monitor fuel tanktemperature.



Indications/Messages on EICAS Display


Indications/Messages on FUEL Page (Sheet 2 of 2)


Indications/Messages on ENGINE Page


Indications/Messages on Radio Management Unit (RMU)


FUEL SYSTEM

GENERALAll fuel is stored in the wings of the airplane. The tanks are an integral part of the wings and areseparated into a LH and a RH wing tank group with a maximum fuel quantity of 3 616 kg (7 972lb). Each tank group has an inner, outer and a feeder tank either vented to the atmospherethrough outlets on the underside of each wing. Fuel flow is provided in one direction only byflapper valves; from the inner tank through the outer tank into the feeder tank.

The top and bottom surfaces of the tanks are provided by the upper and lower wing skins andthe front and rear tank walls are provided by the front and rear spars of the wings.

The tank structure is provided with a protective coating against corrosion and biologicalcontamination.

The airplane is normally pressure refueled from a refueling receptacle on the RH wing. The LHand RH wing tank groups additionally have a filler well for gravity refueling purposes.

TYPES OF FUELThe fuel system will operate with Kerosene and fuels conforming to the specifications thatfollow:

– MIL T 5624– ASTM D 1655– IATA GUIDANCE MATERIAL.

This includes additives in the fuel, or those additions permitted to be added to the fuel by thespecifications named above and also other additives approved for use in the engines.


FUEL STORAGE

GENERALThe fuel storage system consists of a separate wing tank group in the LH and RH wing whichsupplies the related engine. A crossfeed system permits fuel supply to both engines from eithertank group. Each wing tank group with its inner, outer and feeder tanks is interconnected by twoflapper valves which allow gravity fuel flow to the feeder tank.

DRAIN VALVESDrain valves are installed on the underside of each wing and permit condensed water orresidual fuel to be drained from the applicable tank. The vent outlet is located in the outer wingarea but within the lightning protection zone. These drain valves are also used to obtainsamples for fuel contamination tests.

VENT SYSTEMVenting is provided to maintain atmospheric pressure in the fuel tanks during level flight and isdesigned to prevent unacceptable pressure differences between interior and exterior of the tankduring climb, descent and pressure refueling / defueling.

The tank system is vented via a main vent line. The venting points are arranged in such a waythat inward and outward venting is possible in any flight attitude. Float valves prevent fuel lossin extreme attitudes. The main vent line leads to the vent tank where fuel, which has entered thevent system during certain flight maneuvers, is collected and then siphoned back to the tanks.

Pressure relief valves protect the tanks from unallowable pressure in case of failure in thepressure refueling system.

The LH and RH vent systems are connected via a small bleed hole in the center rib. Thuspressure equalization is also possible when a vent line on one side is clogged.


FUEL TRANSFER AND FUEL FEED

GENERALFuel transfer within each tank group is provided by jet transfer pumps in the inner and the outerwing tank. These pumps supply fuel to the feeder tank to keep it in a full state during operation.

FUEL TRANSFER SYSTEMThe fuel transfer system enables fuel to be transferred between the inner, outer and feedertanks by a series of interconnected jet transfer pumps. These pumps are supplied with motivefuel flow from the booster pumps. An overflow line transports excess transfer fuel back to theouter wing tank.

The defueling sequence is as follows:

– inner tank– outer tank– feeder tank

For engine start, fuel will be supplied from an electrical booster pump in each feeder tank forfuel transfer and engine supply. This pump is activated by an automatical pressure controlledswitch.


ENGINE FUEL FEED SYSTEMThe engine fuel feed system installed in the feeder tanks consists of an electrical and two jetbooster pumps. The jet booster pumps are normally supplied with motive fuel flow from therelated engine fuel pump. Both jet booster pumps in each tank are designed to act as one mainpump assembly.

During the engine starting phase, X–feed operation, fuel low level operation, and upon jetbooster pump failure, the engine fuel pump is supplied by the electrical booster pump. When theengine is operating, the high pressure output from the engine fuel pump is routed back to thefeeder tank to provide the jet booster pumps with motive fuel flow.

In this phase, the engine fuel feed system is self–supporting and the electrical booster pump isautomatically switched off but remains on standby (AUTO mode) should the jet booster pumppressure output decrease below a certain level.

During normal operation, the LH wing tank group supplies fuel to the LH engine and the RHwing tank group supplies fuel to the RH engine. If normal operation cannot be maintained, it ispossible to supply either engine or both engines from either the LH or the RH wing tank group.

ENGINE FUEL SHUTOFF VALVE (SOV)A fuel shutoff valve (fire cock) is installed in each LH and RH engine fuel feed line. The purposeof these valves is to shutoff the fuel supply from the fuel feed system to the respective engine.This is required during normal or emergency shut–down.

The open/closed position of the shutoff valve is indicated on the FUEL control panel and on theEICAS display and is activated via the relevant thrust lever or fire button in the fire protectionpanel.

APU FUEL SUPPLYThe fuel supply to the APU is taken from the LH and RH engine fuel supply. Shutoff valves areinstalled to isolate the APU fuel line from the main feed system after APU shutdown. The valveoperation is controlled via the APU MASTER switch.During normal operation the APU sucks fuel from the LH and RH tank groups. If required theAPU can also be supplied from one tank group via the X–Feed system. However, the LH or RHELPMP (as appropriate) must be switched on during this mode.


FUEL CROSSFEED (X–FEED) SYSTEM

GENERALThe airplane is provided with a fuel crossfeed (X–FEED) system.

ENGINE X–FEED SYSTEMThe system enables the engines to be supplied with fuel from either one or both wing tankgroups.

The engine crossfeed system consists of the crossfeed valve and the crossfeed line betweenthe LH and RH wing tank group. The crossfeed valve is controlled by the X–FEED selector onthe FUEL control panel.

NOTE: 1. Setting the X–FEED selector to either side opens the X–FEED valve and turns OFFthe JETPMP and AUTO function of the ELPMP on the ”feed to” side. On the ”feed from” side the ELPMP will be switched ON if AUTO mode is selected.

2. If a ”L – R FUEL PRESS” caution appears during X–FEED operation the relevantELPMP should be manually selected to prevent engine fuel starvation andsubsequently engine flame out.


REFUELING AND DEFUELING SYSTEM

GENERALThe airplane is normally refueled via a single–point pressure refueling system. This procedure iscontrolled on the REFUEL/DEFUEL panel, which is installed adjacent to the refuel adapter onthe RH wing. A remote REFUEL QTY switch is installed in the flight compartment on the centerpedestal. Additionally each LH and RH wing tank group has a filler well for gravity refueling.

PRESSURE REFUELING/DEFUELING SYSTEMThe fuel supplied to the refueling adapter on the lower side of the RH wing is distributed to theLH and RH wing tank groups and normally controlled and operated from the REFUEL/DEFUELcontrol panel on the RH wing leading edge. The refueling rate is approx. 500 l/min.

The system can also be used to defuel the airplane. The system can be monitored from theflight compartment. The total amount of required fuel can be preset on the externalREFUEL/DEFUEL control panel or by the REFUEL QTY switch on the center pedestal.

The system enables the LH and the RH wing tank groups to be interconnected. The system canonly be operated when the airplane is on the ground. The wing tank group transfer systemutilizes the fuel feed and the pressure refueling systems to pump and route the required quantityof fuel from one tank group to the other.

MAX USABLE FUEL TANK CAPACITY

TOTAL FUEL QUANTITY

INNERWING TANK

OUTERWING TANK

FEEDERTANK

EACHWINGTANK

GROUPTOTAL

GRAVITYREFUELED

orMANUAL

PRESSUREREFUELED(140 kPa/

20 PSI) up to:

AUTOMATICREFUELED

orMANUAL

PRESSUREREFUELED(350 kPa/

50 PSI) up to:

Pounds 2 349.6 1 447.5 187.9 3 985.0 7 970.0 7 800.0Kilograms 1 065.8 656.7 85.0 1 807.5 3 615.0 3 538.0USgallons 353.7 217.9 28.3 599.9 1 200.0 1 174.0

NOTE: 1. When the fuel quantity (FQ) indication reads zero in level flight any fuel remaining is not usable in flight.

2. If the LH or RH electrical fuel booster pump or jet pump is inoperative unusable fuel in affected feeder tank is 30 lb (13.6 kg).

3. If the FUEL QTY FAIL or FUEL TRANSFER CAUTION appears on the Primary EICAS–page, unusable fuel in the affected wing is 200 lb (90.7 kg).


REFUELING AND DEFUELING SYSTEM

GENERALThe airplane is normally refueled via a single–point pressure refueling system. This procedure iscontrolled on the REFUEL/DEFUEL panel, which is installed adjacent to the refuel adapter onthe RH wing. A remote REFUEL QTY switch is installed in the flight compartment on the centerpedestal. Additionally each LH and RH wing tank group has a filler well for gravity refueling.

PRESSURE REFUELING/DEFUELING SYSTEMThe fuel supplied to the refueling adapter on the lower side of the RH wing is distributed to theLH and RH wing tank groups and normally controlled and operated from the REFUEL/DEFUELcontrol panel on the RH wing leading edge. The refueling rate is approx. 500 l/min.

The system can also be used to defuel the airplane. The system can be monitored from theflight compartment. The total amount of required fuel can be preset on the externalREFUEL/DEFUEL control panel or by the REFUEL QTY switch on the center pedestal.

The system enables the LH and the RH wing tank groups to be interconnected. The system canonly be operated when the airplane is on the ground. The wing tank group transfer systemutilizes the fuel feed and the pressure refueling systems to pump and route the required quantityof fuel from one tank group to the other.

MAX USABLE FUEL TANK CAPACITY

EACH TOTAL FUEL QUANTITY

INNERWING TANK

OUTERWING TANK

FEEDERTANK

EACHWINGTANK

GROUPTOTAL

GRAVITYREFUELED

orMANUAL

PRESSUREREFUELED

AUTOMATICPRESSUREREFUELED

Pounds 2 350 1 448 188 3 986 7 972 7 800Kilograms 1 066 657 85 1 808 3 616 3 538USgallons 354 218 28 600 1 200 1 174

NOTE: 1. When the fuel quantity (FQ) indication reads zero in level flight any fuel remaining isnot usable in flight.

2. If the LH or RH electrical fuel booster pump or jet pump is inoperative, consider anincrease of unusable fuel in affected feeder tank of approx. 30 lb (13.6 kg).

3. If FUEL QTY FAIL or FUEL TRANSFER CAUTION appears on the EICAS display,the unusable fuel in the affected wing tank is 200 lb (90.7 kg).


MANUAL PRESSURE REFUELINGManual pressure refueling is accomplished by selecting both REFUEL / DEFUEL switches onthe refueling panel to REFUEL. Fueling stops when the switches are set back to AUTO, orwhen triggered by the fuel HIGH LEVEL SENSOR.

Maximum fueling pressure up to 7800 lb (3538 kg) wing tank fuel quantity is 50 PSI.

If it is necessary to fill the tanks with the maximum fuel quantity of 7970 lb (3615 kg) manualpressure refueling has to be conducted after automatic refueling up to 7800 lb (3538 kg).Fueling pressure and flow rate is then limited to 20 PSI and 175 pph (100 ltr/min) above thetotal fuel quantity of 7800 lb (3538 kg) to avoid over filling the wing tanks and a possible fuelspill.

GRAVITY REFUELINGThe LH/RH wing tank groups can be gravity refuelled through a filler well in the related innerfuel tank. A gravity filler cap consisting of filler flange and cap is fitted to the inner tank of eachwing. The cap fits flush to the wing surface when closed and is secured to the flange with aretaining cable to prevent loss. The filler cap is opened by lifting and turning the flush fittinghandle counterclockwise.Gravity refueling also allows to fill the tanks with the maximum quantity of fuel.


MANUAL PRESSURE REFUELINGIf it is necessary to fill the aircraft with the maximum quantity of fuel, manual pressure refuelingmay be used. It is possible to store 7972 pounds (3616 kg/1200 US gallons) total fuel usingmanual pressure refueling.

Manual pressure refueling is accomplished by selecting both refueling panel to REFUEL. Thisallows maximum fuel quantity to be loaded. Fueling stops when the switches are released, or bythe fuel HIGH LEVEL SENSOR.

It is important to limit refueling pressure to 30 PSI when conducting manual pressure refueling(Normal Automatic Pressure Refueling is 50 PSI) to avoid over filling the wing tanks, and apossible fuel spill.

GRAVITY REFUELINGThe LH/RH wing tank groups can be gravity refuelled through a filler well in the related innerfuel tank. A gravity filler cap consisting of filler flange and cap is fitted to the inner tank of eachwing. The cap fits flush to the wing surface when closed and is secured to the flange with aretaining cable to prevent loss. The filler cap is opened by lifting and turning the flush fittinghandle counterclockwise.


INDICATION AND CONTROL

GENERALThe EICAS and the FUEL System Page display the following signals and indications:

– constantly updated information on fuel tank quantities, distribution,fuel flow (LBS/HR or KG/HR)

– cautions and details of system faults (FAIL messages).

Additionally on the FUEL System Page temperature and indication of pump and valve statuscan be seen.

FUEL GAUGING AND LEVEL SENSING SYSTEM (FGLSS)The fuel quantity indication (FQI) and level sensing system is computerized and:

– provide continuous indication of each wing tank group– are used for the refueling panel to select and display the TOTAL QTY of fuel to for the LH/RH

wing tank groups during the automatic refueling operation– stop refueling when the preset amount of fuel is reached– provide high level sensing when tanks are full during refueling– provide low level sensing when tanks are empty.

A system of float–operated manual magnetic indicators (magna–sticks) can be used on theground when no electrical power is available to determine the amount of fuel in the tanks.

Backup Indication – FUEL CALC REMAINWith the stored fuel quantity sensed by the gauging system during engine start and with theused fuel determined by the fuel flow transmitter, the remaining fuel quantity is also calculated inthe background. Should a gauging system failure occur, this calculated fuel quantity will beindicated on the EICAS display and the FUEL System Page in amber and marked with a ”C”.If the gauging system has failed from the very beginning, the fuel quantity measured via themechanical system (magna–sticks) can be entered into the EICAS computer via bezel buttons.

FUEL TANK TEMPERATUREThe tank temperature indication on the EICAS FUEL System Page is fed from a temperaturesensor located in the LH outer wing tank. Fuel temperatures in the various tanks may bedifferent. Particularly after extended flights at high altitudes temperatures in the inner wing tanksmay be significantly lower than the indicated tank temperature.

NOTE: 1. If the caution ”TAT EXCEEDED” appears the total air temperature is at or below–52oC. In this case increase airspeed and/or change altitude as appropriate until thecaution disappears. Fuel tank temperature has to be monitored.

2. If the caution ”MONITOR SAT” appears the total air temperature is at or below–60oC. In this case check with environmental envelope and change altitude asappropriate. Fuel tank temperature has to be monitored.

FUEL CONTROL PANELThe control switches and indications for the fuel shutoff valves, electrical booster pumps, jetbooster pumps and the crossfeed valve are installed on the FUEL control panel.The fuel shutoff valves (fire cocks) are controlled via the thrust levers. Additionally the shutoff


INDICATION AND CONTROL

GENERALThe EICAS and the FUEL System Page display the following signals and indications:

– constantly updated information on fuel tank quantities, distribution,fuel flow (LBS/HR or KG/HR)

– cautions and details of system faults (FAIL messages).

Additionally on the FUEL System Page temperature and indication of pump and valve statuscan be seen.

FUEL GAUGING AND LEVEL SENSING SYSTEM (FGLSS)The fuel quantity indication (FQI) and level sensing system is computerized and:

– provide continuous indication of each wing tank group– are used for the refueling panel to select and display the TOTAL QTY of fuel to for the LH/RH

wing tank groups during the automatic refueling operation– stop refueling when the preset amount of fuel is reached– provide high level sensing when tanks are full during refueling– provide low level sensing when tanks are empty.

A system of float–operated manual magnetic indicators (magna–sticks) can be used on theground when no electrical power is available to determine the amount of fuel in the tanks.

AUXILIARY FUEL GAUGING INDICATION AND LEVEL SENSING SYSTEM (AUX FGLSS)The AUX FGLLS is an additional system to the existing one. Operations concerning theauxiliary tanks and their equipment are managed by the AUX FGLSS.

Backup Indication – FUEL CALC REMAINWith the stored fuel quantity sensed by the gauging system during engine start and with theused fuel determined by the fuel flow transmitter, the remaining fuel quantity is also calculated inthe background. Should a gauging system failure occur, this calculated fuel quantity will beindicated on the EICAS display and the FUEL System Page in amber and marked with a ”C”.If the gauging system has failed from the very beginning, the fuel quantity measured via themechanical system (magna–sticks) can be entered into the EICAS computer via bezel buttons.

FUEL TANK TEMPERATUREThe tank temperature indication on the EICAS FUEL System Page is fed from a temperaturesensor located in the LH outer wing tank. Fuel temperatures in the various tanks may bedifferent. Particularly after extended flights at high altitudes temperatures in the inner wing tanksand in the auxiliary tanks may be significantly lower than the indicated tank temperature.

NOTE: 1. If the caution ”TAT EXCEEDED” appears the total air temperature is at or below–52oC. In this case increase airspeed and/or change altitude as appropriate until thecaution disappears. Fuel tank temperature has to be monitored.

2. If the caution ”MONITOR SAT” appears the total air temperature is at or below–60oC. In this case check with environmental envelope and change altitude as


REFUEL/DEFUEL CONTROL PANELThe REFUEL/DEFUEL control panel consists of:

– an AUTOMATIC and a MANUAL control field– an INC/DEC toggle switch which preselects the quantity of fuel required for the LH/RH wing

tank groups and is indicated on a display adjacent to them– two displays which show the FUEL QUANTITY REMAINING in each tank– switches for REFUEL/DEFUEL mode– high fuel level warning indicators.

The REFUEL QTY switch on the miscellaneous panel in the flight compartment permits fuelquantity preselection for the LH / RH wing tank group. The preselected quantity is displayed onthe FUEL page as well as on the REFUEL / DEFUEL control panel.


Left Wing Tank Fuel System – Schematic


Right Wing Tank Fuel System – Schematic


dornier 328jet - fuel - smartcockpit - airline training … (synoptic) warn condition inhibit...

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