AMM 28.pdf

CHAPTER

FUEL

NA-69-420MAINTENANCE MANUAL

CHAPTER 28

FUEL SYSTENIS

TABLE OF CONTENTS

Subject Chapter/Section/Subjeet PageFuel System 28-00-00

Description and OperationGeneral..................................................................................... 1Fuel System Components and Locations 1

Maintenance Practices 28-00-01Fuel System Checkout Procedures 601MicrobiologicalFuel Decontamination 602

Fuel Tanks 28-10-00

DescriptionFuselage Fuel TankIntegral Wing Fuel TanksFuel Vent System

Trouble Shooting. 28-10-01Maintenance Practices 28-10-02Defueling Fuel TanksHandling Fuel Cells 28-10-03Removing Fuselage Fuel TankInstalling Fuselage Fuel TankReplacement of Fuel Vent Nozzle and Flame Arrestor Assembly 406

Maintaining Fuselage Fuel 28-10-04 801~Maintaining Integral Wing Fuel Tanks 802

Fuel System Distribution 28-20-00

Description and OperationFuel Control Systems.,.....:’.Fuel Boost PumpsFuel Transfer EjectorsFuel Shutoff ValvesFuel Cross-feed ValvesFuel Heater S/N 370-1, and -7, S/N 380-1 and Subs 7

Trouble Shooting. 28-20-03Maintenance Practices 28-20-02

Replacement of Fuel Boost Pumps 401Replacement of Fuel Transfer Ejectors 403Obstruction Check of Fuel Transfer Ejector Nozzles 403Replacement of Fuel Shutoff Valves and Boost Cross-feed Valve Assembly 405Replacement of Tank Cross-feed Valve 407Removal of Fuel Heater S/N 370-1, -7, S/N 380-1 and Subs 413Installing Fuel Heater S/N 370-1, -7, S/N 380-1 and Subs 413Draining Fuel Heaters S/N 370-1, -7, S/N 380-1 and Subs 413Fuel Boost Pump Checkout 28-20-03 601Fuel Cross-feed Valve Checkout Procedures 604Operational Check of Fuel Heater System S/N 370-1, -7, S/N 380-1 and Subs 610

28-CONTENTSPage 1

0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12/89


TABLE OF CONTENTS ~Continued)

Subject Chapter/Section/Subject PagePressure Refueling System 28-21-00

Description and OperationGeneral...................................................................................., 1Fuselage Tank Refueling Level Control Valve 2Wing Refueling Shutoff ValvesWing Refueling Level Control Pilot and Vent Valve 6Refueling Test and Control Valve 7Aft Fuselage Tank Main Vent and Fuel Transfer Valve 7

Trouble Shooting. 28-21-01Maintenance Practices 28-21-02Replacement of Fuselage Tank Refueling Level Control Valve 401Replacement of Wing Refueling Shutoff Valves 401Replacement of Wing Refueling Level Control Pilot and Vent Valve 404Replacement of Refueling Test and Control Valve 404Replacement of Single-point Refueling Receptacleand Adapter 407

Replacement of Pressure Refueling Line Check Valve Assembly 408Checkout Procedure 28-21-03Testing Pressure Refueling System 602

Fuel Jettison System 28-30-00

Description and Operation S/N 370-2 thru -6, -8, and -9General.,Fuel Jettison ValvesFuel Jettison Level Control Float Switches 5

Trouble Shooting, 28-30-01Maintenance Practices 28-30-02

Replacement of Fuel Jettison Valves 401Replacement of Fuel Jettison Level Control Float Switches 401Functional Test of Fuel Jettison System 28-30-03 601

Fuel Indicating System 28-40-00

Description and OperationFuel Indicating SystemFuel Cell Tank UnitsFuel Quantity IndicatorsFuel Pressure-sensing Switches 7Fuel Flow IndicatorsFuel Flow Transmitters

Trouble Shooting, 28-40-01Maintenance Practices 28-40-02

Replacement of Wing Tank Units 401Replacement of Fuselage Tank Fuel Probe Unit 401Replacement of Fuel Pressure-sensing Switches 402Replacement of Fuel Flow Indicators 403Replacement of Fuel Flow Transmitters S/N 370-2 thru -6, -8, and -9 404Replacement of Fuel Flow Transmitters S/N 370-1 and -7,S/N 380-1 and Subs

Replacement of Fuel Quantity Indicators 405Adjusting Fuel Quantity Indicating System, Using TTU-68/Eor MD-I Tester 28-40-03

Testing Fuel Tank Unit Capacitance and Coaxial Cable Insulation Resistance,Using MD-BA Tester

Adjusting Fuel Quantity Indicating System, Using TF20-1 Tester 510

28-CONTENTSPage:!Jun 12/89 o COPYRIGHT, 1989 BY SABRELINER CORPORATION


TABLE OF CONTENTS (Continued)

Subject Chapter/Section/Subject PageFuel Indicating System (Cont’d) 28-40-03

Testing Tank Unit Probe Capacitance, Using TF20-1 Tester 519Testing Probe and Insulation Resistance, Using TF20-1 Tester 521CircuitPolarization 5i2Testing Fuel Level Caution System 523Fuel Quantity Indicating System CheckoutProcedure 28-40-04

Fuel Low-pressure Warning System Checkout Procedure 601

28 CONTENTSPage 3/4 Blank


NA-69-420MAIN’I’ENANCE: MANUAI

CHAPTER 28

FUEL SYSTEM

LIST OF ILLUSTRATIONS

Section Figure No. Title Page28-00-00 28-00-1 Fuel Supply System S/N 310-2 Thru -6, -8 and -9 3

28-00-1A Fuel Supply System S/N 370-1 and -7, and S/N R130-1 and Subs.......... 428-00-2 Fuel Supply System Electrical Schematic S/N ~70 and Sulns............ 528-00-2A Fuel Supply System Electrical Schematic S/N 880 Airplanes 6

28-10-02 28-10-1 Fuel I)efuelinR Adapter (Typical) :305.

28-10-04 28-10-801 Wing Sealing Procedures 806,28-10-802 Integral Wing Fuel Tank Fastener Torque Table 80728-10-80:3 Wing Leak Classification 808

"_:",,":""""’"""""""’407 I28-20-02 28-20-401 Fuel Transfer Ejector Installation 404

28-20-402 Fuel Transfer Ejector Nozzle Obstruction Check28-20-40:3 Installing Fuel Shutoff Valves and Boost Cross-feed

Valve Assembly 41128-20-405 Installing Tank Cross-feed Valve Assembly 314.28-20-406 Installing Fuel Heater S/N R70-1, -7, S/N ~80-1 and Subs............... 416

28-20-03 28-20-601 Fuel Cross-feed System Electrical Schematic -S/N :370-2Thru -ti. -8 and -9 605

28-20-602 Fuel Cross-feed SystemElegtrical Schematic- S/N ~70-1 and -7,

S/N 380-1 and Subs 000

28-21-00 28-21-1 Pressure Refueling System Schematic X28-21-2 Pressure Refueling System Component Locations28-21-3 Aft Fuselage Tank Main Vent and Fuel Transfer Valve 8

28-21-02 28-21-401 Installing Fuselage Tank Refueling IJevel Control Valve 40228-21-402 Installing Wing Refueling Shutoff Valves ’40:328-21-40:3 Installing Wing Refueling Level Control Pilot and Vent Valve............ 40528-21-404 Installing Refueling Test and Control Valve 406

28-21-03 28-21-405 Critical Line Connections Pressure Refueling System 607

28-30-00 28-30-1 Fuel Jettison System Component I,ocations 228-:30-2 Fuel Jettison System Schematic

Fuel Jettison System Electrical Schematic 42

28-30-02 28-30-401 Installing Left and Right Fuel Jettison Valves 40228-:30-402 Installing Fuel Jettison Level Control Float Switches 403

28-40-00 28-40-1 Fuel Quantity Indicating System Locator 328-40-2 Fuel Quantity Indicating System Electrical Schematic 528-40-:3 Right and IJeft Engine Fuel Flow Indicating System (Typical) 8

28-40-03 28-40-501 TTU-68/E Fuel Quantity Variable-capacitance Tester 50228-40-502 MD-1 Fuel I~uantitv Variable-capacitance Tester FjO~28-40-50:3 TU-68/F, or MD-I Tester Cable and Adapter Assembly Schematic

for Testing Fuel Quantity Indicating System 50428-40-504 TTU-fi8/E or Mn-l Tester Cable and Adapter Assembly Schematic

for CalibratinR Fuel Quantity Indicating System Indicators 506

28-ILLUSPagel



LIST OF ILLUSTRATIONS (Continued)

Section Figure No. Title Page28-40-03 28-40-505 MD-2A Fuel Quantity Capacitance and Megohm Tester 508(Cont’d)

28-40-506 MD-2A Tester Cable and Adapter Assembly Schematic for Testing FuelQuantity Indicating System 511

28-40-507 Fuel Quantity Indicating System and Test Setup 51328-40-508 TF20-1 Fuel Quantity Variable-capacitance Tester 51i28-40-509 TF20-1 Tester Cable and Adapter Assembly Schematic 518

28-llLUSPage 2

Aug 1/86 a COPYRIGHT, 1986 BY SABRELINER CORPORATION

NA-69-420MA~NTENANCE ~ANUAL

CHAPTER 28

FUEL SYSTEM

LIST OF TABLES

Section Table No. Title Page28-00-00 N/A Fuel System Components and Locations 1

28-00-01 601 Biocide Fuel Treatment NA 265-70 and -80 604602 Biocide Fuel Treatment For NA 265-80, S/N 380-70 and -71 only 604603 Forward Fuel Tank Operational Check for Model NA 265-80,

S/N 380-70 and 380-71 only 605/606

28-10-04 1 Bladder-type Fuel Cells Repair Materials 801NIA Part Numbers for Oversize Diameter High-Strength Flush Bolts 805

28-30-03 601 E~nctional Check of Fuel Jettison System 601

28-40-03 N/A Tank Unit Capacitance (Dry Values) 510NIA Tank Unit Capacitance (Dry Values) 520

28-TABLESPage 1/2 Blank

0 COPYRIGHT, 1996 BY SABRELINER CORPORATION Nov 12/93

NA-69-420MATNTENANCE MANUAL

CHAPTER 28

FUEL

LIST OF EFFECTIVE PAGES

Chapterl ChapterlSection Page Date Section Page Date

28-L.E.P. 1 Feb 29/96 28-10-04 (Cont’d) 807 Mar 1/702 Apr 4/92 808 Mar 1/70

BS-CONTENTS 1 Jun 12/89 809 Nov 12/932 Jun 12/89 810 Nov 12/93

314 Jun 12/89 28-20-00 1 Jul 6/732 Jul 6/7328-ILLUS. 1 Jun 12/89 2A Jul 6/732 Aug 1/86 3 Jul 6/73

8&TABLES 1/2 Feb 29/96 4 Mar 1/7028-00-00 1 Oct 3/77 5 Mar 1/70

2 Oct 3/77 6 Jul 6/733 Aug 1/86 28-20-01 101 Mar 1/704 Aug 1/86 102 Mar 1/705 Oct 3/77 103 Mar 1/706 May 15/81 104 Mar 1/70

28-00-01 601 Sep 20/85 105 Mar 1/70602 Sep 20/85 106 Mar 1/70603 Feb 29/96 28-20-02 401 Jun 12/89604 Feb 29/96 402 Jun 12/89

Added 605/606 Feb 29/96 403 Jun 12/8928-10-00 1 Mar 1/70 404 Jun 12/89

2 Mar 1/70 405 Jun 12/893 Mar 1/70 406 Jun 12/89

407 Jun 12/8928-10-01 101 Mar 1/70408 Jun 12/89102 Mar 1/70409 Jun 12/89

28-10-02 301 Oct 3/77 410 Jun 12/89302 Oct 3/77 411/412 Jun 12/89303 Oct 3/77304 Oct 3/77 28-20-03 601 Oct 3/77

602 Jun 28/74305 Oct 3/77603 Oct 3/77

28-10-03 401 Jul 6/73 604 Jul 6/73402 Oct 3/77 604A Jul 6/73403 Mar 1/70 605 Jul 6/73404 Jul 6/73 606 Oct 3/77405 Oct 3/77 607 Mar 1/70406 Jul 6/73 608 Jul 6/73

28-10-04 801 Mar 15/83 609 Oct 3/77802 Mar 15/83 610 Oct 3/77803 Mar 15/83804 Mar 15/83805 Mar 1/70806 Mar 1/70

C The asterisk indicates pages revised, added, or deleted by the current revision.

28-L.E.P.Page I

0 COPYRIGHT, t 996 BY SABRELINER CORPORATION Feb 29/96

NA-69-420MAINTENANCEMANUAL

LIST OF EFFECTI[VE PAGES (Continued)

Chapter/ Chapter/Section Page Date Section Page Date

28-21-00 1 Mar 1/70 2&40-00 1 Mar 1/702 Mar 1/10 2 Mar 1/70´•

3/4 Mar 1/70 3 Jul 6/735 Mar 1/10 4 Oct 3/776 Mar U70 4A Jun 28/747 bug 1/86 5/6 Jun’ 28/748 Aug 1/86 7 Mar Y70

8 Jun 28/7428-21-01 101 Mar 1/70

102 Mar 1/70 2&40-01 lot Oct 3/77102 Mar 1/10

28-21-02 401 Mar 1/10 103 Mar 1/70402 Jul 6/73 104 Mar 1/70403 Jun 12/89404 Jun 12/89 2&40-02 401 Oct 3/77405 ~pr 4/92 402 Mar 1/70406 Jul 6/73 403 Mar 1/70407 Mar 470 404 Oct 3/77408 Mar 1/70 405 Oct 3/77

406 Oct 3/772&21-03 -601 Mar Y70

602 Mar V70 2840´•03 501 Mar 1/70603 Mar YIO 502 Mar 470604 Mar Y70 503 Mar 1/70605 Mar Y70 504 Mar V70606 Mar Y70 505 Mar 1/70607 Aug Y86 506 Mar 1/70

607A Sep20185 607 Jul 6/73Deleted sos Jul 6/73 508 Mar 1/70

609 Mar 1/70 509 Jul 6/13510 Mar 1/70

28-30-00 I Jul 6/73 611 Sep 20/852 Mar Y70 512 Sep 20/853 Mat 1/70 513/514 Sep 20/854 Mar 1/70 515 Mar 1/705 Mar Y70 516 Mar 1/70

28-30-01 101/102 Mar 1/70´• 517 Mar 1/10618 Mar 1/70

2&30-02 401 Mar 1/70 519 Mar 1/70402 Mar 1/70 620 Oct 3/17403 Oct 3/77 521 Mar 1/70

2&30-03 601 Mar 15/83 522 Mar 1/10602 Mar 15/83 523 Mar 1/70603 Mar 16/83 524 Mar 1/70604 Mar 15/83 28-40-04 601 Oct 3/77

605/606 Mar 15/83 602 Mar 1/70

.The asterisk indicates pages revised, added, or deleted by the current revision.

28-L.E.P.Page 2

Apr c~92 e COPYRIGHT, 1992 BY SABRELINER CORPORATION

SABRELINERMA(NTENANCE MANUAL

SVSTEM DESCR~TION;4ND OPERATIQ~J

i.

The fuel system consists of integral aLng fuel tan:rs, a IZ~selage acx: ;I;si.r

zor:t-ol system, a r~ei flo´•n~n;eter system, a fu2L ~U&n--LL-y ;agir,g ;~stem, a

r"uel vent system, 9 single-point reruelir,g jyst,em, a fuel icv-pre´•jsure iia.r=-

ing jystea, and on ~JA-370-2 through -8, and airplanes a jetfisonsystem. The ~uel system is divided into a left and a righ-~ 33rstern. (9eefigures 28-00-1, 28-00-2 or 28-00-2A.) Each system supplies fuel ’ooost pressureto one engine from fuel carried in the integral wing tank of each wing halftouter panel and center compartrr~ents). lie-t~eling is accomplished by ;Ir~le-point refueling through a receptacle in the right wing board leading edge.E~uel is supplied from each fuel system to the enp;’i~re-drLven ~el pumps b~ twoboost pumps, posted on the rear spar in the right and leI", wing csnt~r ;ec-tions, A fuel cross-feed system provides a means of feeding both ~-ginesfrom a single booster pump pressure source or for balsnc~rg the fuel load inthe v%i: tanks. The airplane has two independent fuel s;tuantity;ysterns, one r’or each wing, with half of the fuselage tank =7~el included or,

each indicator. T~io f~el flow indicators show the rate of fuel flow fromeach engine fuel control unit irl -oounds per hour. On ?TA-370-~ through -4,-8? and -g airplanes, the fuel jettison sysee~ provides a means of ~educinq~he airplane gross weight to the design landing weight In a erncu~tI tLae.

2, ~uel System Comr~onents and Locations

MO. PERCOMPONENT A~7PLAmE LOC~TIOPJ

Gravity refueling 3 One at outboard end or’ each wing,filler access and one at right fuselage above

right engine pylon

Single-point refueling ,1 ~ottom in’ooard leading edge of

receptacle right wing

transfer ejectors 2 One in each forward inboard corner

of right and left wing centersection

Booster pump 2 One attached to rear spar of left

wing center section, and one at-

tached to rear spar of right wingcenter section

F~ei shutoff rralves 2 Forward of main wheel wells, on topof center wing section

Tank cross-feed ;ralve 1 Mounted on ri5 that separates rightand left ’ooost pump sump areas

Boost pumx, cross-feed. 1 or main wheel wells, on toT,valve of center wing section

oc´• ’/77 As Rcjceived By 23-00-0

LATP d ,Dage 1

SABRELIN ERMAINTENANCE MANUAL

NO´• PERCOMPONENT LOC~TICN

Fuel jettison valves" 2 Left ´•ral´•re mounted forward of bulk-head at fuselage station 315; rightvalve mounted tit of same bulkhead

Jettison fuel level 2 One in bottom or’ left and one infloat switches" bottom of right center wing section

~useiage tank refueling 1 1 inside or’ fuselage tank, ;nountedlevel control valve on art wall

Refueling test and 1 Flush-mounted inside right wing in-

control valve board leading edge, on lower surface

~ng -o"ueli~g 2 Right and left wing tip ribsWi levelcontrol pilot andi´•ent v?l-ie

Ijing refueling 2 Right and left wing center sectionsshutoff valves

Main vent outlet 1 Protrudes from tail cone

~oost pump pressure 3 Right and left pressure switchesswitches downstream or’ right and left fl~el

shutoff valves

3ilf~rential pressure 2 One eft of each engine fire sealswitch

~7lel flow indicators Pilot’s Inboard instrument 3anel

~ei flow 2 Forward left side or both engines’,ransmitters

Plel 2 Pilot’s inboard instrument panelindicators

~uel qu2stity probe 15 Seven in each wing, and one ii?-fuselage tank

Fuel Heaters~ 2 Mounted in gylon

I Uon thru -6, -8 and -gf~3n NA-370-1 and -7 and NA-380-1 and later airplanes

QRIGFMABAs Rec´•liLied By

1

28-00-0 Oct 3/77Page 2


..´•´•´•´•´•´•´•´•´•´•´•GRAVITI REFUELING DIFFERENTIAL-SIPHON BREAKER UNE´•´•´•´•´•´•-´•- MAIN VENT OUTLET

FILLER ACCESS (I WING rvPIc*L) PRESSURE SWITCH´•´•´•´•´•´•..

i’1-,

iT/

CHECK VALVL´•´•´•-´•´•´•´•´•;.*I ‘X\ ´•ii’

tr:

GRAVITY REFUELINGACCESS´•´•´•´•

cnrmo

VIEW LOOKING UP AND FWD(L AND R ENGINE TYP~CAL) I i

FILLER ACCESS SCUPPER DRAIN´•´•-´•, 12~ DUAL INTEGRAL LEVEL CONTROL VALVE

FUEL TANY´•´•´•´•´•´•´•-.. ~I )IFUSELAGE FUEL TANK--´•´•´•´•´•

INTEGRAL WING

WING TANK CLIMB VENT LINE ´•´•´•--´•´•.V~’’’´•´•´•´•.L FUEL SHUTOFF VALVE jBOOST PUM‘P CROSS-FEED VALVE j~A

QGRAVITY DRAIN ASSEMBLYTO SINGLE POINT (IE~VELING LEVEL CONTI(OL PILOT *ND VENT V*LVF.-’."’´•-

a FUEL SHUTOFF VALVE

;c´• I! ~v/´•r~ .´•i-

BOOSTER PUMPI:

C~it ´•´•´•´•´•CHECK VALVES3

j Yr:br TEMP ATADETECTOR

´•-´•´•´•FUEL ~ETTISON VALVES

3If~I´•

´•------´•oanlN COCKD PRESSURESWIT

SINGLE-POINT REFUELING RECEPTACLE FUEL FEED

1/ a ii~3U i BOOSTER WMP

AUXILIARY TANK TRANSFER (GRAVITY-FLOW)

C´•~E

AND WING TANK VENTWING REFUELING SHUTOFF VALVE´•´•´•´•--

ilj~:IFUEL PRESSUREGRAVITY-FLOW AND VENT

OUTLETII FUEL VENTAUXILIARY FUEL TANK

jIL WING TYPIC*L) ~J L~ TO SINGLE-POINT ~EFVELINCU LEVEL CONTIOL P11OT *ND i REFUELING VALVE TEST

VENT V*LVE PRIMARY AND SECONDARY

I 1 FUELJEnlSONWING DRAIN JTIPIC*L)-´•´•´•´•-´• ´•´•´•--´•´•TANK CROSS-FLED VALVEi

FUELBOOSTWMPIKEED PRESSURE’´•´•´•´•-----CHKK VALVES (TvPtc*L)

FUEL TRANSFER E~ECTORS FUELTRANSFER

iiWING REFUELING SHUTOFF VALVE

~81 REFUELING5370-2-48-5

Figure 28-00-1- Fuel Supply System S/N 370-2 thru -6, -8 and -9

28-00-00Page 3

0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86


GRAVITY REFUELING I MAIN VENT OUTLETSIPHON BREAKER LINL-´•-~FILLER ACCESS it rrPica~l II

c-J’ CHECK VALVE´•´•´•-´•´•´•;

ACCESS -_GRAVITY REFUELING

FUSELAGE FUEL TANK

FUEL HEATER-´•-´•:´•´•´•-´•-´•´•L.I "5 i DUAL INTEGRAL LEVEL CONTROL VALVEFILLER ACCESS SCUPPER DR AIN

.´•´•GRAVITY DRAIN ASSEMBLYINTEGRAL WINGFUEL TANK

WING TANK CLIMB VENT LINE\1

L FUEL SHUTOFF VALVE’´•´•_-´•´•´•’--´•- I

BOOSTER PU‘MP CROSS-FEED VALVE

TO IiINGIE POINT I(CFUFIING LEVtL

CON~AOL PIIOT\ANLliINT YAIVt

a

R FUEL SHUTOFF VALVE--

-4´•.´•.’==

BOOSTER PUMP

t~C-DETECTOR

i FUELTEMP

Gsccrr~ 3:,

rc~i: -~"si-(j! PRESSURE SWITCHES DRAIN COCK

IrrrC FUELFEEDSINGLE-POINT REFUELING RECEPTACLE

B´•

AND WING TANK VENT1!/// BOOSTER PUM C~ AUXILIARY TANK TRANSFER (GRAVlTY-FLOW)

I!j w lr3L. iFUEL VENT

INO REFUELING SHUTOFF VALVE

C, AUXILIARY FUEL TANKC...I FUEL PRESSURE

II I

GRAVITY-FLOW ANDVENT OUT I(L WING TYPICAL)~ I J I~ TO SINGLE POINT REFUELING

LEVEL CONTROL PILOT AND I :::1 REFUELING VALVETESTVENT VALVE PRIMARY AND SECONDARY

IFUEL BOOST PUMP BLELD PRESSURE

FUEL TRANSFER E~ECTORS.-´•-´•CHL~K VALV~S (TYPICAL)

_ _I_

P~ FUEL TRANSFER

WING DRAIN ~rvPlcnL,--- TANK CROSS-FEED VALVE t~ZI

I REFUELING

WING REFUELING SHUTOFF VALVE 3

Figure 28-00-1A Fuel Supply System S/N 370-1 and -7, S/N 380-1 and Subs

28-00-00Page 4Aug 1/86 o COPYRIGHT, 1986 BY SABRELINER CORPORATION

SABRELINERMAINTENANCE MANUAL

ESSENTIAL 28V DC BUS

MG SrS WARNING- ~_ FIRE CONT SvS s FUS SrS -LH ENGINE- _r LH ENGINE- ,;Z4 RH ENGINE- _r ~,RH ENGINE- BOOST PUMP--LH FUEL* BOOST PUMP-RH FUEL,FUEL--BOOST OVHT- CONT WARNING-- IGN 8 MASTER 4 MASTER 4 IGN 8 BOOST

SHUT-OFF 8 I FUEL- BOOST I I- I I CONT 4SHUT-OFF* CONT*

*2 1 A2

FIRE PULL-LEFT l-_-\_ _~_TI FIRE PULL--RIGHT(ENCINE FIRE ~I ‘*3 *~i 1 IENGINE FIRE

CONTROL PANEL) I I CONTROL PANEL)

aa 44A3 *3RH ENGINE-ENGINE TO LEFT FUEL I Ad’ I I "I 4 L~1 TO RIGHI

BOOST MON!TOR LH FUEL Ixi RH FUEL FUEL BOOSTMASTER RELAY COIL BOOST PUMP BOOST PUMP MON’TORcaH ENGINE !PIN "XI") (LHFB)I i´•1

X’

(RHFB) P RELa~ COliSWITCH PANEL) X? IPIN "X1")

or Ln ENGLNE- (KS66)03 8566Al OFFI*Iii IA 1 02 1 I P2 bC~L- I AI le ENGINE OF~

DI I*e!r-orw x1

.r I MnnER *2

(LH ENGINE *3

OPEN CLOSED st sraOYD

~:KSO1) ’~j I SWITCH PANEL~ +O LINEI I I I bLINE O+KSO1 st B2 LH PUMP RH PUMP

s~ NOSE FILTER I I I NOISE FILTERoN oN

CYVSIS)! ENGINE RRE ENGINE FIRE cSTA 263 LJ I I I I ISTA 2~3 111

(YVS17~ o

(LEFS) (REFS) 1 (5151)5557 5558MOTOR MOTOR

tSi~ 333) ,5,, 333! 1 I- -I WHITE f WHITE’L,I r

BLACI;el*crE I I t I I El ID I *DVnNCED CLOSEDI I CLOSED ADVANCED

LH NO. 1 I RH NO. 1Ut FUEL I j 1 i I RH FUEL THROTTLE i I THROTTLESHUTOFF VALVE I I I 1 I SHUTOFF VALVE FUEL BOOST I I FUEL 80052.ISTA 268 ci i I I csm 252 i AND IGNITION ANDIGNITIONrO "FUEL

SHUTOFF (OVADSANT ASSEMBLY I I IOUADRANT ASSEMBLY*~ltL*2 r 1 I I I FAIL.. THROTTLE CONTROLi I I THROTTLE CONTROLI LH FUEL BOOST PUMP I 1 RH FUEL BOOST PUMP

I I I I r I CAUTION I I I I I I csm 257) 1 ~1 ’STA 257)LIGHT 2 2

YALVE i xt B )7L FUEL :xl R FUEL X’ B3 82 _8

VALVE82 Itel

OPEN OPENS~ !te´• n3

(LRIO)~ 43 a?

ns as (RFVO)nj a’ ItalP12 *2

A~ *1 a2

X2x2

(KSB~ ;X-2(KSss) X2 (K587) <KM~; (K663)

*1,t"’ TO "FUEL

"’fTO..FUEL (8664) t ~I JETTISON´•.

X’ 8584 :xl xl K663 JETTISON’. ~p SWIJCHX1 K567 K565

SK’ITCH

RH JETTISONi FUEL R FUEL R FUEL LH FUEL BOOST CONTROL RH FUEL BOOST CONTROL LH JETTISON FUEL CONT

L FUEL (RJFC) ~OVALVE WARNING VALVE WARNING VALVE CLOSED (LHFBCI~ (RHFBC)O FLI~EL CONT (UFC)VALVE CLOSED(LFVW)S (RFVW)S (RFVC)S(LFVC)

CLOSES AT 6 rfll PSIG CLOSES AT 6 1+11 PSIG.LOwS(fl)WC j tOw 5 (-CI)PSIC OPENS AT P PYG OPENS AT P PSIG PUMP CROSS-0372) FEED OPENED5572 5511 5622 5621

tl FUEL BOOST r RH FUEL BOOST LH FUEL PRESSURE 1 RH FUEL PRESSURE r fPCO)9LOW-PRESSURE I LOW-PRESSURE FAIL SWITCH FAIL SWITCH j PC2 Pb2WARNING I WARNING (Ln H´•lt PbD--Sr* iii I (aH ENG PODST* rII 1 ~K562)(STA 248 Ibl) (STA 248 RH)

4 LH OVERHEAD FORWARD DC LSSENTIAL STA 113 RH TO BOOST CROSS-FEED

"LH FUEL PRESS "RH FUEL PRESS _L CIRCUIT-BREAI(ER PANEL VALVE OPEN CONTACT ("C~’)

LOW´•´• cAun~N V LOW’’ CAUTION 8 Rt~ OVERHEAD An DC ESSENTIAL g RH PILOT’S COMPARTMEYTCIRCUIT- PANEL RELAY BOX ASSEMBIY

1K;T i tlGHT0~ W*-i70-2 THROUGH d..B AHD -9

IZ1 uc310.1*rm-t 5370-2-48-64

Fuel Supply System Electrical Schematic NA-370 AirplanesFigure 28-00-2 28-00-0

oct 3/77 page 5

SABRELIN~RMAINTENANCE MANUAL

NA-69-420ESSENTIAL 28V DC BUS

sA ENG SYS WARNING- CONT SYS a FUS ~ENGINE SrS LH LH ENGINE-lof\r RH ENCINE-’oA~ ~onRH ENGINE- BOOST PUMP- LH FUEL 254 BOOST PUMP-RH FUELFUEL-BOOST OVHT- CONT WARNING- IGN 8 MASTER MASTER IGNB BOOST 25n

SHUI-OFP FU~L-- BOOST CONT (C~bZ)CB561 CB562CB510 C8557 CB558

SHVT-OFF CONT CBSM)

F1PEPULL-LEFTtll LI-~FIIEPULLIIGHT CCBBIII)CB619 CB559

*I

(5594) ng .j5594

A3A4

RH ENGINE- A2 Al Al A2TO LEFT FUEL TO RIGHTENGINE Ix? RH FUEL FUELBOOSTBOOSTMONlTOR LH FUELMASTER RELAY COIL (K1226) BOOST PUMP BOOST PUMP MONITOR(RH ENGINE PIH"XI," (15) (LHFB) xl

X’(RHFB) RELAY COIL (K1227)

SW1TCH PANEL) X2 PIN "X!." (15)

16 LH ENGINE- (8566)16 K566Al Al

a l1 ENGINI~ roljj jZ~14 5548

r- OPEN;1, 12 ,r I MASTER n2 I A3

15 A3(LH ENGINE B1

c,owo 15 c,oaD

’cY’OO) BI 82 LH PUMP (FL5~1) RHPUMPFL500KSO1 FL501

83ON ONT" NOISE FILTER NOISE FILTER

~vsla) i ENGINE FIRE ENGINE FIRElsTA 263 L1 I I (STA 263 R)

(VVS17) ICPD

c(LEFS)MOTOR (REFS) MOTOR

L-) --J ISTA lso, LNC t NO C~ oNC I I I IW;IITE I I -WHITE

E I I I I I El ID

TO "FUEL

ADVANCED CLOSEDI ICLOSED ADV*NCEDI I I BLACK BLACK

LH NO. 1 RH NO. 1LH FUEL RH FUEL THROTTLE THROTTLESHUTOFF VALVE SHUTOFF VALVE FUEL BOOST FUEL BOOST(srA 260~) (SrA 252~) LIND IGNITION AND IGNITION

SHLITOEl IOLIADRANT ASSEMBLY IOVADRANT ASSEMBLY

I I I 1 I "’l_-PTstll I I FAll.. POWER LEVERI I I POWER LEVER) LH FUEL BOOST PUMP RH FUEL BOOST PUMP

2 2 jfCIUI~ON 111* iSI* 117) (gy0g)’51~f 1 8510 8509IJ IIGnr

I rue B i1(31

VALVE 5(91 (5)4OPEN IOPEN(IFVO] 1 a,l 43’’’ (RFVO) 1 1311 8(61

3(11 18)6

(514~ 1 I 1 12~15) 1 I Y151131

It"I 2 151

(8565)2 8584I

K585 8567

L FUEL R FUEL R FUEL LH FUEL BOOST CONTROL RH FUEL BOOST CONTROLL FUEL

VALVE WARNING VALVE WARNING VALVE CLOSED (LHFBC) (RHfBCjVALVE CLOSED

(LFVW) (RFVW) (RFVC) NOTE:(LFVC) THE NUMBERS IN PARENTHESIS

ARE APPLICABLE TO AIRPLANES

CLOSES AT 6 ~1 I PSIG CLOSES AT 6 ~1) PSIG NA-380-5. -10. -It AND LATERLON 5 1+1) PSIG I LOW 5 ~1) PSIG OPENS AT 9 PSIG OPENS AT 9 PSIG

(5572) (5571)PUMP CROSS-

a35622 isi

LH FUEL BOOST RH FUEL BOOST LH FUEL PRESSURE RH FUEL PRESSURE (PCO)LOW-PRESSURE LOW-PRESSURE I FAIL SWITCH FAIL SWITCH I PC21111 982

(61 X2(2)WARNING WARN~NG I (LH ENG) (RH ENGI

TO BOOST CROSSFEEDVALVE OPEN CONTACT

"LH FUEL PRESS ~1 "RH FUEL PRESS ~L (PIN "C" OF P523)

LOW"CAUTION V LOW" CAUTIONUGHT LIGHT

5380-2-411-17*

Fuel Supply System Electrical SchematicS/N 380 Airplanes

28-00-0 Figure 28-00-2A

Page 6

~ay 15/81 O COPYRIGHT, 1981 BY ROCKWELL TEJTERNATIONAL


FUEL SYSTEM

MAINTENANCE PRACTICES

FUEL SYSTEM CHECK-OUT PROCEDURES outlets. Cap fuel feed lines to right and left engines.Disconnect lines in engine pod.Fuel System Pressure Check

7. Connect air pressure source to manometer or pres-The following procedure applies to the complete fuelsure gauge; then connect pressure recording unit tosystem and is used to determine that the system is free of fuel vent pressurization adapter.leaks.

8. Pressurize fuel system to 3 psi. Allow 5 minutes fori. The special equipment and/or tools needed for this air pressure to stabilize in fuel tanks.procedure are as follows:

A. Air pressure source with air hose and shutoffvalve. Do not allow air pressure to eseeed 3.0 psi

B. Low-pressure regulator (V&2025, Victor maximum during this check. Ea:cessiveEquipment Co., 3821 Santa Fe Ave., Los pressure can damcyle thefi~selagefuel tank.Angeles, Calif., or equivalent) 9. Close air pressure valve.

C. Watermanometer(Model A203, Meriam Instru- 10. Conduct checks in steps A. and B. below. If, after 15ment Co., Cleveland, Ohio) or pressure gauge minutes, the results of the checks are as specified, nocapable of indicating a drop of 0.050 in Hg or leakage is indicated in the fuel system.0.680 inch water when 3 psi pressure isindicated. A. Checkthatwater manometer(if this equipment

D.is used) does not indicate a drop of more thanFuel vent pressurization adapter, 370-810078 0.680 inch of water.

E. Hose to connect manometer or pressure gauge B. Check thatpressure gauge (if thisequipment isto fuel vent pressurization adapter used) does not indicate a drop of 0.050 inch ofF. Siphon breaker line plug, 265-810082 mercury or 0.680 inch of water.

G. Necessary caps and plugs to seal designated 11. Actuate relief valve on fuel vent pressurizationoutlets adapter and exhaust air from fuel system.

12. Disconnect pressure recording unit from fuel ventNOTE pressurization adapter. Remove adapter from flamePressure check should be accomplished in arrester mounting flange.an area where the ambient temperature 13. Remove all plugs and caps installed for this check.remains comparatively constant. A 1"Ii~change within the pressurized area of t~eairplane can cause a change of about oneinch ofwater or 0.0r5 inch ofmercury. Ii~ailure to remove all plz~s and caps can

damage the fuselage tank when the fuel2. Remove fuel vent flame arrester assembly. (Refer to system is pressure-refueled,28-10-3.)14. Install fuel vent flame arrester assembly. (Refer to8. Install fuel vent pressurization vent adapter on 28-103.)flame arrester mounting flange.Fuel System Obstruction Check

4. Make sure that right and leftfuel shutoff valves, andon S/N 370-2 thru -6,-8 and -9) the right and left fuel 1. The special equipment and/or tools needed for thisjettison valves are in open position. procedure are as follows:

5. Check that fuel gravity refueling receptacle covers A. Air pressure source with air hose and shutoffand all access doors and panels are installed and valvesealed properly. Check that all fuel tank sump drain B. Low-pressure regulator(VQ2025, Victor Equip-valves and line drain valves are closed. ment Co., 3821 Santa Fe Ave., Los Angeles,

6. Plug outlet of fuel siphon breaker line at fuselage Calif., or equivalent)station 355. On S/N 370-2 thru -6, -8 and -9, plug fuel C. Fuel vent pressurization adapter, 370-810078jettison line outlet. Plug right and left wing vent

28-00-010 COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85Page 601

PJA-69-420MAINTENANCE MANUAL

MAINTENANCE PRACTICES (Continued)

Fuel System Obstruction Check (Cont’d) MICROBIOLOGICAL FUELDECONTAMINATION

D. Necessarycapstoseal designatedoutletsGeneral

2. Remove fuelventflame arresterassembly. (Referto28-10-3.) Hydrocarbon fuels, such as aircraft turbine fuel, are

subject to bacterial and fungal attack during storage,3. Install fuel vent pressurization adapter to flame transportation, and use. The microorganisms that feed onarrester mouting flange. these hydrocarbons not only grow in small quantities of

4. Cap fuel feed lines leading to right and left engines. water present in the fuel system, but also grow in theDisconnect lines in engine pod, hydrocarbon fuel itself. Microbes can live for months in

essentially anhydrous fuels. Subsequent presence of free5. Connect air pressure source to fuel vent pressuriza- water may produce rapid population increase.tion adapter. Apply 3 psi pressure.

NOTE

Draining any water collected in the fuelDo not allow air pressure to ezceed 3 psi. sum?, areas on a DAILY basis is the mostDamage to thefuselage cell can be caused critical maintenance procedure to preventby ezeessive pressure, water accumulation that may, if left6. Check for airflow at any fuel sump drain in left wing unch~ecked, result in microorgani8ms con-

and then for airflow at any fuel sump drain in right taminatilzg the fuel system. This is espe-wing. Airflow indicates fuel vent and transfer lines ciall21 important ´•i-~the airplane is inactiveare unobstructed, for any period of time.

7. Actuate~right fuel shutoff valve and, on S/N 370-2 Microorganisms produce a slime which suspends waterthru -6, -8, and -9 the right jettison valve to open and particulate matter in fuel. Suspended contaminantsposition. lead to fouled airplane fuel quantity probes, inaccurate

gauge readings, and fuel filter plugging. Persistant or8. On S/N 370-2 thru -6, -8, and -9, check for airflow at multiple fuel probe failures and/or presence of fouling infuel jettison line outlet. Airflow indicates right fuel the fuel filters or sump drains may be indications ofjettison line is unobstructed. microbe contamination.

9. Remove cap from fuel feed line leading to right Microorganisms also attack and perforate fuel tankengine. Airflow indicates right fuel feed line is sealants and coatings, permitting corrosive attack on theunobstructed. Recap line, exposed metal. On unprotected areas, the microorganisms

10. Actuate right fuel shutoff valve to close position and promote rusting of steel and corrosion of aluminum.left fuel shutoff valve to open position. On S/N 370-2thru -6, -8, and -9, actuate right jettison valve toclosed position, and leftjettison valve to open position. When, initiallyusing abiocide agent, check

11. On S/N 370-2 thru -6, -8, and -9 check for airflow at thefuelfiltersat increased intervals. Dyingfuel jettison line outlet. Airflow indicates left fuel microorgartismswill release species ofdirtjettison line is unobstructed. and rust that have been caught in the

fungal mats. Also, the fungus itself may12. Remove cap from fuel feed line leading to leftcome offwalls and structures as itis killed.engine. Airflow indicates left fuel feed line is unob-

structed.Once dead, the slimy nature of the funguswill disappear, and it should become more

13. Remove air pressure from main fuel vent outlet. filterable.Actuate left fuel shutoff valve and, on S/N 370-2 Draining any water collected in the fuel sump areas on athru -6, -8, and -9 the left jettison valve to closed daily basis helps prevent awater accumulation thatmay,position. Connect fuel feed lines at right and left if leftunchecked, resultin microorganisms damaginatheengine pods. fuel system.

14. Install fuel vent flame arrester. (Refer to 28-10-3.)

Jb

28-00-01Page 602Sep 20/85 o COPYRIGHT, 1985 BY SABRELINER CORPORATION



Treatment of Fuel with Biocide Agent1. Fuel Without

Do not exceed the 270 ppm concentration ofNOTE biocideagent in thefueltank Do notaddbiocide

Fuel without PRIS~Mmust be treated on a one agent tofirel with large concentrations ofwater.month interval Treatfuel system with a biocide Biocide agents can form crystals and solidify.agent at the I3Sppm level, ifmicrobe contami- Ah water nlust be drainedfrom the sumpspriornation is suspectedordetected, treatfuelsystem to the addition ofbiocide agent.with a biocide agent at the 270ppm level. Con-tinue to treat the fuel system at the 270 ppm Recommended treatment levels are as follows:level until all traces ofmicrobe contamination A. One gallon ofbiocide agent per 5000 gallonsis eliminated (refer to FUEL TREATMENT of fuel (270 ppm concentration) for treat-PROCEDURE). ment of contarninated fuel storage systems.

2. FuelWith PRIS~M B. One-half gallon of biocide agent per 5000gallons of fuel (135 ppm concentration) for

NOTES maintenance of a clean fuel storage system.Airplanes fueling with PRISTFM additive a

mininrum often consecutivedays each month NOTE

may extend the one month interval to siu Thefluid ounces ofbiocide agent rc~uired maymonths. be calculated by multiplying Ibs. offuelx 0. 004

Approvedfuelsmuslconlain aconcentration to obtain a concentration of270ppm, or Ibs. ofof 0.10 to 0.15% by volume ofPRIS~Mfuel fuels 0.002for a concentration of135pp.additive Treat fuel system with a biocideagent at the 135 ppm level. Ifmicrobe con- C. Fill fuel tank approximately half full; slowlytamination is suspectedor detected, treatfuel add biocide agent during the addition of thesystem with a biocide agent at the 270 ppm remaining fuel.level. Continue to treatfuel system at the 270

ppm level until all traces ofmicrobecontam- NOTEination are eliminated This is an alternative method ofadding biocide

agent whe~imetering is notpossibleduringgrav-Fuel Test Procedures ity refueling. This will disperse the agent and1. Drain a small amount of fuel from tank sumps avoid areas ofhigh concentration.

and test using Boron Microb Monitor Test Kit.Kits may be obtained from: 2. Airplane fuel system

BP Oil Company A. T~eat fuel per Fuel Treatment Table 601 or200 Public SQuare 602, and allow the biocide treated fuel toCleveland, OH 44114-2375 remain in the fuel tank for 72 hours if the

2. Treat fuel system with biocide agent ifmicrobes airplane is to remain inactive for severalare detected per treatment instructions on Table days.

1 601 or 602. Maintain a 135 ppm biocide agent B. Retreat fuel at each refueling stop to main-concentration if contamination persists, tain biocide treated fuel in the fuel tanks for

a 72 hour period if the airplane is scheduledFuel Treatment Procedures to fly during biocide application. Caution1. Fuel supply tank(s) and systems should be exercised not to exceed the 270

NOTE ppmmaximumconcentrationofbiacide agentin the airplane fuel.

Metered bulk treatment ofthefuel supply tankand system is the most effective nlelhod ofcon-trolling microbe contamination andgrowth.

28-00-01Page 603

0 COPYRIGWT, 1996 BY SABRELINER CORPORATION Feb 29/96

NA-69-420MATNTENANCE MANUAL


Table 601. Biocide Fuel Treatment NA 265-70 and -80

OUNCES OF BIOCIDEPOUNDS OF FUEL Concentration

TANK (Gravity/refueling6.7 Ibs/gallon) O 270 ppm O 135 ppm

Aft Fuselage 1369 1 5.5 1 2.7

RH Wing 3067 1 12.3 1 6.1

LH Wing 1 3067 1 12.3 6.1

TOTAL 1 7503 1 30.1 1 14.9

NOTES

01 For treatment of contaminated fuel.O For maintenance of clean fuel.

Table 602. Biocide Fuel Treatment for NA 265-80, S~N 380-70 and -71 only

OUNCES OF BIOCIDEPOUNDS OF FUEL I Concentration

TANK (Gravity/refueling6.7 Ibs/gallon) O 270 ppm II1 135 ppm

Aft Fuselage 1369 1 5.5 1 2.7

RH Wing w/o Fwd Tank 3067 1 12.3 1 6.1

RH Wing with Fwd Tank 3460 1 13.8 1 6.9

LH Wing 3067 1 12.3 1 6.1

NOTES

O For treatment of contaminated fuel.

01 For maintenance of clean fuel.

28-00-01Page 604Feb 29/96 O COPYRIGHT, 1996 BY SABRELINER CORPORATION


MAINTENANCEPRACTICES (Continued)

PROCEDURE NORMAL INDICATION

1. Circuit breakers:

BOOST PUMP RH FUEL in

FWD FUEL TRANSFER in

RH ENG IGN BOOST CONT out

2. Apply external 28 VDC to airplane.3. Switches:

INV NO. 1

FUEL QTY........................................ RH IND

FWD FUEL TANK TRANSFER MAN Monitor RH FUEL &TY gauge until approxi-mately 100 Ibs. fuel remains in fwd fuel tank.

4. FWD FUEL TANK TRANSFER......... AUTO Fuel transfer should stop.5. Circuit breakers:

STALL WARN out

BATT VENT out

LDG POS out Fuel transfer should start. (Check decreasinglevel on RH FUEL &TY gauge.)

6. Allow all fuel to transfer from fwd tank.

7. Check terminal L4 of TB593 for 28 VDC. No voltage should be present.8. FWD FUEL TANK TRANSFER MAN

9. Check for 28 VDC at terminal L4 of TB593 Voltage should be present.10. Circuit breakers:

LDG POS in

RH ENG ION BOOST CONT in

11. FWD FUEL TANK FILL switch ON Fuel will transfer from wing tanks to fwd fueltank.

12. Allow approximately 100 Ibs. of fuel to trans-fer to fwd tank.

13. FWD FUEL TANK TRANSFER......... AUTO

FWD FUEL TANK FILL OFF Check that RH boost pump stops.

14. Finish refueling fwd tank. Fwd fuel tank fioat valve is operating correctlywhen boost pump stops.

15. Safetywire FWD FUEL TANK FILL switchwith 0.020 soft copper wire.

16. Remove electrical power from airplane.

28-00-01Page 605/606 Biank

0 COPYRIGHT, 1996 BY SABRELINER CORPORATION Feb 29/96


FITEL TANKS DESCRIPTION

i. Fuselage Fuel Ta_n_k

The fuselage tank is a nonsealing, rubber and nylon bladder-type cell, suit-able for use with aromatic fuel. This tank is supported and held securely inplace by the various cell fittings and hangers. It is installed in the fuse-

lage rear section, just art of fuselage station 333´• This tank will hold

203 US gallons plus a 1.2 percent expansion space for the fuel in the wingand fuselage tanks. The fuselage tank is installed in a sealed, fluid- and

vapor-tight bay. An overboard drain from the bottom of the sealed bay drains

any fuel leakage or condensation that accumulates in the bay. Any area, in

the bay that might be abrasive to the rubber surface of the cell is coveredwith pressure-sensitive tape. The fuselage tank is interconnected to the

wing tanks by two vent and transfer lines, a pressure refueling line, and

two fuel pressure lines (primary test and secondary test) for testing thedual level control valve, a vent line, running from the top of the fuselagetank to an outlet in the tail cone, vents the entire fuel system. A siphon-breaking vent line, with a check valve allowing air to enter the tank only,prevents any possible siphoning of fuel from the fuselage tank through the

vent line to the tail-cone outlet. This tank is normally filled by the pres-sure refueling method; however, the fuselage tank can be refueled through a

filler access on the right side or the fuselage, at fuselage station 3T1,just above the right engine pod.

Integral Wing Fuel Tanks

Each integral wing tank contains 45~´•5 gallons of fuel. This fuel is carriedin the sealed main structural box, between the front and rear spars and ex-

tending from the inboard or centerline rib to the tip panel. Each wing is

divided into four compartments by three wing ribs, one at wing station 37,one at wing station 106, and the other at wing station 171´•~´• These ribs

prevent; excessive outboard fuel flow during airplane maneuvers. These com-

partment dividing ribs are not sealed, but the fit at each end and along the

bottom is snug and tight. However, the ribs at wing stations 37 and 106have cutouts between the top of the rib attach points and the upper wingskin, and the rib at wing station 171.6 has a gap between the tap or the riband the upper wing skin to permit venting between compartments.

Flapper-type check valves and interconnect tubes allow transfer of fuel in-board to the wing center section. The check valves prevent fuel flow out-

board; the interconnect tubes are positioned to prevent fuel flow outboard

except during refueling. The pressure refueling outlet for each wing is inthe right and left center sections and when refueling is being done, the in-board compartment fills up first; then the fl~el spills over the compartmentbulkhead and flows through the interconnect tubes into the next outboardcompartment. This procedure continues until the fuel reaches the wing tip,actuates the level control valve, and shuts the refueling flow off. Wingfuel caps are in the outer wing panel, near the wing tip and provide a means

for gravity refueling. The fuel cap consists of a body, an inner ca´•p, a

spring, an outer cap, and a nozzle guard. The function of the spring-loadedinner cap is to prevent fuel from gushing out when the outer cap is removedand the fuel is under pressure from fuel in the fuselage tank.

Mar 1/.7" e8-~o-oPage 1

SAB.RELINERMAINTENANCE MANUAL

Basic fuel sealing or the integral wing tank structure has been done by the

groove injection sealing method. Grooves 0.050 inch deep and 0.1~8 inchwide are machined into one structural member at mating surfaces. These

grooves run along the centerlines of rows or closely spaced screws or boltswhich hold the mating parts together. A spot face in the groove at each fas-

tener provides a continuous mating surface sealant path which seals the fas-

tener while continuing the mating surface seal. A nonharaening sealant is

injected into the grooves through special holes a few inches apart. After

injection, these holes are closed by inserting self-tappin~ screws. Injec-tion is done with a special gun, similar to an ordinary lubrication gun. The

sealing gun is operated with air pressure. The pressure ratio between the

incoming regulated air pressure and the injection nozzle is 70 to i. Thisratio allows injection pressure at the groove injection holes to reach as

high as 6000 psi, although the pressure is usually much lower. This methodof sealing the tank envelope has certain advantages. One is that injectioncan be done at all, times from the exterior or the wing. Another is that

periodic repair or the sealed article can be done by reinjecting the grooveswith more nonhardening sealant. Where mating-surface sealing is not requiredlas at the intermediate rib spars), screws have been individually sealed dur-

ing installation.

The second sealing method used in the wing involves the use of A fewbolts in isolated but accessible locations, as well as the screws attachingthe access doors, have been sealed with Stat-O-Seals, which are "0" ringsbonded inside metal washers. The access doors have a synthetic rubber seal-

ing ring bonded directly into the doors. Some access doors and rittings are

sealed with a replaceable synthetic rubber O-ring seal. With few exceptions,synthetic rubber seals are used where removal or parts may be frequent.

3´• Fuel Vent System

The vent system maintains a proper balance or pressure within the fuel sys-tem during all operating conditions: climbing, diving, in-flight and groundrefueling, and draining. The vent system (1) enables air or vapor replace-ment of the fuel in each tank as the fuel is transferred, drained, or used;(2) maintains higher pressure inside the fuselage tank cell than outside,preventing collapse and possible rupture; (3) keeps internal pressure at a

safe level, determined by the structural limits of the airplane; and (4)maintains balanced pressure between tanks, enabling fuel transfer. Obstruc-tions in the vent system may cause structural failure, failure of the fuel

system to completely fill, failure of fuel to transfer from tank to tank, andcollapse or the fuselage fuel cell and integral wing tanks accompanied bybending of the fuel gage tank units.

The fuselage tank provides the necessary expansion volume and an overboardventing outlet for the fuel system. Additional venting for single-pointpressure refueling is provided by a pressure-actuated wing tip vent valve ineach wing tip.

The wing tanks are vented to the fuselage tank through interconnecting ventand transfer lines and two spring-loaded check valves. The 1-1/4 (~U/4) psisetting of the check valves prevents fuel transfer from the wing tanks to thefuselage tank during ground refueling or normal flight attitudes.

28-10-0 Mar 1/10Page 2

SABRELI N ERMAINTENANCE MANUAL

The wing tanks are climb-vented to the fuselage tank. A check valve in theline (attached to the "T" fitting on top of the fuselage tank) allows airflowfrom the wing tanks to the auxiliary tank only. This venting assists fueltransfer during climbing attitudes and expedites completion of fuel transferwhen level flight attitude is attained.

The inboard leading edge sections of the wing tanks are vented to the inboard

compartments of the integral wing tanks. Th~ right and left booster pump

sump areas are vented to the right and left wing center section areas. The

wing compartments are vented through vent openings in the ribs separatingeach compartment. The fuselage tank main fuel vent line runs aft along the

fuselage upper centerline to the tail cone vent outlet.

As the airplane climbs, the outside air pressure decreases. Whenever the in-

terconnecting vent and transfer lines between the wing fuel tanks and the

fuselage cell are below the fuel level in the wing tanks and the pressurewithin the wing tanks exceeds the check valve pressure of 1-1/4 (~/4) psi,fuel will be transferred to the fuselage tank to provide expansion room inthe wing tanks. When the fuel is below the vent and transfer lines, the

wing tanks will vent directly to the fuselage tank and the overboard vent

outlet. Any fuel transferred to the fuselage tank by expansion in the wingtank will return to the wing tank as use of fuel in the wing tanks and cool-

ing of the wing tanks in flight results in pressure reduction in those tanks.As the airplane dives or loses altitude, the outside air pressure increases.Air pressure enters the vent line and keeps the pressure within the wingtanks and the fuselage tank equal to the pressure outside. If, through vent

malfunction, the wing tank pressure should exceed a negative or 4 to 5 psi, thewing tip vent valve will open and admit air to prevent exceeding that pres-sure differential.

Mar 1/’TO 28-10-0Page 3


FUEL TANKS TROUBL;E SHOOTING

i. Trouble Shooting Fuel Tanks

PROBABLE CAUSE I ISOLATION PROCEDURE: REMEDY

A, FUEL LEAKAGE AROUND FUSELAGE TANK ACCESS DOORS.

(1) Attaching bolts Check for proper torque Torque properly.undertorqued. setting.

(2) "0" ring im- Remove and visually in- Install "O" ringproperly installed in spect "0" ring. properly.tank fitting.

(3) "0" ring not Disconnect fitting and Install "O" ringinstalled in tank inspect for presepce or properly.fitting. 11011 ring~

(4) Faulty fuel Visually inspect fitting Replace cell.cell fitting. for defect or sealing

nanges.

B. TOO MUCH FUEL REMAINS IN RIGHT OR LEFT CENTER WING SECTION AFTER FUELSYSTEM HAS BEEN DEFUELED.

(1) Improper equip- Check that defuelinq hose If restrictor linement used to deruel has a restrictor line (3/8 is not available,airplane. Inch OD tubing with 0´•035- jack up nose of air-

inch wail thickness, 8 feet plane ´•8 to g degreeslong) to keep boost pump to provide gravityfrolrr transferring ;nore fuel flow to boost pumpthan it receives. .su~p.

(2) Check valve in Remove access plate on rear Install check valvefuel transfer ejector spar and inspect check properly.line reversed, valve for proper

installation.

(3) Boost pump fuel Remove access plate on rear Install linebleed flow line not spar’and inspect line for properly.installed properly. proper installation at slip

joint or "B" nut.

(4) Ejector outlet Remove access plate on rear Install ejector toto boost pump sump area wing spar and inspect for boost pump sump line

improperly installed. proper installation of properly.ejector outlet.

(5) Ejector inlet Remove sump drain valve be- Remove foreign ob-

screen covered. neath ejector and check ’ject and check oper-for foreign object~ ation or ejector.

Mas 1/70 28-la-~Page 101

SABRELINERh;lAINTENANCE MANUAL

PROBABLE CAUSE ISOLPLTI~ON PROCEDURE REMEDY

C. SUCTION FEED FUEL SUPPLY INSUFFICIENT.

(1) Boost pump check Through boost pump access Clean nlappervvalvevalve does not open. door, check boost pump flap- seat. Replace pump.

per valve for sticking or

binding,

(2) Boost pump com- Ifnrough boost pump access Clean flapper-valvepartment napper valves door, check eight napper seats. Replacedo not allow proper fuel valves for sticking or rlapper valve or

flow to compartment. binding. valves.

28-10-1 i Mar 1/70Page 102

SABR~EtlNER.MAINTENANCE MANUAL

FUEL TANKS MAINTENANCE PRACTICES

i. Defueling Fuel Tan~s

A. Fuel Servicing Precautions

(1) Defueling should be done out of doors, wit’n the airplane at least100 feet from hangars or other air~lanes.

(2) Place "HAZARDOUS AREA" signs around airplane.

(3) Ground airplane with two ground wires, from different points on

airplane. Ground all workstands and power units to same ground as

that used for airplane.

(4) Stop all other maintenance on airplane. All other persons not

engaged in defueling or inerting ai,rplane should remain clear of theairplane.

9. Defueling On Airplanes Serial No. ~JA370-2 through -ij, -8 and -9

CAIITIOm: DC P30T RUm ENGINE TO DEFUEL THI~~ZTEL TUP~ MAY BE AT TL~E OF IF TI~IS RUN UNTIL THE Fr~L SUPPLY IS

~OTP,: The fuel system may be defueled through fuel feed line at rightengine, if desired, by following these procedures and substitu-ting RH in place of LH in steps i, 5, 6, 8 and 1l, and step

(I) On left overhead forward de essential circuit-breaker panel, en-

gaged the following clrzuit breakers:

(a) "LI´•I ENGlNF IGT;I 8c BOOST"

(b) "LET, -~ASTER"

(c) "BOCST ,PUI~-P LH

(2) ’;Iake sure J~TTISO:i" switch on master and e~r-

gency overhead switch oanel is at OB".

CAUTION: A 1IESTRICTOR TUBE IS INSTALLED OPT END OF ~OSE

TO ROLD THE BOOST PUEIP OUTI)UT FLOW TO A THAT IIi~-

:F~NTS EMPTYING TI~ BOOST PUMP SUMP ~iIBCrAHEAD OF TEIE CENTER WIP:Cr

THE EJECTOR. THIS MILL BOOSTTION

(3) Disconnect fuel reed line at left engine; then colznect a hose to

line. Attach a restrl~tor tube (3/8 inch O.D. :´•035 inch wall

thickness) by 8 feet) to end of defueling hose.

(4) Connect 28-volt de external power source to airplane.

28-10-2Oct 3/77 Page 301

SABREL1NE~MA1NTENANCE MANUAL

(5) actuate "LEI ENGINE ~IIASTTR" switch to OTS, o-pening ier"tfuel shu~toff valve,

to’) Actuate fuel cross-feed and tank selector switch to X-~I"ID. Ad-

vance left engine throttle to IDLE, opening both boost cross-feedvalve and tank cross-feed valve and energizing left boost gll~.

(7) Engage "BOOST RH FUEL" circuit ’oreaker, energizirg rightboost pump.

(8) khen fuel ceases to flow from bose to tank truck, actuate l~"tengine throttle to CLOSE, fuel cross-feed and tanir.selector switchto NORM, and "LH ENGINE MASTER" switch to OFF,

(9) Disconnect external power source and position circuit breakersand switches to normal positions.

(10) Drain residual fuel into closed containers. (Refer to Chapter 12,)

(II) Connect left fuel feed line to left engine.

C. Defueling On Airplanes Serial No. i~A370-1 and -7 and rjA380-1 through-37 not changed by Service Bulletin 74-23,

CAUTION: DO 40T EIUN TO DEFUEZ AIIIPLt~E. TIEEMAY L~IE DAMAGED AT TT~,IE OF ~E´•IIE-OUT IF TRF: EP~TGITSE IS _SUN

UPJTIL TEE FUEL STfZ)"t~Y IS r:CHAUSTED,

~OTE: The fuel system may be der"ueled through REI engine fuel filter,if desired, by following these procedures and substitutingin place of LiI in steps 1, 2, 4, 5 and 7 and in step 6, LII for RH.

(1) On left overhead lorward de essential circuit-breaker panel, en-

gage the following circuit breakers:

(a) "LEI IG:3 ac BOOST"

(’o) MA3TER"

(c) "BDOST LB r~UEL"

CAUTION: A RES~IXCTOR TUBE I3 01J E~SD OF

HOSE TO HOLD THE BOOST PUMP OUTPUT FLOW TO A ’iAC’ilETHAT PREVENTS EMPTYING THE BOOST P~VIPWING COMPAR’J~IENTS AHEAD OF T9E CE~R ’nllPJG

MEP1T CONTAImLNG TIT4: EJ~CTOR. THIS WIL~BOOST rmE~ CAirITATION DAMAGE.

Remove the plate from the bottom of LE engine fuel filter and re-

move Filter and attach defueling adapter. (See 28-10-1.)Connect a defueling hose to adanter. Attach a restrictor tube

(3/5 inch O.D. !.C)35 inch vail Ehickness) by 8 long) to or.d

of defueling hose. Extend hose and line to tank truck,

28-10-2Page 302 Oct 3/77

SABRELINEIRMAINTENANCE MANUAL

NOTE: To reduce refueling time, the restrictor’cube is not requireduntil 334 pounds of fuel is remaining in the tanks.

(3) Connect 28-voli; de external power source to airplane.

(4) Actuate "I;E ~mGINE ENGINE switch to ON, openingfuel shutoff valve.

(5) Actuate fuel cross-feed and tank selector switch to ~d-

vance left engine throttle to opening both boost cross-feedvalve and tank cross-feed valve and energizing left boost

(6) Engage "BOOST PUMP RH FUEL" circuit breaker, energizing rightboost pump.

(7) When fuel ceases to flow from hose to tank truck, actuate left

engine throttle to CLOSE, fuel cross-feed and tank selector switch

to NORM, and "LH ENGINE ENGINE switch to OFF.

(8) Disconnect external power source and position circuit breakers and

switches to normal positions.

(9) Drain residual fuel into closed containers. (Refer to Chaater 12.)

(10) Disconnect defueling hose from defuelFng adapter and remove adap-ter and reinstall filter and plate on fuel filter.

D. Defueling On Airplanes NA370-I and -7 and ~JPL380-1 through -37 changedby Service Bulletin 74-23 and NA38O-38 and Later.

CAUT~ON: DO ?TOT RUN TO DEFUEL TI´•I~ ~L

PUMP ~IAY SE DAE~AGED AT OF IF ’ME IS

TIUN UNTIL TE~4: FUEL SUPPLY IS

NOTE: The fuel system may be defueled through the RH fuel feed line,if desired, by fellowing these procedures and substituting ~iliin place of LH in steps 1 through 3 and 5, and 8 and in step7, L;R for RR.

ii) On left overhead fo~-ard de essential circuit-breaker panel, ec-

gage the following circuft breakers:

(a) "LH ENGINE IGN BOOST"

(b) "LB ENGITSE

(c) "BOOST PUMP LB mTEL"

(2) Remove lower access door from’oottom of rear fuselage to gainaccess to LH engine fuel feed line drain cock.

CAUTiLON: A RESTRICTOR TUBE IS OPT FPTD OFTO 90r;D TIIEI BOOST PU1~P OUTPUT FLOW TO A TI~T ?E~-

E~IPTYIBG THE BOOST S~III) CENTER ~ITTG

28-10-2Oct 3/77 Page 303


~NTS P~1FAD OF THE CENTER WIT~THE E~CTOR. TI1IS WILL 300STTION

(3) ~emove "5" nut with drain cock from LII fuel reed line. Con~ect

a defueling hose to "B" nut fitting or? La fuel feed line. Attacha restrictor tube (3j8 inch O.D. (~´•035 inch wall thickr,ess) b´•J 8feet long) to end or derueling hose. Sxtend hose and line to tanL,truck.


Actuate "IdI EmGI~TE switch to ON, opening left fuelshutoff valve.

(6) Actuate fuel cross-feed and tank selector switch to :(-~eed. Ad-

vance left enginethrottle to IDL~, opening both boost cross-feedvalve and tank cross-feed valve and energizing left boost pump.

(7) Engage Ei~ FUEL" circuit breaker, energizing rightboost pump.

(a) When fuel ceases to flow from hose to tank truck, actuate left

engine throttle to CLOSE, fuel cross-reed and tank selector switchto NORM, and "LH ENGINE ETTGITSE switch to OF1~.

(9) Disconnect exterlal power source and position circuit breakersand switches to normal positions.

(10) Drain residual fuel into closed containers. (Refer to Chapter 12.)

(11) Disconnect defueling hose from "3" nut fitting and reinstall "~3"nut with drain cock.

28-10-2Page 304 Oct 3/Ti7

SA~3RELINERMAINTENANCE MANUAL

FUEL DEFUELING ADAP’IIER (MODIFIEDFU~L FILTER PLATE OR MAKE FROM

~a40~ FLAT STOCK AND I1DD GASII~T)

it WELD OR BRAZING

~TYPICAL F~TTINC-~Jf (~!8 INCH I.D..!I/e

ENGINE FUEL FILTERP;’N 5003~9rP04

DEFUELING EiOSEATTACHMENT

5380´•2-48’5

Fuel Defueling AdapterFigure 2~-10-1 28-10-2

Oct 3/77 Page 305

SABRELINERMA’INTENANCE MANUAL

i. Handling Fuel Cells

SoecislL attention should be given to the care and handling or the n2rlonbladder-t´•Jpe fuel sells.

2. Removing Fuselage Fuel Tank

Access to the cell is t~rough the fuselage rear section lower access doorand through a large door in the art race of the tank compartment, fuselagestation 357´• The fuel rittings to be disconnected are readily accessiblefrom the art side and through doors in the fuselage rear section below thetank. Removal of the filler assembly provides access to the top or the cell.

A. Remove fuselage tank as follows:

(1) Cover all disconnected fittings, "B" nuts, screen, and. all cellopenings as soon as possible to protect fuel system.

MAKE SURE ~TTERY SWITCH IS OFF AND MTEENPZ ELECTRICALPOWER IS DISCONNECTED FROM AIRPLANE; FAILURE TO DO THTSMAY RESU~LT IN AN GCPLOSION.

(2) Remove all necessary heat and vent lines in front of fuselage tankaccess panel and tank connections.

(3) In left top aft portion or cell, disconnect lines to check valveand dual integral level control valve.

(4) Disconnect fuel vent line.

(5) Remove nuts from inner panel support studs (four).

(6) Remove outer panel. Place bolts and washers in a bag and mark.

(7) Mark location of four inner panel support studs; then remove inner

panel. Bag bolts and washers and mark. Remove "0" ring.

(d) On right top or" cell, disconnect fuel quantity coaxial cables.Remove fuel probe assembly.

(9) Remove boss assembly holding vent line in position.

I (gA) Remove four bolts and washers from fuel cell support pad. Thesebolts are on the forward side or the aft cabin bulkhead.

(10) Remove vent line from inside cell.

(II) Remove check valves and T-fitting assembly from a2t end of top orcell.

(12) Remove 24 bolts r"rcan plate holding dual integral level valve assemb-

ly to structure. Bag bolts and washers; then mark.

Jul 6/73 e8-~o-3PsSe 401


(13) Remove five bolts attaching plate to valve r"lange. Bag bolts an~

washers; then mark.

(14) Remove five countersunk screws holding dual integral level controlvalve. Remove valve. Bag screws; then mark.

(15) Remove 10 bolts, 10 washers, and l0´•St;at-0-Seal seals from gravitydrain valve assembly. Bag raw stock; then mark.

(16) Cover gravity drain valve assembly ´•´•rith protective covering.

(17) Remove three bolts and washers r’rom fuel cap mounting ring. Remove

gasket.

(18) Remove 16 bolts and washers holdi~p; fuel cap mounting ring to

phenolic ring. Bag bolts and washers; then mark.

tig) Remove three countersu;rk screws from phenolic ring to fuel cellopening. Bag screws; then mark. Remove remaining parts of

assembly.

(20) Remove tiio bolts and. washers from cell support pad in forwarc! sideor’ cell.

RemovelO bolts and washers from cell support pads on top of cell.Bag bolts and washers; then mark.

(22) Disconnect cell support springs.

(23) Remove cell from bay.

3´• Installing Fuselage Fuel Tank

NO~: Remove and discard all protective covers and/or coating from fuel cellfittings, and carefully ´•~ipe rittin@;s clean before installation or "O"rings or mating parts. Retain "O" rings in groove. Do not smear

petroleum over metal surface.

iuryue QLI UVI

The fuselage fuel tank is manufactured from n´•Jlon fiber which will shrinkover a prolonged storage period. Due to this possible shrinkage the cell.should be submerged in water which has been heated to L200F and soakedfor 4 hours. Subsea_uerrt to the soaking period, the cell should’oeinstalled within 24 hours.

WARNING: MAKE SURE BATTERY s"WITCH IS OFF AND MTERNAL ELECTRICAL POWE~ ISDISCONNECTED FROM AUII"LANE; F4ILURE TO DO MAY RESIILT INMPLOSION.

A. Install fuselage tank as follows:

(1) Make sure all support springs have been positioned in t~Lr

containers; then dust cell with talcum powder.

(2) Fold tank for installation. Make sure gravity feed valve oDeringis positioned for installation on bottom and. aft cell o-oer,ing is

oositioned to face aft.aa-~a-3 Oct 3/77Pege $02


(3) With one mechanic in fuselage rear section ready to receive cell,carefully reed cell through fuselage rear section access opening.

(4) Slide cell through cell compaY.tment access opening and unfold for

spring hookups.

CAUTION: IF LINER TAPE HAS BEEN REPLACED QR IF SEALANT HAS BEENAPPLIED OVER TAPE, A~LLOW 4 TO 6 HOURS DRMNG TIME BEFOREINS1CALLING CELL.

N~: As a help in positioning the five support pads on top of

cell, to reduce possibility of damage, cut off boltheads andradius ends of five 2-inch full-threaded l/lc-inch bolts.Secure a nut for each locator stud and make sure it screws

on and off the stud easily.

(5) Place a locating stud in one side of each cell support pad. There

are four pads positioned around the fuel probe access and one on

the left aft top area.

Install cell support hanger springs in the following sequence.

NOTE: A helpful method of positioning the springs is as follows:Take a piece of strong nylon; tie cord about 20 inches long;then build an 8-inch loop with a slip bow tie at one end.

Hook up one end of spring to retainer cup, put loop around

the other end; then pull on string and guide spring end intoits retainer cup. Untie slip bow and pull string out.

(.a) Starting at left top of cell, install top two springs.

(b) In top of cell, center and forward, install two springs.

(c) In top of cell, center and to right, install two springs.

(7) Have one man on top of fuselage rear section at filler neck access

and one man to push top of cell upwards. Position top or cell to

top of compartment so that guide studs will go through properholes. Have man on top of fuselage put stud nuts on studs and

draw cell into position.

(8) Install proper bolts and washers beside each stud, remove studs,and install remaining bolts and washers.

(9) Continue to install cell support hangar springs.

(a) On forward side at top, install two springs.

~b) On forward left side, install two upper springs.

(c) On forward right side, install two upper springs.

Mar 1/70 28-10-3Page 403


(10) Have one man go inside fuselage forward section to art bulkhead.Through aft fuselage bulkhead, installfot~ bolts and washers incell support pad in forward side or cell. The man can assist bycentering pad from inside of cell,

(11) Continue to install cell support hanger springs.

(a) On forward side, on bottom, install three springs,

(b) On left side, along bottom, one forward and two aft, installthree springs.

(c) On right side, one forward bottom and two aft, install threesprings.

(d) On aft side, install three springs on top and three´•onbottom.

(12) Install filler neck assembly in right side of af’t fuselage.

(a) Place phenolic ring over "0" ring; then place fuel capmounting ring over phenolic ring. Align holes in two unitsand cell pad. Install three cowrtersunk screws.

(b) Place 265-484083 gasket inside metal ring. Place ring, gasketdown, on rim or access hole. Install 16 bolts and washers.

(c) Place 265-484082 gasket on fuel cap mounting ring and alignbolt holes. Insert hand in ring hole, lift upward untilgasket is next to metal ring; then install three bolts andwashers. Install fuel cap.

(13) Remove protective covering from gravity drain valve assembly.Attach bottom of cell to drain assembly flange with 10 bolts, 10

washers, and 10 Stat-O-Seal seals.

(14) On upper left, aft side, install dual integral Level control valve.

(a) Position valve assembly, align holes; then install five 1/4-inch countersunk screws.

(b) Position 265-484073 gasket inside solid plate. Position265-484074 gasket next to valve flange and align holes; theninstall solid plate to valve and structure.

(c) Install five l/lc-inch bolts and washers through plate to valveflange, then install 24 bolts and washer through plate tostructure.

(15) In left top aft portion or cell, install "T" fitting and checkvalve assembly.

;18-10-3 jul 6/73Page 404

SPL;&RELEP~ETZMAINTENANCE MANUAL

(a) Make sure "O" ring on "T" fitting is not nicked or damaged.Jam nut should be on upper portion or fitting threads. "0"ring should be positioned in groove between threaded portions.

ii (b) Install "T" fitting and check valve assembly (P/N F61A0208), withvalve flapper hinge positioned at the top. When "O" ring touchessurface of pad and check valve’points aft, tighten jam nut.Arrows should point toward "T" fitting.

E NOTE: Malre sure cheek valve (P/N F6LA0208) is installed vlthflapper hinge positioned at the top; otherwise, valve willnot function as intended. The hinge location is marked onthe outside hex portion or the valve body with red dye.

(16) Install overboard vent line inside cell.

(a) Install line 265-488415 inside cell with aft end protrudingthrough hole in cell and forward end aligned with holes in

mounting pad. Install two l/lc-inc~ bolts and rashers.

(b) Install "O" ring inside boss at flaylge end. Slide boss over

end of line; then bolt to tank with three l/lc-inch countersunkscrews.

(c) Position. 264-484072 gasket over boss flange and 265-484071 gas-ket inside mounting plate. Position plate over boss flange and

structure; align with holes. Bolt plate to boss with three

l/lc-inch bolts and washers, and to structure with 16 boltsand washers.

(17) Install fuel probe- in right top or" cell.

(a) Position and install fuel probe with two l/ic-inch countersunkscrews.

(b) Position 2~5-484099 gasket on probe Ilange and 265-484100gasket on inside of mounting plate.

(c) Install plate to structure with 16 bolts and washers and two

1/4-inch bolts and washers.

(d) Hook up fuel quantity coaxial cables to probe~

(18) Install aft inner close-out door.

(a) Install "O" ring (180-948040-5) in open groove.

(b) Position inner access door and install sixteen 1/4-inch boltsand washers. Leave previously marked holes open.

(c) Install four support studs in marked holes. Slide a piece orloc~wire through holes in end or studs (about 2 feet); doubleand twist ends. Install gasket on outer access panel.

Oct 3/77T)age 405

SAIE~-R´•E L1’ ~CERMAINPENANCE MANUAL

(d) Position outer panel next to airplane structure; then pull thefour loops of lockwire through matching holes in panel.

(e) Install panel with 53 bolts and washers.

(f) Pull on lockwire until studs come through holes, place nuts on

studs; then tighten nuts. Remove sa~ety wire.

tig) Install fuel vent line.

(20) Install ’’B" nuts on dual integral level control valve and check

valves,

4. Replacement or Fuel Vent Nozzle and Flame Arrestzr Assembly

A. Removing Fuel Vent Nozzle and Flame Arrester Assembly

(1)~ Remove fuel vent plastic tail fairing.

(2) Remove six screws through mounting flange or vent nozzlz.

11 (3) Slide nozzle assembly ofP je-ctisan line". Use care not to dama~event line.

(4) Remove gasket and check condition for re-use.

(5) Close opening with clean cloth or paper; do not use tape, becauseremoval of tape can generate a spark and cause an explosion.

B. Installing Fuel Vent Nozzle and Flame Arrester Assembly

(1) Position gasket over nozzle mounting flan@;e with one 5/16 hole to

top and the other two over existing screw heads.

(2) Slide nozzle assembly into position so attach holes match gasket.

(3) Install lllc-inch screw and washer in top hole and No. 10 screws

with washers in remaining holes. Tighten screws evenly.

(4) Torque 1/4-inch screw to 40-70 inch.-pounds. Torque No. 10 screws

to 20-25 inch-pounds.

(5) Install fuel vent plastic tail fairing. Use twelve 7515-10-11screws. Draw up snugly.

I X~a-37a-2 through -6, -8 and -9

28-~0-3 Jul 6/73Page 406


1. Maintaining Fuselage Fuel Tank

NOTES:´• Goodyear bladder type fuel cells made of ETC-39 material cannot

be repaired.

Nylon sandwich material (5200/5187, 5063, or P.F. 10056) isused for all inside fuel cell repair.

Repairs to fuel cells with nylon sandwich material (5200/5187)do not require a cover patch.

´•Nylon sandwich material (5063 or P.F. 10056) used as repairmaterial on a fuel cell containing a fabric liner require a

cover patch of nylon fabric (5188 or equivalent).

Fuel cells containing a gum rubber inner liner do not require a

cover patch.

A. Materials Required for Repair of Bladder-type Fuel Cells

Table i. Bladder-type Fuel Cells Repair Materials

MFR PART NO. I DESCRIPTION

5200/5187 US Rubber Co. Sheet nylon sandwich, curedboth sides, inside repairpatching material

5188 US Rubber Co. Sheet nylon fabric, cured both

(or equivalent) sides, outside repair patchingmaterial

5063 US Rubber Co. or Sheet Buna-N, nylon sandwich,P.F. 10056 Firestone cured both sides (forTire Rubber Co. self-sealing cells), inside(or equivalent) repair material

EC-678 Minnesota Cement aromatic,Mining Sr Mfg. Co fuel-resistant (Specification

MIL-A-9117) One quart

MEK Solvent

No. 80 Cloth abrasive aluminum oxide

28-10-4

o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83~age 801 I


B. Repairing Fuel Cells

CAUTION: No repairs are to be made on the radius of a cell or inthe fitting area of a cell. No damaged areas, such as

cuts and tears, larger than one inch are to be repairedin the field.

(1) Repair cuts in fuel cells while cell is installed in airplane, ifaccess to damage area can be obtained through access door or byremoval of a cell unit.

(2) Drain fuel supply system; then, with a cloth, dry cell surfacearound damaged area.

(3) Lightly and thoroughly buff a piece of cured US Rubber Co 5200/5187nylon sandwich material large enough to cover damage at least2 in, from cut in any direction.

CAUTION: Use methyl ethyl ketone sparingly. Excessive use will

damage sandwich material.

(4) Wash buffing dust off with methyl ethyl ketone solution.

(5) Cement buffed side of patch with two coats of EC-678 black rubbercement and allow each coat to dry 10 to 15 minutes.

CAUTION: Use methyl ethyl ketone sparingly. Excessive use will

damage sandwich material

(6) Buff cell area to be patched lightly and thoroughly with abrasivecloth No. 60; then wash off buffing dust with methyl ethyl ketonesolution.

(7) Coat buffed area with two coats of EC-678 black rubber cement andallow each coat to dry 10 to 15 minutes.

(8) Freshen cemented area of patch and cemented area of cell with

methyl ethyl ketone solution.

(9) While area is still tacky (touch with knuckle of hand to check for

tackiness), apply edge of patch to edge of cemented area, centeringpatch over cut in cell.

(10) With a roller or blunt instrument, roll or press patch to cementedarea on cell. Hold part of patch off cemented area, and roll or

press it down one-half to one in, across at a time, so as not to

trap air between patch and cell.

(11) Apply a suitable weight (shot bag) of about 35 Ibs to repairedarea, and do not disturb it for 6 hours.

(12) Seal patch one-half in. from edge of patch with two coats of EC-678rubber cement. Allow first coat to dry one hour or more. Allowpatch to set 24 hours before fueling.

28-10-4

I Page 802Mar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL


2. Maintaining Integral Wing Fuel Tanks

A. General Precautions

(1) Always remember that cleanness is required whenever maintenancework is being performed on the interior of the integral wing fueltank.

(2) Screws and grooves must be degreased (with trichlorethylene).

(3) Chips or other foreign matter, even though very small may hold

apart the sealing elements (Includine rubber-type seals), causingleaks, and may also clog screens in the fuel lines and interferewith the operation of the flapper check valves.

(4) All available injection holes in an area to be reinjected should be

used, and in proper sequence. Attempting to force sealant throughtoo long a portion of a groove can result in side extrusion.

(5) Where there is internal access, resealed areas should be inspected.Extrusion of excess sealant into the tank interior can cause the

fuel system to work incorrectly by clogging valves and screens.

(6) Fasteners should not be turned on Stat-O-Seals. A washer should

always be used between the bolthead and seal.

(7) Careless insertion of screws through Stat-O-Seals causes threads to

serve as a rasp.

(8) Stat-O-Seals used with access door bolts should be replaced after

several door removals. Stat-O-Seals should be replaced sooner if

damaged.

(9) Sealed fasteners in the integral wing fuel tank area should be

retorqued periodically.

(10) Do not attempt to inject sealant into groove-sealed areas when

temperature of wing structure is less than about 45"F. Resealingis easiest at skin temperatures above 65"F. This restriction doesnot apply to individually sealed screws. They my be sealed readilyat any temperature.

(11) If organic coating inside integral wing tank area peels or becomes

scratched, refer to procedure for applying sealing compound to

interior surfaces of integral wing tanks.

(12) When loosening a skin fastener, know which type of nut secures the

fastener. Do not begin to back the fastener out until you know howto identify nut. For nut identification, refer to procedure for

identifying hidden wing skin nuts.

28-10-4

o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83Page 803 I


B. Identifying Hidden TJing Skin Nuts

Nut plates, AN365 nuts, and bumper nuts are used to secure the skinfasteners. Because the individually sealed fasteners must be backed offfor the installation of an O-ring, it is necessary to identify the nuts.

The type of nut can usually be determined during the first part of a

turn of the fastener. If the fastener is secured with a nut plate, itwill start turning with a sudden breakaway, and it will rise from thehole as it is turned. If it does not break and rise, it may be securedwith either a bumper nut or an AN365 nut.

NOTE: Do not turn fastener more than two turns if it does not begin torise.

C. Wing Sealing Procedures (See figure 28-10-501.)

D. Identifying Leaks and Stains (See figure 28-10-803.)

E. Stopping Leaks

Leaks through the structure of the integral wing fuel tanks will appearthrough the two different types of seals which are used:mechanical-rubber Stat-O-Seals and Gask-O-Seals, and nonhardeningsealant. Leakage through the first type of seal occurs around boltssealed with Stat-O-Seals, or around Gask-O-Seal access doors. Theseleaks can be stopped by retorquing the fasteners, or by replacing theStat-O-SeaP washers or Gask-O-Seal doors.

Leakage through nonhardening sealants can usually be stopped bytightening the screws or bolts. This is always the first step. Iftightening does not stop the leak, reinjection of sealant is necessary.To reinject sealant, first find whether the leak is through a

groove-type seal or through an individual screw seal; then refer to

applicable reinjection procedure.

F. Replacing Torq-Set Screws

Torq-Set screws are used in many locations in the wing structure. Mostof these screws have a standard diameter. However, in some location,screws having either a 0.015-or a 0.031-in. oversize shank are used.These are not easily identified, except by a part number.

(1) The following table shows the thread size and the part numbers forstandard diameter and oversize Torq-Set screws. The part number ofeach screw is stamped on the head.

(2) Oversize screws must be replaced with oversize screws of the same

diameter. Using a standard screw in place of an oversize screwwill result in weakened structure. In addition, if the screw isused in a sealed area, a poor seal will result.

(3) Because these screws are similar in appearance, the only sure

method of identification is the number of the head. Screws shouldbe checked carefully before being replaced.

28-10-4Page 804Mar 15/83 O COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL


PART NUMBERS FOR OVERSI~ DIAMETERHIGH-STRENGTH FLUSH BOLTS

OVERSI~ SHANK

THREAD STD DIA 0.015 IN. 0.031 IN.

10-32 NF-3A 7s34-3 7s34-31 7s34-3e

1/4-28 UNF-3A 7s34-4 7s34-41 7s34-42

5/16-24 UNF-3A 7s34-5 7s34-51 7s34-52

3/8-24 UNF-3A 7s34-6 7s34-61 7s34-62

7/16-20 UNF-3A 7s34-7 7s34-71 7s34-72

1/20 UNF-SA 7s34-8 7s34-81 7s34-82

9/16-18 UNF-3A 7s34-9 7s34-91 7s34-92

Length code: Last dash number indicates nominal grip length in 16ths.

Example of past numbers: 7834-41-10 indicates a 1/4-28 Torq-Setrecess screw with 0.015-inch oversize shank and 5/18-inch nominalgrip length.

G. Repetitive Leaks Around Individually Sealed Screws

It is possible that stains will reappear at an individually sealed screw,even when torquing has been done properly. If repetitive stains develop,the screw might be too long, the countersink might be elongated, or thescrew might be tilted in relation to the countersink. Check for cause

or repetitive leaks and repair. First, back out screw and inspectthreads for signs of bottoming on nut. If threads show such signs, re-place screw with one of proper length. If screw is of proper length,inspect countersink for damage or elongation. With an elongated counter-

sink, a gap might show at one side of screwhead. Such a countersinkshould be reworked. If countersink is not damaged or elongated, checkwhether it is aligned with the screw. This condition can be identifiedby a tilted screwhead. Also, a gap might appear between the head and thecountersink until just before screw is fully tightened. A new counter-sink should be made.

K. Loading Groove-sealant Injection Gun

The groove- sealant injection guns are air-pressure-operated and hand-operated. The guns should be loaded so that no air is trapped in the

sealing compound. Precautions must be taken so that no grease or oilwill contact the sealant.

Mar 1/70 28-10-4Page 805


INDIVIDUAL SCREW SEALING

O Parliolly beck out ~cr´•w. Do not completelyfrom nut. In,toll new "0" ring by it very carefully

ovec rcrewheod and po~itioning it on ~craw adiocenl to(crewheocl.

O li.M´•n Irr´•r..nd I.´•qu´• I. Rquind *.iu.

"Q’ RING

SEALING GROOVE

GROOVE-tYPE SEALING EAD SEALING ´•IIIII GOOD SULINO

NOtE: Sealant rsueeling OUt from between ~kin and ,par or

rib flange indicate, a poor groovs´•type ,eol. To correct thi~ con-

dition, iollow 3 throogh 5.

f~N1KrloN HOLE SCRIW

O Cle.n oH ´•Itrud´•d ,´•alanl.

t~l Torqu´• nwrby

5~LINO GIOOM~ I..urra ron*n.~O Remove Ilcrew, from iniection in that area, inject ~MI-SE*LAFn

ant ogoin, ond replace Icrew, in injection holer.

rllel.s´•l

Wing Sealing Procedures2~-10-4 Figure ~8-10-801 Mar 1/70Page 806

SABRELiNERMAINTENANCE MANUAL

TORQ-SFT FASTENERS SOCKFT ADAPTER AND DRIVER BiT

TORO-SET FASTENER TORQUE

This is a Torq-Se~ and high-strength bolt torquetable for 100-degree flush bolts (heat-treated to

160,000-180,000 psi). Torque values in thetable apply to all nuts except the shear type. Thehigher values should be used when tarquingQ~a heads of bolts; however, these values should not

be exceeded by more than 10 percent.

11 1111

FASTENERSIZE DRIVER Elf TORQUE IN. LB

COML NO. NAA STD

7S29A-3 753 TS3CJ lest I EX-I 70-3/16 1 25-35TUS.J

753U754 1/4-28 EX-I 70-1 /4 70-90

15154

7S7CsfSS 5/1624 EX-170-5/16 140-203

7535-5

7534-6TSb 75556 3/8-24 EX-110-3/8 190-351

7574-7757 7/1 6-20 EX-I 70-7/16 500-756

75JS-f

7534~) 690-990NOTE TSB 1/)-20 EX-1MI/IThe 7535 fastener has shorter threaded 7535-5

length to save weight and is used with Jow- 759 9/16-18 EX-I 70-9/16 1000-1440

profile nuts.

Integral Wing h;rel Tank Fastener Tor~ue Table AaMar i!70 PiQ;ure 28-10-802 28-~0-4

page 807


CLASS A STAIN

1/2 TO 1-1/2 IN. DIAMETER CLASS C HEAVY SEEPa A Cla~l C reap on ths outsr wing panele thould bs recordedand need not be ctopped, but a Cla~, C Ieep within anyarea or in on areo that will allow seepoge into an enclo,ed oreo

CLASS B STAIN con create a fumer condition. Thb condition b eoule forimmediate grounding of the airplane until a repairir mads.

a CI~I, A or Cla,~ 8 rtoim should be recorded butneed not be until airplane i~ grounded

LAIGER OI*METER3-1/2 IN. ORfor other mainknoncs.

’aapa

´•-I:´•

i1-1/2 TO 3-1/2 IN. DIAMETER ´•Af(~r each far Ieakr,

areal ,hould be cleaned ~o that future lealragecon be evaluated accurately.

CLASS D LEAK

rUH WILL USIMLLYBEGlN TO OR\r nZeE.

ABOUT 4 TO IN. IgDIAMETER

a A Clole D leak i, any running leolr anywhere on the wing, andis coule for grounding tbs until a repair i~made.

Wing Leak CLassirication28-~0-4 Figure Mar 1-/70Page 808

NA-69-420Ma~INTENANCEMANUAL


1. If it is necessary to clean gun, wash it in toluol. 7. Continue injecting along groove until area has2. Remove loading chamber from gun barrel; de- been sealed.

press loading piston to bottomed condition. 8. After final installation of injection hole screws,1 3. Roll groove-sealant (DC94-011) into a cylindrical scrape away most of excess groove sealant with

plug about 1-3/4 to 2 inches in diameter. wood or a plastic blade; remove remainder withtoluol (Federal Specification TT-T-548) or clean-ing solvent. Do not use toluol on any surfacescoated with corrosion resistant finish.I Tltereis nosubstilu~forsealantDC 94-011. Tl~e

use ofcuri~tg-type sealants makes repair by fl~einjection melltod ingossible in case offulure SealingWing Forward Spar Splioe Platesleakage. The right or left wing forward spar splice plates can

4. Insert cylindrical plug of sealant into loading be resealed while the wing is attached to the fuse-

chamber; tamp compound with a wooden stick, lage. This may be necessary if a fuel leak should

Fill nozzle pump castingwith compound, leaving develop in this area. The airplane should be in a

threads exposed for reassembly. hanger long enough to allow the airplane tempera-ture to be the same as the hangar temperature. The

5. Reassemble gun. higher the airframe temperature, the easier it is to6. When the air-pressure-operated injection gun is force out the old sealant and replace it with new

used, the air pressure should be 100 (e25, -10) sealant.psi. 1. Remove center floorboard access panel.

Iqjecting Sealant Into Grooves 2. Remove lower access door.Injection of sealant into groove-sealed areas should 3. Remove a sealantscrewfrom~ top and bottomskinnot be attempted when the temperature of the wing at outboard edge ofwing splice plate.structure itself is below 40’1". Whenever possible, it 4. Load groove-sealant gun. (Refer to procedure foris recommended that the temperature of the struc- loading groove-sealant injection gun.) Keepingture be at least 77’F. Injection is easier at higher the loaded groove-sealanti4iection gunheated totemperatures. Ease of injection may further be in- the maximum temperature will help to inject thecreased by heating the loaded gun to a temperature sealant.not greater than llO’F. However, it is emphasizedthat a controlled method of heating must be used, 5´• Place nozzle tip of gun into countersink ofinjec-because high temperatures are harmful to the seal- tion hole in skin at outboard edge ofwing spliceant. plate. Hold gun firmly in position and depressi. Load groove-sealant injection gun. trigger for about 30 seconds. Release trigger and

allow piston to return to its original position.2. Remove injection hole screws where necessary. (Piston return will take at least 5 seconds.) Con-NOTE tinue sequence until all of the old compound is

When ilreiankgrooves, tlte forced out of bottom hole.injection holes to eitlter side lip sltould be 6. Replace sealant screws removed in step 3. Usingunplugged a wooden or plastic blade, remove excess groove

3. Retorque all fasteners in area to be sealed. sealant; then use toluol or cleaning solvent toremove remainder of sealant. Do not use toluol4. Place nozzle tip of gun into countersink of an

injection hole. Hold gun furmly in position and on any surfaces coated with corrosion-resistantfinish.depress trigger for about 30 seconds. Release

trigger and allowpiston to return. (Piston return 7´• Install lower access door.will take at least 5 seconds.) Continue sequence 8. Install center floorboard access panel.until compound flows out of acijacent injectionholes for a minimum distance of 1/8 inch aboveskin surface.

5. Replace injection screw in hole inwhich injectiongun has been inserted.

6. Move gun tip to adjoining hole through whichcompound has been forced, and repeat steps 4and 5.

28-1 0-04Page 809

Q COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12/93

NA-69-420MAINTENANCEMANUAL


Rework of Individually Sealed Screws 2. Immediately wipe solventoffwith anotherclean,All individually sealed screws on the wing are sealed dry cheesecloth.with "0" rings. The "O" rings may be replaced in the 3. Where bare metal has been exposed by morefollowing manner: than just a scratch, apply chemical film treat-

1. Partially back out affected screw. Do not com- ment to bared surface.

pletely disengage screw from nut. This is espe- 4. Apply sealing compound to area.cially truewhere bumper nuts are used, since the 5. If Topcoating is to be used, apply two coats,nut may drop into the tank. allowing a minimum of 20 minutes between

2. Remove old or leaking O-ring by cutting it with coats. Use PR-1005L for Topcoating.a knife or by stretching it over screwhead.

3. Make sure countersink and counterbore area in NOTEskin is thoroughly clean and absolutely free ofall No coaling sl~ould be applied to a~y surfacechips and foreign matter. sealed witlt gaskets or O-rings. Allow joining

4. Install a new O-ring seal by stretching it very surfaces to air-dry a nti~timunt of30 n~9ulescarefully over screwhead and positioning it on beforejoini~tg.screw shank adjacent to screwhead.

5. Tighten screw and torque to required torquevalue (see figure 28-10-802.)

Use caution not to cut or damage o-ring seal.Damaged o-ring seals must be replaced witl~unused o-ring seals

Substitute Fasteners for Inaccessible Areas ofSealed WingThe restricted use of do-bolts is approved in repairprocedures. Itmustbe noted that the areasofuse andthe number ofsubstitute fasteners in given areas arelimited. Ifs substitution is to be madewhere channelnuts are installed, special precautions are necessaryto ensure a good seal and solid fastening.

Applying Sealing Compound to Interior Sur-faces of Integral Wing TanksWhen work is done inside the wing, the coating onthe interior surfacesmay becomepeeledor scratched.When this happens, the damaged coating should betouched up.1. Wipe damaged areawith clean cheesecloth damp-

ened with cleaning solvent.

28-1 0-04I Page 810

COPYRIGHT, 1993 BY SABRELINER CORPORATION

S~AIE~REL~I.NERMAINTENAN%E MANUAL

FUEL SYSTEM DISTRIBUTION. DESCRIPTION AND OPERATION

i. Fuel Control Systems

The´• fuel control systems consist of the fuel boost p~rmp system, the fuelcross-reed system, the suction-feed fuel supply, and the fuel transfer systemand their components.

A. Fuel Boost Pump System

The fuel supply´•f’or the engines is normally delivered to the engine-drivenfuel pumps by two fuel boost pumps. These pumps are positioned on therear sp~ in the wing center seclon, and are single-speed, side-mounted,submerged units, driven by a 28-volt de motor.

Two jet-type fuel transfer ejectors,, one in the forward left wing center

compartment and one in th~ right wing forward center compartment, utilizefuel. bleed flow from their respective boost pump as a motivating powerto transfer fuel from the low point in their areas to the boost pumpsump compartment. The pumps, thereby, maintain a high fuel level in theboost p~unp slunp compartments in airplane nose-down attitudes and whenfuel supply is low.

The boost primps are powered through the "BOOST PUMP LB FUEL" and the"B’OOST PUMP RH FUEL" circuit ´•breakers on the 28-volt de essential bus.Two rail-safe relays,.lert fuel boost pump and right fuel boost pump,control the power´• input to the boost primps. The left boost pump normallysupplies fuel to the left engine-driven fuel pump, and.the right boo~tpump normally supplies fuel to the right engine-driven fuel plunp. Row-

ever, if a malfunction causes either boost pump to cease operating, thecross-feed system should be placed in operation, allowing either boost

pump to supply fuel to both engine-driven fuel pumps.

B. Fuel Cross-feed System

I The fuel cross-feed system is used to balance the fuel load in the wingtanks. The cross-feed system has two fuel valves (tank cross-feed valveand boost cross-feed valve) and the necessary relays and switches toactuate the valves. The system is also tied into the boost pump relaycircuit, allowing the deactivation or either boost pump when wing fuelbalance is desired.

The fuel cross-feed system is powered by the 28-volt de essential buscontrolled by a four-position "FUEL" (mode selector) switch. The modeselector switch controls the four functions of the fuel cross-feed system.The four functions of the fuel cross-feed system are normal fuel supply,cross-feed fuel supply, right-hand tank fuel supply, and left-hand tankfuel supply. The following paragraphs discuss the operation or thesefunctions

Jul 6/73 28-~0-0Page 1

~AB´•REEI ERMAINTENANCIE MANUAL

(1) Normal Fuel Supply "1

Normal’operation or the cross-reed system is accomplished by posi-tioning the mode selector switch at NORMAT;. With the switch atNORMAl;r no control circuits to the cross-feed valve circuitry are

energized, both cross-feed valves are closed, and all warning andcaution lights are off, In this mode, each engine is supplied withfuel from its respective boost pump and wing tank, independent ofthe other engine, boost pump, and wing tank.

(2) Cross-feed Fuel Supply

Cross-feed is accomplished by positioning the mode selector switchat X-FEED.. This routes 2scvolt de power from the "FCTEL-X-FEEDBOOST" circuit breaker to energize the fuel cross-feed relay (FCF).The FCF relay breaks a circuit through the tank and boost crossfeedvalves closed limit switches to the tank cross-feed closed (TCC) and

pump cross_feed closed (PCC) relays, causing the relays to de-energize. The FCF relay, at the same time, completes two circuits.The first circuit completed, when the FCF relay is energized, routespower from the "FUEL-X-FEED TANK" circuit brea~rer to open the ta.nkcross-feed valve and to energize the tank cross-reed warning (TCW)relay. The TC~ relay completes a circuit from the ~"FIJEL WARNINGX-FEED" ci~cuit breaker through normally closed contacts in the tankcross-reed opened (TCO) relay to the TIWK X-FD FAIL" cautionlight, causing the light ta´•come on. The second circuit con;plet~d.when the FCF relay is energized, routes power from the "FUEL-X-FEED BOOST" circuit breaker through normally open contacts in the

Ji le~t jettison fuel control (LJFC),"A Icft tank selector (LTS), andright tank selector (RTS) relays to t~e open winding of the boostcross-feed valve motor, causing the valve to open, and -to the pumpcross-feed warning (PCW) relay. The relay energizes, connectingpower from the "FUEL WARNLNG X-FEED" circuit breaker through nor-

mally closed contacts in the pump cross-reed opened (PCO) relay tothe "FUEL mJMP X-FI) IilAIL" caution light, causing the light to come

on.

When the tank cross-reed valve is fully open, limit switches in thevalve are actuated. The open limit switch opens the power circuitto the open winding or the valve motor and closes a circuit to ener-

gize the TCO relay. The TCO relay then breaks the circuit to the"~TEL TANK X-FD FAIZ" caution light, causing the light to go off.The closed limit switch arms the circuit to the closed winding ofthe valve motor and opens a circuit to de-energize the TCC relay.When the boost cross-feed valve is fully open, limit switches in thevalve are actuated. The open limit switch breaks the circuit to the

open winding or the valve motor and closes a circuit to energize thepump cross-reed opened (FCO) relay. The PCO relay breaks the cir-cult to the "FUEL PITMP X-FD FAIL’~ caution light, causing the lightto go off, and closes a circuit from the "FUEL WARNING JETTISON"

I ~NA-370-2 through -6;, -8, and -g airplanes

2S-~a-o Jul 4/73PItge 2

SABREL1NERMAINTENANCE MANUAL

circuit breaker on NA-370-2 through -6, -8, and -g airplanes"~TEL WARNING SEL;ECT" circuit breaker on NA-380-1 and later air-planes, through the closed contacts in the right fuel boostmonitor (RFBM) relay and Left fuel boost monitor (LFBM) relay tothe "FITEL SEL SW NOT NORMAL" caution light, causing the light tocome on. The closed limit switch arms the circuit to the closedwinding of the valve motor and breaks the circuit to de-energizethe PCC relay.

In the cross-reed mode, both cross-feed valves are open, allowingfuel to balance between the two wing tanks and allowing both boost

Jul 6/73 28-20-0Page 2A

SABRELIN E ~ZMAINTENANCE MANUAL

pumps to share in the supply or fuel to both engines. The fuelsupply system in this mode is, in.effect, a single common fuel

supply with two boost pumps supplying fuel to both engines.

(3) Rightrhand Tank Fuel Supply

Right-hand tank fuel supply to the engines is accomplished by posi-tioning the mode selector switch at RH TANK. This routes power fromthe "F~EL-X-FEED BOOST"i circuit breaker to energize the right tankselector (RTS) relay. One set of contacts in the RTS relay closesto route power from the BOOST" circuit breakerthrough normally closed contacts in the WFC,w RJFC,’A and LTS relays)to the open windings or the boost cross-reed valve motor, causingthe valve to open, and to the PCW relay, causing the relay to ener-

gize. The PCW relay routes power from the "FUEL WARNING X-FE~ED"circuit breaker through normally closed contacts in the PCO relayto the "T~TEL PUMI~ X-FD FAIL" caution light, causing the light tocome on. When the boost cross-reed valve reaches the full openposition, limit switches in the valve are actuated. The close limitswitch breaks a circuit to the PCC relay, causing the relay to de-

energize, and at the same time, arms the circuit to the close wind-

ing of the boost cross-feed valve motor. The open limit switchbreaks the circuit to the open winding of the valve motor and com-

pletes a circuit, routing power from the "F~UEL WARNING JETTISON"circuit breaker through closed contacts in the RTS, LJFC,~ and RJFC~

relays to energize the left-hand fuel boost (LHFB) relay. The LHFB

relay energizes and breaks the boost pump circuit, shutting the leftboost pump off, and completes a circuit to energize the left fuelboost monitor (LFBM) relay. The LFBM relay completes a circuit fromthe "FCIEL WARNING JETTISON" circuit breaker on NA-370-~ through-6, -8, and -g airplanes, or "FUEL WARNING SELE~CT" circuit breakeron NA-380-1 and later airplanes, through closed contacts in the

PCO, TCC, RFBM, and RTS relays to the "FUEL SEL SW NOT NORMAL"caution light, causing the light to come on. In this mode ofoperation, the right wing tank and boost pump supply all of thefuel to both engines.

(4) Left-hand Tank Fuel Supply

The left-hand tank fuel supply mode is accomplished by po.sitioningthe mode selector switch at LH TANK. This mode of operation is thesame as described for the right-hand tank fuel supply, except thatthe right tank selector (RTS) relay, the left fuel boost monitor(LFBM) relay, and the right-hand fuel boost (RHFB) relay are thecontrolling relays instead of the T~TS, RI"EM, and LHFB relays. Thicmode of operation opens the pump cross-reed valve, shuts off theright boost pump, and allows the left wing tank and boost pump tosupply all of the fuel to the engines.

’A´•NA-370-2 through -6, -a, and -g airplanes I

Jul 6/73 28-20-0Page 3

SArB~RELINERMAINTENANCE MANUAL

C. Suction-feed Fuel Supply

When both fuel boost pumps fail, fuel is delivered to the engine-drivenfuel pumps by suction feed. Fuel transfers from the fuselage fuel tankto the right and left integral wing tanks. The wing fuel transfers bygravity flow through check valves in the wing ribs into the right andleft center sections and into the boost pump sump area. One-way checkvalves in the boost pump, downstream of the boost pump impeller, allo~rfuel to be red by suction to the two engine-driven fuel pumps.

D. Fuel Transfer System

There is no manual fuel tank sequencing transfer system; however, the

gravity fuel transfer arrangement of the fuel system ensures that allthe fuel in the fuselage tank (when the fuselage tank is used) will beused before the fuel in the wing tank is used, because the fuselage tankis higher than the wing tanks and because the vent exit is submerged,preventing venting or the wing tanks until the fuselage tank is emptied.Transfer or fuel from the wing tanks to the fuselage tank is pirevented(under normal. conditions) by two spring-loaded (1-1/4 psi) check valves.

However, during extreme airplane nose-up attitudes, wing tank vent valve

failure, or any other situation in which the wing tazk pressure exceedsthe fuselage tank pressure by i-1/4 psi, fuel transfer to the fuselagetank can occur t6 relieve the pressure in the wing tanks.

Wing dihedral creates a gravity flow from the outer wing, panels to the

right and left center sections and booster pump sump areas in a normalmanner up to a 9-degree nose-up attitude. Wing ribs at wing stations

37, 106, and 171´•6 prevent excessive outboard fuel flow during airplanemaneuvers. Fuel transfers inboard into the right and left center sec--f;ions through three l-l/lc-inch diameter check valves in each rib bulkhead,and into the right and left boost pump sump areas through two checkvalves in each bulkhead. Air-load rib lightening holes and wing skin

stringer cutouts allow gravity flow within the compartments. Fuel inthe center sections transfers by gravity flow, through six check valvesin each boost pump sump bulkhead, into the boost pump sump areas.

Two jet-type fuel ejectors, powered by the boost pumps, assist in trans-ferring fuel from the right and left center sections to the right andleft boost pump sumps. These ejectors function as scavenge pumps,sca´•venging fuel from the low points in the right and left center sections.

2. Fuel Boost Pumps

Two 28-volt de, single-speed, motor-driven, submerged, centrifugal-type,side-mounted pumps supply fuel under pressure to two engine-driven fuel

pumps. The boost pumps are positioned on the art bulkhead or the wing centersection. The right boost pump is accessible through an access plate on therear wing spar in the right wheel well, and the left boost pump is accessible

through an access plate on the rear wing spar in the left wheel well. Theboost; pumps run continuously (power on) as long as the respective masterswitch (lert or right) is on, the respective throttle (left or right) is

28-~0-0 Mar 1/70Page 4

SA13RELIN ERMAINTENANCE MANUAL

moved from the off position, and the "FUEL" switch is at NORMAL or -X-FEED.When the "FUEL" switch is placed at RH TANK or LH TANK, the opposite boost

pump is shut off. This allows the pilot to balance the fuel load in the wingtanks. The right and left boost pump circuit breakers are on the left over-head forward de essential, circuit-breaker panel. The pumps may develop 17 to

30 psi static pressure. The allowable leakage from the drive shaft sealdrain is 2 cubic centimeters per hour, The pumps operate normally on a 25-to 29-volt de power source but will operate on a reduced voltage or 14-voltde.

3. Fuel Transfer Ejectors

Two jet-type fuel e.jectors assist the transfer or fuel from the right andleft center sections to the right and left boost pump sumps. These tubular-

shaped ejectors are in the forward, inboard section of their respective tank

areas, right and left center sections. The ejector consists of a 3/4-inchtube, a screened inlet to pick up fuel, and a jet nozzle to discharge a

pressurized flow of fuel down the center of the tube. A fuel line, connectedto the boost pump, receives fuel bleed flow from the pump. This line routesfuel pressure to the jet nozzles. The fuel bleed flow from the boost pumpsis forced through the jet nozzle, propelling the stream of fuel through thetube and connecting lines to the boost pump sump. This pressurized flowpulls fuel under the ejector inlet into the ejector tube, establishing a

flow to the boost pump sump. The ejector, then, serves as a scavenge pump.Access to these ejectors is through access panels in the front spar at about;

wing station 30.

4. Fuel Shutoff Valves

There are two motor-driven, one-inch gate-type main fuel shutoff valves on

top of the center wing section, forward of the main wheel wells. Thesevalves are the main fuel shutoff valves. Access to these valves is througha removable portion of the cabin floor. An indicator pin on the valvesshows the position or the gate. Internal limit switches within each valve

open the circuit to the motor to stop it when the valve reaches a fully openor closed position and energize a caution light indicating system if thevalve does not run to the position selected by the "LN ENGINE ENGINEMASTER" and "RH ENGINE ENGINE MASTER" switches or does not close when theassociated "FIRE rmLZI" handle is pulled out. Normal operating time is aboutone second to open or close at 2~-volt de and 700F; however, the valves will

operate on 18- to 30-volt de.

When power is applied to the essential bus, the "RH ENGINE MI1STER," "LHENGINE MASTER," and "FUEL WARN~NG SH13T OFF" circuit breakers are engaged,and the "I;H ENGINE ENGINE MI~STER" and "RH ENGINE ENGINE MASTER" switchesare positioned at OFF, the right and left fuel valve warning and right andleft fuel valve closed relays are energized. Therefore, the fuel shutoffvalves remain closed and the "FUEL SH~T OFF FAIL" caution light will not il-luminate. (See figure 28-00-2.)

Positioning the "LH ENGINE ENGINE MASTER" and "RH ENGLNE ENG~NE MASTER"switches at ON opens the shutoff valves and de-energizes the right and left

Mar 1/70 28-20-0Page 5

SA8REI~INERMAINTENANCE MANUAL

flzel valve warning and right and left fuel valve closed relays. This causes

the "FUFL SHUT OFF FAIL" light to light. When the valves are motored fullyopen, the right and left flrel valve open relays are energized and the "FITELSHUT OFF FAIL" light goes out. If the light remains lighted, either valveor possibly both valves did not fully open.

When the "I;H ENGINE ENGINE MASTER" and "RH ENGINE ENGINE MPISTER" switchesare positioned at OFF, the right and Left fuel valve warning relays are ener-

gized and the right and left valve closed relays are de-energized. Thiscauses the "FUEL SHUT OFF FAIL" light to light. When the valves are motored

fully closed, the right and left fuel valve open relays are energized open;then the "FUEL SHUT OFF FAIL" light goes out. If the light remains lighted,either valve or possibly both valves did not close completely.

If either the right or left engine fire wall shutoff snitch "FLRE mJLL"handle is pulled, the respective engine emergency fire shutdown relay isenergized and overrides the engine master switch control or the respectivefuel shutoff valve. The fuel shutoff valve will close and the "FUFL SHUTOFF FAIL" light will react in exactly the same manner as it did when the

respective engine master switch was moved to OFF.

5. Fuel Cross-feed Valves

A. Tank Cross-feed Valve

The tank cross-feed valve is a 28-volt de motor-driven, 2-inch gate-typevalve, mounted on the rib that separates the right and left boost pumpsump areas of the right and left wing center sections´•. This allowseither boost pump to pump fuel from both wing tanks. The valve should

open or close in about one second and operate satisfactorily on 18- to3o-volt de. When this valve is actuated open, fuel can now by gravityfrom one fuel tank to the other. This directly exposes the fuel level ofone tank to the fuel level of the other tank without the effect of thehigher head or fuel in the completely full booster pump com´•partment orthe operating pump.

Boost Cross-reed Valve

The boost cross-reed valve is a 28-volt de motor-driven, one-inch gate-type valve, mounted on the top or the wing center section between thecabin floor and the to´•p or Jche center section. This valve should alsoopen or close in about one second and operate satisfactorily on 18- to3O-volt de. When this valve is actuated open, either boost pump (rightor left) can supply fuel to both engine-driven fuel pumps. Internallimit switches within these valves open the circuit to the motor whenthe valve reaches a fully opened or fully closed position and, if thevalve does not run to the position selected by the cross-feed switch or

i the jettison system, on NA-370-2 through -9, -8, and -9 airplanes, willenergize a caution light indicating system.

28-20-0 Jul 6/73Page 6

SABREL1NER´•MA1NTENANCE MANUAL

6. Fuel Heater NA-370-I and -7, NA-380 Airplanes

Fuel heaters are installed in recessed areas in each pylon. Fuel for each

engine is routed through its respective fuel heater before going through the

engine fuel filter and then to the engine. Engine fuel is heated to eliminate

the possibility or ice crystals forming in the fuel filter. The temperatureor the fuel flowing through the heater is se$sed internally within the heater.

When the fuel temperature reaches 350F, the thermal valve within the heater

opens and, allows engine bleed air to circulate through the fuel heater mani-

fold and exhaust overboard through a cutout in the pylon lower slcin at the

forward end or the fuel heater recess. There are no cockpit switches to

control the fuel heater operation, it is totally automatic dependent on the

temperature of the fuel.

Oct 3/77 28-20-0page 7


FUEL SYSTEM DISIIRIBUTION TROUBLE SROOTING

i. Trouble Shooting Fuel Control System

PROBABLE CAUSE ISOLATION PROCE3XTRE I REMEDY

A. UNSTEADY OR ERRATIC FUEL BOOST PUMP PRESSURE.

(1) Loose connection. Run continuity check. Repair as needed.

(2) Voltage variation. Run voltage check. Repair or replaceas necessary.

(3) Seizing bearing. Replace pump.

(4) Poor commutation. Replace pump.

(5) Foreign material Make obstruction check. Remove foreignin line. material.

B. FUEL FAILS TO TRANSFER FROM FUEL BOOST PUMP SUMP AREAS TO ENGINE-DRIVEN ´•FUELPUMPS.

(1) Faulty fuel boost Check pump operation. Replace pump.

pump.

(2) Faulty shutoff Check shutoff valves. Replace shutoff

valve. valve.

(3) Faulty boost pump Run continuity check. Check Correct wiring.wiring voltage at terminals. Replace pump.

(4) Faulty boost pump Pump fails to operate. Use Replace relay.relay, jumper around relay or try

substitute relay.

(5) "FIRE ms~" ~landle Check visually. Push "FIRE PULL"

pulled. handle in.

C. FUEL BOOST PUMP PRESSURE TOO L(SW.

(1) Low voltage. Check for 28-volt de at boost Check power supply.pump. Correct wiring or

replace circuitbreaker.

(2) Worn brushes. Check for noisy operation Repair or replace(arcing sound), Check for pump.fluctuation in current drain.

(3) Faulty line connec- Make pressure checki Tighten fitting or

tor or faulty casting, replace casting.

28 -20-1Mar 1170 Page 101

SABRELINERMAINTENANCE MANOAL

PROBABLE CAUSE ISOLATION PROCEDURE REMEDY

(4) Brushes not seated Listen for high-pitched sound Run pump under

properly after and too much noise. load until pressurereplacement, reaches normal.

(5) Foreign material Make obstruction check. Remove foreignat pump inlet. material.

(6) Armature shaft Replace pump.binding.

(7) Fuel in motor Check for fuel leakage at vent Replace pump.

showing possible bearing plug.failure.

D. FUEL BOOST PUMPS FA~L TO OPE;W1TE.

(1) Faulty relay in Make continuity check. Replace relay.circuit.

(2) Pump brushes worn High and intermittent current Repair or replaceout. drain, pump.

(3) Faulty or malad- Make continuity check. Adjust or replacejusted engine fuel switch.

ignition switch (aftswitch) in throttlequadrant

NOTE: Switch should openwhen throttle is advanced.

(4) Loose connectionJ Run voltage check at terminals. Clean and tightenor high resistance in all connections.connection.

(5) Pump motor burned Check for dead short in wiring. Replace pump.out.

E. FUEL BOOST PUMP BURNED OUT.

(1) Clogging or seal Visually check for open drain, Replace pump.chamber drain line.

(2) Faulty bearing, or Rotate pump and listen for Replace pump.failure or pump seals, rough operation. Check leakage

from drains.

F. FUEL LEAKING FROM FUEL BOOST PUMP SEAL DRAIN.

(1) Failure of seal or Run pump for short time. Hold Replace pump.foreign object on seal. a, short-looped wire to seal

drain to cause fuel to form drop.

Mar 1/70Page 102

SABFi ELI N ERMAINTENANCE MANUAL

PROBABLE: CAUSE ISOLATION PROCEDURE REMEDY

GI FUEI,LEAKI~MG FROM FUEL BOOSf PUMP VENT.

(1) Fuel leaking into Check visually after removing Replace pump.motor through motor pump.cover gasket.

H. RTEL BOOST PUMP NOISY

(1) Loose mounting. Remove pump and check for Tighten mountingloose mounting bolts. bolts and

connecting lines.

(2) Worn bearing. Rotate pump and feel for too Replace pump.much vibration.

I. BOOST CXOSS-FE~ED VALVE FAILS TO OPEN.

(1) "FUEL-X-FEED Place all airplane switches Replace circuitBOOST" circuit breaker at OFF or airplane-parked breaker.defective. positions.

Remove all external power from

airplane. Remove left overheadforward de essential circuit-breaker panel and engage"FU~L-X-FEED BOOST" circuitbreaker; then check continuityacross circuit-breakerterminals.

Defective "mTEL" Check continuity of switch. Replace "FZTEL"switch. switch.

(3) Defective boost C~heck boost cross-leed valve Replace boostcross-feed valve. operati on. cross-reed valve.

(4) Defective relay. Make continuity check to Replace defectivedetermine defective relay. relay.

J. TANK CROSS-FEED VALVE TO OPEN.

(1) "FUEL-X-FEED Place all airplane switches Replace circuitTANK" circuit breaker at OFF or airplane-parked breaker.defective. positions.

Mar 1/70Page 103

SABRELINERMAIN7ENANCE MANUAL

PROBABLE CAUSE ISOLATION PROCEDURE E~EMEDY

Remove all external power fromairplane. Remove left overheadforward de essential circuit-breaker panel and engage "FUEL-X-FEED BOOST" circuit break-er; then check continurty a-

c,Loss circuit-breaker terminals.

(2) Defective "FUEZ" Check continuity of switch. Replace "FT~EL"switch. switch.

(3) Defective tank Check tank cross-feed valve RePlace tankcross-leed valve. ope rat ion cross -reed valve.

(4) Defective relay. Make continuity check to Replace defectivedetermine defective relay. relay.

"FUEL SEL SW NOT NORMAL" CAUTION LIGHT NOT 0~3; FUEL PUMP OR FUEL TANKCROSS-FEED FAIL CAUTION LIGRI REMAINS ON.

(1) Cross-reed valve Check cross-reed valve Replace cross-feedfails to open fully. ope rat ion valve.

Defective cross- Check that valve motor Replace cross-leedreed valve limit switch. continues to n~m after valve.

valve is fully open. Checkthat circuit between cross-

reed valve Dins "A" and "C"remains open.

Check that valve motor Reolslce cross-feedcontinues to run after valve valve.is lully closed. Check thatcircuit between cross-reedvalve Dins "8" and "D" re-mains open.

L. "FUET, SEL SW NOT CAUTION LICr~ DOES NOT COME ON; FUEL PUMP ANDFUEL TANK CROSS-FEED FAIL CAUTION LTCHTS OFF (FITEL MODE SWITCH~T RH TANK OR LH TANK).

(1) Left Or right fuel Listen for sound or boost Replate LKFB or

boost pump did not shut pump operation. RKFB relay or re-

o~f. pair relay circuits.

~8-20-1 Mar 1/70Page Idb

SAeRELINERMAINTENANCE MANUAL

PROBABT;E CAUSE ISOLC1TION PROCEDURE RESIEDY

(2) RFBM or LFBM relay Check for 28-volt de at pin Replace relay.faulty. "X1" of relay and check that

pin "X2" is properly grounded.

M. TOO MUCH FUEL REM~INS IN RIGHT OR LEFT CENTER WING SECTION AFTER FITEL SYSTEM~S BEEN DEFUEL;ED.

(1) Improper equipment Check that defueling hose has If restrictor lineused to defuel airplane. a restrictor line (3/8-Lnch is not available,

O.D. by 0´•035 inch by 8 feet) jack up nose ofto keep boost pump from trans: airplane 8 to gferring fuel faster than fuel is degrees to providesupplied to pump Inlet. gravity flow to

boost pump sump.

Mar 1/70Page 105

ERMAINTENANCE MANUAL

PROBABLE CAUSE ISOLATION PROCEDURE RE~EDY

CAUTION: REMEDY TOBE USED ONLY WHENIT IS KNOWN TKATFUEL EJECTOR PUMPSARE FUNCTI.ONINGPROPERLY.

Check valve in Remove access plate on rear Install check valve

fuel transfer ejector wing spar and inspect check properly.line reversed. valve for proper installation.

(3) Boost pump fuel Remove access plate on rear Install linebleed flow line not in- wing spar and inspect line for properly.stalled properly. proper installation at slip

joint or "B" nut.

(b) Ejector outlet to Remove access plate on rear Install ejector toboost pump sump area wing spar and inspect for boost pump sump

improperly installed. proper installation of ejector line properly,outlet.

(5) Ejector inlet Remove sump drain valve beneath Remove foreign ob-

screen covered. I ejector and check for foreign ject and check

object. operation of ejec-tor. (Refer to28-20-3.)

(C;) Fuel booster pump Remove boost pump access door Install ejectoralternate ejector port and check that cover plate is port cover plate.cover plate not installed.installed.

(7) Cap not installed Remove boost pump access door Install fuel line

on inboard "T" fitting and check that fuel line cap cap.of fdel bleed line is installed.check valve.

(8) Blocked induced Remove boost pump access door If line is plugged,flow Line, and check for plugged line by disconnect line at

slipping a piece of hose over ejector and blowend of line and blowing into air and fuelhose, through line until

obstruction is re-

moved. (Refer to~8-20-2.)

Ejector nozzles Remove boost pump and ejector Clear Plugged naz-

plugged, pump access doors and check ties. Refer tofor plugged nozzles. 28-20-2.)

28-20-1 Mar 1/70Page 106


FUEL SYSTEM DISTRIBUTION

NIAINTENANCE PRACTICES

Replacement of Fuel Boost Pumps 8. Slide fuel bleed line outboard until line is clear of

Removing Fuel Boost Pump check valve; then pull line up and out, Cap line.Temporarily spot-tie wires in front of access hole.

NOTE Remove check valve and cap both ends of check valveand end of line.

The boost pumps are accessible through 9. Remove the five bolts and washers from boosteraccess plates on the rear spar. Removaland installaZion of the right and left boost pump mounting pad on aft wing spar. The remain

pumps are similar ?rrocedures. ing bolt should be the one most easily removed.10. Reach through access hole and support booster

i. Defuel fuel supplysystem and remove the wheel well pump; then remove last bolt and washers.dish pan. 11. Rotate pump until top portion is in a horizontal

position and comes out access holes first. Feed wiregroup through hole and pull out with pump.

Make sure battery switch is off and e~- 12. Subsequent to removing the RH boost pump,ternal electrical power is disconnectedfromairplane;failure to do thismay result

lubricate the sector interconnect push rod end

inan erplosion. bearings (see Installing Fuel Bo~t Pump). Alsolubricate the push-pull rod end that connects to theoutboard sector.2. When removing left boost pump, remove left fuel

pump access door (see Installing Fuel Boost Pump). 18. Remove and discard O-rinp from pump flange. I3. When removing right boost pump, remove aileron 14. Place protective covering over cell opening. Do not

sector guard, relieve aileron cable tension; then use tape; removal of tape may cause a spark.remove aileron bellcrank interconnecting rod andoutboard bolt, nut, and washer from right and leftaileron bellcrank brace. Push brace up until accessdoor is cleared. Remove right fuel pump access door.

Failure to relieve aileron control cabletension before disconnecting the inboardsector support link may cause damage tothe aileron cable sector supportfitting.

4. Trace booster pump wiring from mounting pad toterminals on noise filter. Disconnect wires fromterminals, and all necessary clamps from wirebundle. Clear wires until they can be moved freely.

5. Remove outlet fittingmounting bolt. The bolthead isaccessible in the fuel outlet line elbow, aft of thebooster pump mounting pad. Remove fuel filteroutlet line.

6. Remove fuel drain line from 90-degree drain fittingon pump mounting pad.

7. Through access hole, disconnect fuel bleed line atcheck valve. Hold check valve with wrench whenloosening B nut.

28-20-02Page 401



MAINTENANCE PRACTICES

Installing Fuel Boost Pump 11. Remove foreign materials from tank, and installrear spar access door. Torque access door bolts toi. Observe precaution for fuel system maintenance. 25-35 inch-pounds.

12. On right-hand installation, reinstall aileron sectorsupport link and sector interconnecting push rod.Failure to disconnect electrical power to

airplane may result in explosion. 13. On right-hand installation, tension aileron controlcables and perform aileron rigging check (refer to

2. Make sure that battery switch is off and that chapter 27).external power is disconnected from airplane. 14. Install and connect booster pump wiring (refer to

3. Remove protective coverings from booster pump Wiring Manual).and airplane access.

BOOSTER PUMP~i-I/I I4. Install MS29513-237 O-ring packing in booster 6\´•~pump mounting flange. Hold O-ring packing in //i

~f--==place with petrolatum.5. Feed pump wiring harness in through wing access

horizontal position, with top portion aft, work pump

holes and back out through booster pump hole inrear spar; then while holding booster pump in "O" RING

through access holes. Position pump on mountingWIRING

pad, and install six AN4-5A bolts and 2W17-416M BOLT AND HARNESSwashers. Torque bolts to 50-70 inch-pounds. WASHER

Install washer and 600-001-5/16 Stat-O-Seal washerDRAIN

6. Place 1\11’329513-24 O-ring packing in pump outlet.

on outlet fitting mounting bolt. Check that drainDRAIN ELBOW

outlet elbow is loosely installed. LINE

7. Position outlet fitting so that it aligns with fuel line,and install mounting bolt. Torque bolt to 110-130dinch-pounds.

8. Install fuel outlet line coupling. Torque coupling nut 1 L;FuEL LINE

to 120-180 inch-pounds.j~COUPLING

p~ ~-MYrqn:´•i-9. Align drain elbowwith drain line, and connect drainline elbow. Torque B nut to 40-65 inch-pounds, andtighten jam nut on elbow. P~ sOLTc WASHER, AND STAT-O-SEAL

10. Remove caps from check valve and from fuel bleedline which connects to it. Carefully slide line intobooster pump; then attach B nut to check valve, i! ROOSTER PUMPI~ji

I,~VEL PUMP SECTOR SUPPORr4~4ACCESS DOOR FITTING

4

INBD SECTOR INTER~-IICONNECT PUSH ROD

b

~lnluu*r-

FVEL OUTLET LINE SPAR

28-20-02Page 402Jun 12/89 o COPYRIGHT, 1989 BY SABRELINER CORPORATION


MAINTENANCE PRACTI~CES (Continued)

Replacement of Fuel Transfer Ejectors 3. Install mountingbolts and washers.4. Connect small B nut to ejector fitting.

NOTENOTE

The rightfuel transfer ejector is in the rightwing center section, immediately aft ofthe If B nut does not align with fitting, checkfront wing spar. The left fuel transfer alignment ofB nut anclfittircg. Use a long-ejector is in the left wing center section, handled mirror and a vaporproofflad-immediately aft of the front wing spar. light. V line must be re-formed to align BRemoval and installation of the right and nut, be careful not to kink line.left fuel transfer ejectors are similar pro-cedures. 5. ConnectlargeB nuttoejectorfitting.

6. Check both lines to make sure they were not kinked1. Defuel fuel supplysystem. during B nut connection. Use a mirror and a vapor

prooffiast~lipht.

IMake sure battery switch is off and NOTEexternal electrical power is disconnected The Gask-O-Seal is an integral part of thefromairlplane;failure to do thismay result access door and is not replaceable. U thein an explosion. Gask-O-Seal is damaged in any way, the

access door must be replaced.2. Remove access door, 24 or 34, depending on which

ejector is to be removed, (re~er to chapter 6, Figure 7. Check that area is clean; then install spar access door6-00-3). Inside bay, remove square stress door on aft using serviceable Stat-O-Seals on each bolt. Torque Ibulkhead (see Figure 28-20-401). bolts to 25-35 inch-pounds.

3. Through square stress door opening, remove access 8. Install stress door in fuselage bay; then install accessdoor on wing center section front spar. Save Stat-O- door.Seals on bolts and protect Gask-O-Seal on door.

4. Disconnect large B nut from ejector and rotate away Obstruction Check of Fuel Transfer Ejectorfrom fitting. Nozzles.

5. Disconnect small B nut from ejector and pull awayfrom fitting. NOTE

6. Remove six bolts and washers from ejector The following procedure should be used

mounting plate. whenever the ejectors are believed to beplugged. This procedure will also serve to

7. Rotate ejector until it will slide through access hole. clear the ejector noxxles ´•i~ they are foundRemove ejector. to be plugged. See Figure and I

8. Place protective covering over cell opening. Do not proceed asfollows:use tape; removal of tape may cause a spark.

Installing Fuel Transfer Ejector 1Make sure battery switch is off andexternal electrical power is disconnectedfrom airplane,.failure to do this mallresult in an explosion.

1Make sure battery switch is off andexternal electrical power is disconnected i. Remove right- and/or left-hand fuel pump accessfromairplane;failure to do thismay result door from wing center section rear spar,in an explosion. depending on which ejector is to be checked (see IInstalling Fuel Boost Pump).

i. Remove protectivecovering.2. Disconnect ejector motive fuel flow line, running

2. Place ejector in tank and position on mounting plate from boost pump compartment forward baffle at(see Figure 28-20-401). fuel bleed line T fitting inboard of access door.

Slide line out of adapter on forward baffle.

28-20-02Page 403


NA-69-420MAINTENANCE MANUAE

600-001-1003 SPEED BRAKEGASK-O-SEAL STAT-O-SEIL

(24 REOB)NAS 1303-8 BOLT

s3/ 2W1&10MSTRESS DOOR--RHi WISHER

FRONT SCARACCESS DOOR

STRESSDOOR-LH

FRONT SPAR ACCESS

WIND TYPICALDOOR--LEFT AND RIGHT

BOOST PUMP BLEEDFLOW LINE

ACCESSDOORS

j FUEL TRANSFER EJECTORreMOUNTING BOLTS

INDUCED FUELFLOW LINE

INDUCED FUELFLOW UNE

*s ~d ~1´•

VIEW LOOKING UP-R WING

265-48-2111

BOOST PUMP p~-k ’llB~ REFUELINGi BLEED FLOW LINE nrrmsll a ‘III11II SHUTOFF VALVE

VIEW LOOKING UP-L WINGolw

?bS-d8-12F

FUEL TRANSFER EJECTOR

BbAccess DOORTHROUGH RIB

VIEW LOOKING UP-R WINGL WING TYPICAL

5370-2-48-11

Figure 28-20-401 Fuel Transfer Ejector Installation




Obstruction Check of Fuel Transfer Ejector Nozzles 1. Make sure fuselage tank is empty and wing tanks(Cont’d) are no more than half full.

3. Install a fabric bag over end of fuel line adapter.4. Remove access doors 23 or 24, as shown in Figure 1Make sure battery switch is off and ez-

6-00-3, depending on which ejector is to be checked. ternal electrical power is disconnected

5. Remove square stress door on aft bulkhead (see fromairplane;failure to do thismay resultI Figure 28-20-401). in an e~olosion.

6. Workingthrough stressdooropening, remove access 2. Remove access panel in cabin floor directly abovedoor on wing center section front spar. Save Stat-O- assembly.Seals on bolts and protect Gask-O-Seal on door.

3. Through access opening, manually actuate all valves7. Disconnect large induced flow line B nut from to open position (see Figure 28-20-403).

ejector and rotate away from fitting.4. At forward inboard corners of right and left wheel

8. Insert end of a Cfoot-long hose, with 7/16-inch OD wells, place a 5-gallon container under each mainand 3/16-inch ID, into top of ejector, sealing against fuel supply line drain cock.nozzle (see Figure 28-20-402). Hold hose securelyagainst nozzle during check. 5. Through cabin floor access opening, locate the 1/4-

inch lines that connect fuel boost pump lines and9. Apply air pressure to hose and note that airflow is pressure switches on forward fuselage cross-

detected at fuel line adapter, member. Loosen B nuts attached to pressure

10. If no airflow is detected, increase air pressure until switches.

contaminants are blown out of nozzle, and air flows 6. Open drain cocks above 6-gallon containers. Fuelfreely at fuel line adapter, should drain out. Do not shut off drain cocks until all

11. Remove bag from fuel line adapter and note flow stops. This drainage empties lines that must beentrapped contaminants. disconnected to allow removal of this assembly.

12. Temporarily install fabric bag over end of fuel line 7´• After lines have been emptied, shut off drain cocks.

adapter. Hold hand over end of adapter to seal off s~ Through access hole, disconnect the three electricalfuel line. Fill hose with fuel or other suitable solvent connectors to the three valves and the two electricaland apply air pressure. Allow air pressure to build connectors to the two pressure switches. Cap con-

up; then remove hand from end of fuel line adapter. nectors and plugs.Repeat this procedure until all contaminants are

removed. 9. Cut safeties on all Wiggins couplings to the twoshutoff valves.

13. Reinstall fuel motive flow line.10. Remove the two 1/4-inch lines that connect fuel boost

14. Remove hose from ejector, and install ejector return pump lines and pressure switches on forward fuse-line, laffe cross-member. Cap fittings and plug B nuts.

15. Reinstall fuel pump access door. 11. Disconnect the four Wiggins couplings to fuel shut-16. Reinstall fuel ejector access door. off valves. Cover all openings. Do not use masking

tape.17. Perform check-out of fuel transfer ejectors. (refer to

28-20-03.) 12. On right side of assembly, disconnect small tubularsupport member attached to bottom of bracket.

REPLACEMENT OF FUEL SHUTOFF VALVES Remove one bolt, nut, and washer.AND BOOST CROSS-FEED VALVE ASSEMBLY 13. Remove wire bundle tie-down clamps from top of

bracket assembly. Remove three bolts, nuts, andNOTE washers that attach assembly bracket to aft attach

point (beam).Thefuel shutoffvalves and the boost eross-feed valve are mounted as an assembly 14. Remove three bolts, nuts, and washers that attach

between the wing attach beam and a assembly bracket to forward cross-member.

fuselage cross-member (directly beneath Support assembly while removing last bolt.the access panel in the cabinfloor) and the 15. Gently maneuver assembly to necessary position;top of the wing center section. then remove assembly.

16. Temporarily replace cabin floor access panel.

28-20-02Page 405



4-K)OT HOSE

FABRIC BAG

EJECTOR MOTIVE FUELLINE ADAPTER FITTING

END SEATEDON NOZZLE)

soosr PUMPACCESS DOOR

EJECTOR NOZZLE~

IS~

a INDUCED FLOW

FUEL FLOW LINEEJECTOR MOTIVE,

LINEFUEL LINE ADAPTEREJECTOR MOTIVE

LH TRANSFER EJECTOR(RH TYP~CW

CENTER WING FUEL BAY

sa7o.?-ls´•1?

Figure 28-20-402 Fuel Transfer Ejector Nozzle Obstruction Check

28-20-02Page 406Jun 12/89 COPYRIGHT, 1989 BY SABRELINER CORPORATION


RIAINTENANCE PRACTICES (Continued)

Installing Fuel Shutoff Valves and Boost Cross-feed 1. Defuelfuel supplysystem.Valve Assembly 2. Remove any lines necessary to provide access to

booster pump access plates in right and left wheelwells. Remove plates.

IMake sure battery switch is off and e~L´•- 3. Removefemaleplugfrom cross-feedelectrical cableternal electrical power is disconnected assembly protruding through rear spar. It isfromairplane;failure to do thismay result immediately to the right of the booster pump accessin an explosion. in the left wheel well.

1. Remove cabin floor access panel. 4. Remove jam nut and lock washer from receptaclevacated in step 3; then slide electrical fitting through

2. Position bracket assembly mounting bolts and mounting hole into booster sump area.washers in an accessible location for ease of instal-lation. Make sure all valves are in a closed position 5. Remove four bolts, washers, and nuts from cross-

(see Figure 28-20-403). feed valve.

3. Through cabin floor access panel, position assembly 6. Remove cross-feed valve with electrical cable,and insert a bolt and washer in each end. Install a nut adapter fittings, and tubes. Check Figure 28-20-404on each bolt to hold assembly in position. Make sure to ensure removal of all parts from booster sumpaft wire bundle is on top of bracket assembly, area.

4. Install remaining four bolts and washers. Install 7. Place protective covering over cell opening. Do notnuts; then torque, use tape; removal of tape may cause a spark.

5. Attach small tubular support member to bottom of Installing Tank Cross-feed Valveright side of bracket.6. Remove all coverings on Wiggins fittings, B nuts,

pressure switch fittings, and any openings on shutoffvalves. 1Make sure battery switch is off and ex-

ternal electrical power is disconnected7. Connect four Wiggins couplings to fuel shutoff from airplane;failure to do thismay resultvalves. Torque and safety couplings, in an ezplosion.8. Install the two 1/4-inch lines that connect fuel boost

pump lines and pressure switches on forward fuse- I. Remove protective covering from cell openings andlage cross-member. electrical connector.

9. Remove caps from valve electrical plugs and from 2. See Figure 28-20-404. With O-rings installed, insertattaching connectors. Install connectors to plugs, cross-feed valve with electrical cable, adapter, andand safety. Install two wire bundle tie-down clamps tube into left tank. Insert tube (red band forward)on top of bracket assembly, into flapper valve. Align adapter plate, with tube

installed, and cross-feed valve with holes in rib.10. Temporarily install access panel. Install bolts.11. Check operation of assembly. 3. Insert tube with adapter plates into right tank. With12. Install accesspanel. gasket in place, insert tube (red band forward) into

flapper valve, align adapter plate on bolts, andREPLACEMENTOF TANK CROSS-FEED VALVE install washers and nuts.

4. Place electrical connection through its mountingRemoving Tank Cross-feed Valve hole to the right of left wheel well access hole. Install

lock washer and jam nut.

5. Connect electrical plug to cross-feed valve con-

1Make sure batteryswitch is offandezternal nector.electrical power is disconnected from air-

6. Install boost pump access doors in both wheel wells.plane; failure to do this may result in an

explosion.

28-20-02Page 407


NA-69-4~0MAINTENANCE MANUAL

OD

o

1_"

CENTER FLOORBOARD ACCESS PANEL--STA 247 TO 264(ACCESS 39)

211-48-11\

8~1L FUEL BOOST II I,´•yy R FUEL BOOSTPRESSURE LINE PRESSURE LINE

CHECK VALVE BOOST PUMP FUEL

iPRESSURE SWITCHES

ELECTRICAL

i~3ilMaNua~

PLUGS

s 1~, I iSUPPORT MEMBER

BOOST PUMPCROSS-FEED VALVE

ii illWIGGINS’ CBUPLI’FjGS I -cllPiS1 eVALVE

If C"

WIGGINS COUPLINGS

FUEL FEED SHUTOFF VALVESi VIEW LOOKING UP~)

J

Figure 28-20-403 Installing Fuel Shutoff Valves and Boost Cross-feed Valve Assembly



MAINTENANCE PRACTIC~S (Continued)

RERIOVAL OF FUEL HEATER S/N 370-1, -7,380-1 AND SUBS

1. Open engine access doors.

2. Disconnect and cap fuel inlet and outlet lines at fuelheater.

3. Disconnect engine bleed-air line at fuel heater.

4. Remove the four bolts securing fuel heater supportbrackets to inbd side of fuel heater recess.

5. Rotate fuel heater outbd from recess and remove.

INSTALLING FUEL HEATER S/N 370-1, -7,380-1 AND SUBS

i. Rotate fuel heater inbd and position against inbdside of fuel heater recess.

2. Install and tighten four bolts through fuel heatersupport brackets and inbd side of recess.

3. Connect engine bleed-air line to fuel heater.

4. Connect fuel inlet and outlet lines to fuel heater.Torque to 40 in.-lbs.

5. Close engine acessdoors.

DRAINING FUEL HEATERS S/N 370-1, -7, 380-1 AND SUBS

1. Open access doors in pylon directly below fuelheaters.

2. Remove water drain plugs (fwd plugs) from heater.(See Figure 28-20-406.)

3. Pressurize fuel system for 15 minutes.

4. Check drain ports for evidence of fuel. If evidence offuel appears at ports, replace fuel heater(s).

NOTE

The airplane should be positioned so thatbottom of fuel heater slopes toward thedrain plugs to allow gravity flow. Theambient temperature of the fuel heatershould be 400F. ~4"F) or higher whenperforming this checle.

5. Remove electrical power from airplane and reinstallwater drain plugs using new gaskets. Torque plugsto 120 in.-lbs and safetywire.

6. Removefuel drainplugfrom centerof heater. Allowfuel to drain; then, replace plug using new O-ring.Torque plug to 120 in.-lbs and safetywire.

7. Close accessdoors.

28-20-02o COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12/89Page 409 I

NA-69-420MAINTENANCE MAN‘UAL

GASKET--~ ~FUEL BAFFLE(2 REQD)

1/4 (t1/8. -3/16) IN.O-RING I I (!1 (2 PLACES) RED BAND

(4 REPD) "O" RING

TUBE

(2 REPD)

TUBE

RIVETU~L-- (4 PLACES)

ET

RIB

BOLT (4 REGID)WASHER (4 REaD)

AIRPLANENUT (4 REaD)

VIEW LOOKING DOWN

537(C2-48-14

Figure 28-20-404 Installing Tank Cross-feed Valve Assembly



~010’04

FUEL HEATER

jFUEL HEATER I FUEL INLET LINE

FITTINGATTACHMENT IBOLTS (4 REQD)

_L:TO ENGINE FIRE

1 EXTINGUISHER SYSTEM

(REF)U-- \FUEL DRAIN

FUEL LINE (MS29512-4 O-RINGI(TO ENGINE)’I EXPENDED AIR

FUELHEATER (GASKETS)´•i WATER DRAINS

RECESS

OVERBOARD EXHAUST

PYLON LOWERSKIN

Figure 28-20-405 Installing Fuel Heater S/N 370-1, -7, S/N 380-1 and Subs

28-20-02Paffe 411/412 Blank


MAINTENANCE MANUAL

i. Fuel Boost Pump Check-out Procedures

A. Fuel Boost Pump Electrical Check

The fuel boost pump operational checking procedure consists of applyinga source of 28-volt de electrical power to the electrical system, en-

gaging the necesaary~ circuit breaker, and then listening at each pump.If the pump can be heard, it is working. If it cannot be heard, theelec-t;ricalsystem is at fault, or the pump is faulty. (See figure28-00_2.)(1) Make sure "LH ENGLNE ENGINE MASTER" switch on left; engine switch

panel and "RH ENGINE ENGINE MAS~ER" switch on ri~t engine switchpanel are at OFE and "LB ENGINE IGN BOOST" and "RB ENGINEIGN BOOST" circuit breakers. on forward do es-

I sential circuit-breaker panel ~tre disengaged. msengage LH and RH"BOOST PUMP" circuit breakers.

1 (1A) Move power lever forward and position ENGINE MASTER switches to ON.

(2) Connect 28-volt do external electrical power source to airplane.On left overhead forward dc essential circuit-breaker panel, en-

gage "’BOOST PUMP LB FUEL" circuit breakerl

(3) Have helper in left wheel well to listen at forward bulkhead (wingrear spar). If the left boost pvnnp can be heard when it starts and

stops as the man in the cockpit engages and disengages the circuitbreaker, the pump is working.

(4) Msengage "BOOOT PUMP LB FUEL" circuit breaker acid engage "BOOSTPUMP RE FUEL" circuit breaker.

(5) Have helper in right wheel well t‘o~listen at forward bulkhead (wingrear spar). If the right boost´•~mrp can be heard when it starts and

stops as the man in the cockpit engages and disengages the circuit

breaker, the pump is working.

(6) Remove external power source.

(7) Restore circuit breakers and switches to normal positions.

B. Fuel Boost Pump Leakage Check

The seal drain on the left boost pump is Etft of the rear spar of the wingcenter section in the left wheel well. The seal drain on the rightboost pump is aft´•of the rear spizr of the wing center section in the

right wheel well. Ilhese drains must be visually inspected for leakage.The ptnnp should not leak more than two drops in 3 minutes. If leakageis grea;ter, the cause may be foreign particles under the seal, an ext;ra-

dry seat, or a faulty seal.

Foreign matter can become lodged between the surfaces of the moving seal,causing separation great enough to allow leakage. A pvmrp seal may be-come extra dry when the airplane has been idle for a long time. Theseconditions can be eliminated by turning the p~rmp on for a short period,.If running the pump does not stop leaking, the seal is faulty and the

pump must be replaced.

28-20-3Oct 3/77 Page ~01

I SA´•BFZEL~I NE~RM~AINTENANCE MANUAL

C. Fuel Boost hxmp Pressure Check

(1) Disconnect externa~ -power from airplane.

1’ (a) In right:wheel well remove drain cock from main fuel line at aboutfuselage station

(3) Insta~ O to 50 psi gage.

(4) rOn left overhead forward de essential circuit-breaker panel, dis-engage "IR ENGINE IGN BOOST" and "RH ENGINE IGN BOOST"

i circuit breakers. On left and right engine switch panels, makesure "LH ENGINE ENGINE MASTER" and "RH ENGINE ENGINE MASTER"switches are at ON.

(5) co~ect ~-volt dcexternal power saurce .t;o e~rplane.

(6) on left overhead forward de essential circuit-breaker panel, engage"BOOST PUMP LH FUEL" circuit breaker.

.(7) The left boost Ixrmp should run and the static pressure on gageshould read between 1’T and 30 psi.

Disengage "BOOST PUMP LH FUEL" circuit breaker, remove test’gage,and reinstall drain cock.

I (9) In wheel well. remove drain cock from main fuel line at Bbout I j)‘fuselage station 26i~.

(10) Install O to 50 psi gage.

(11) On left overhead forward de essen´•ti~ circuit-breaker panel, engage"BOOST PUMP RH FUEL" circuit breaker.

(12) Right boost pump should run and static pressure on gage should read

between 17 and 30 psi.

(13) Disengage "BOOST PUMP RE FUEL" circuit breaker, Remove external

power

(14) Remove test gage and instaJ1 drain cock.

(15) Restore circuit breakers and swltches_to normal positions.

D. Checking Fuel Transfer Ejectors

NOTE: ~t the conclusion of the first 20 hours of airplane operation,perform an operational check of the e3ector pumps. -If pumpsare found to be operating properly and are free of contaminants,another inspection must be made at 100 hours o’f airplane opera-tion. If piunps pass this second inspection, another inspectionmust be made at the conclusion of the next 200 hours of airplaneoperation. If the pumps are still operating properly at this

2~-20-3Page 602

!SABRELINERMAINTENANCE MANUAL

time, the inspection may be performed every 600 hoursthereafter.

Any time an ejector pump Is found inoperative because ofcontaminants in the nozzLe, ejector operation should bechecked after every 10 hours of airplane operation, untilthe ejectors are found free ~of contaminants. When the

ejectors are found free or contamination, the inspectionintenral should revert back to 100 hours then 200 hours,and then 600 hours as previously metioned.

(1) Check that fuel boost pump pressure is 17 to 30 psi before startingejector pump check. (Refer to paragraph 1.C. for fuel boost pumppressure check.)

(2) With airplane at normal ground attitllde (O degree 46 mlsitites nose-upI and wings level laterally), make sure there is about 335 pounds (100

gallons) of fuel in each wing tank.

II (3) Msconnect left; fuel feed line at left engine (or fuel feed line in aft

fuselage airplanes NA380-38 and later and airplanes changed by3B74-23). Connect a restrictor made of 3/8~ inch QI) tubing with 0;03T-inch wall thidkness, 8 feet long, to fuel feed line. Extend restrictorand insert; open end of restrictor into empty fuel container ´•capable ofholding all wing fuel. Restrictor tubing should not be obstructed in

any way (dents, cr4mps, bends, etc). The restrictor is the rate-of-flow measuring device that measures the fuel flow at maximum enginerpm at the most critical altitude. ’1Zle restrictor should be positionedas hear level with the boost pump as.possible (for´• proper head pressure).i

(4) connect 28-volt de external power source to airplane.

(5) On left overhead forward de essential circuit-breaker panel, make

sure the following circuit breakers are engaged.

(a) "LIH ENGINE IC;N BOOST"

(b) "RR ENGINE IGN BOOS’P"

(c) "Ltl ENGINE MASTER"

(d) "RR ENG~LNE MASTER"

(e) "BOOST PUMP LH FUEL"

(f) "BOOST PUMP RH FUEL"´•--´•´•------I-

(6) On electrical master and emergency overhead switch panel, on

NA-370-2 through -6, -8, and -g airplanes, make sure "EMERGENCYRTEIL JETTISON" switch is at OFF. On right engine switch panel,make sure "FUEL" switch is at NORMAL.

Oct 3/77 28-20-3Page 603

JSABRELINERMAINTENANCE MANUAL

NOTE: When power is on the 28-volt de essential bus, the fuel j’‘

I cross-feed valve indicator light and, on NA-370-2 through-6; -8~ and -9 airplanes, the jettison control valveindicator light must be extinguished.

(7) With ie~ition selector switch at normal, place "LH ENGITJE ENGINEMASTER" switch at ON and.advance left throttle to IDWE. Continueoperation of left boost pump until fuel flow ceases from left fuelfeed line.

(8) Return left throttle to CLOSE position: and place ~LH ENGINEEN%INE MASTER" switch at OFF.

CAUTION: DO NOT PERMIT FUEL BOOST PUMPS TO OPERATE MORE THAN 1/2MINUTE WHEN TANKS ARE DRY. HEAT BY THE UN-COOLED MOTOR MP;Y CAUSE PUMP DAMAGE.

(g) Drain fuel remaining in left wing center section through tank sumpdrain to determine quantitSr. If the amount drained is more than 4gallons, the ejector pump is not functioning properly.~ If too muchfuel remains, make an obstruction check of fuel transfer ejectornozzles. (Refer to paragraph 2.0. in 28-20-2.)

ii Reconnect Left fuel feed line to left engine.

(L1) Repeat steps (3) through (10) for checle af right vlng ejector pump.

(12) Remove external power and position switches at normaJ. positions.

2. Fuel Cross-Feed V~ve Check-out Procedure

A. Checking Right Fuel System, Boost Cross-feed VaJ~ve, and Wing FuelLeveling

(1) On left overhead forward de essentia;l circuit-breaker panel, engagethe following circuit breakers:

(a) "LH ENGINE IGN BOOST"

(b) "RH ENGINE IGN BOOST"

(c) "LH ENGINE MASTER"

(d) "RH ENGINE MASTER"


(f.) "BOOST PUMP RH FUEL"

(g) "FUEL-X-FEED TANK"

ol) "FUEL-X-PEED- BOOST"

28-20-3 Jul 6/73Page 604


(2) On NA-370-~ through -6, -8, and -g airplanes, on electrical masterand emergency overhead switch panel, make sure "EMERGENCY FUELJETTISON" switch is at OFF. On right engine switch panel, makesure "FITEL" switch is at NORMAL. (See figure 28-20-601.)

NOTE: When power is on the 28-volt de essential bus, the n~elcross-feed valve indicator light and the jettison control

I valve indicator light muse be extin~guished.

´•The fuselage tank must be full to provide the necessaryhead of fuel to conduct the following gravity-flow tests.


(4) Disconnect right fuel feed line at right engine. Place a 5-galloncont~iner in a position to receive fl~el from this open line.

(4) Actuate "RH ENGINE ENGINE MASTER" switch to ON. Check that fuelflows from open reed line, indicating that right fuel shutoff valvehas been energized to open position.

*NA-370-2 through -6, -8 and -9

Jul 6/73 28-20-3Page 604A


ESSENTIAL 28V DC BUS

FUEL JETTISON a~ ?o LH ENGINE-ION 8 ?a RH ENGINE-IGN 8 ENG SYS FUEL X-FEED- FUEL X-FEED--WARNING 4 BOOST CONT* BOOST CONT* WARNING-FUEL- BOOST TANK

X-FEED

1 1 lTO(K564) RHFB-XIRH ENGINE-

LH ENGINE-ENGINE I I 1ENGINE

MASTER *3MASTER *z :6*3 TO LHFB-XI

*2(LH ENGINE SWITCH PANEL)(RH ENGINE ,*I I ISWITCH PANEL)

,I_1--1(5553) 1 i r I c3 ~LC2

OFFI I I I

_

I ciTO "FUEL

(5557) JETTISON’: FUEL X-FEED TO "FUEL

o(ADVANCED) t+r olADVANCED) SWITCH 1(663)1 1 8 TANK SEL (I~ jx_z JETTISON"OSED) (RH ENGINE SW PANEL) SWITCH

LH MAIN THROTTLE RH MAIN THROTTLELH JETTISON X-FEED

FUEL BOOST AND FUEL BOOST AND RH JETTISONISNITION IGNITIM FUEL CONT

(Z~ NonmFUEL CONT

(WIDR*NT ASSEMBLY (OUANDRANT ASSEMBLY 18710)THROTTLE CONTROL) THROTTLE CONTROL) LH TANK o oRHTANK I 82

K670

~P I I I I LH OVERHEAD FORWARDI I I I DC ESSENTIAL CIRCUIT-

38 BREAKER PANEL

I I 1 44 1 I I I I I I I I I IC2 XI

32 I t RH PILOT’S COMPARTMENT3 I I I I ;I ~I I I I I I I _cl RELAY BOX ASSEMBLY

C2 I FUELci

at CROSS- I I I I t STA 143 RHB2 *3

(K567) 1 (8565) TO "FUEL SEL SW FEEDsl nz (FCF)~7 7 NOT NORMAL"na *1

CAUTION LIGHT

LH FUEL BOOST CONTROL I I I IRH FUEL BOOST CONTROL I I I I I Al I I Xi

(LHFBC)t I I I I(RHFBC)t LH TANK SELECTOR ;_ I I I ..,izy RH TANK

(LTS) 2 SELECTOR(RTS) t(8668)

83~ 82 I I I I I I TANK CROSS-FEED VALVEB (STA 257 CL)

AI -1

04; c? r-~I(OPEN) (CLOSED)C’ 1´•1

I" (CLOSEDV_ _I _(OPEN)

Al~l 1~3i-T) "I I’t2 I 1 C3 MOTOR

I~cl Ic? 1 7 7 1 L v I 1 MOTOR VV510ct X2 FE L

s2 Ipe3a3

PUMP CROSS- BOOST CROSS-FEED VALVE FEI I sl 1*2 FEED OPENED (STA 256 CL) 3

TO "FUEL TANK X-FDAl (PCO)~ FAIL" CAUTION LIGHT

*3 TO "FUEL PUMP X-FD 8n? nJ

B3 FAIL" CAUTION LIGHT A3

TO RH FUEL 5Al B2 Al A2

BOOST PUMP RELAY A3 B~Bi Al~ I PUMP CROSS. Al AAlTO LH FUEL n2

(K122~,2 N.O. CONTACT "A2"xl

PUMP CROSS- xl (PCW) t A1 TANK CROSS- 11 I --I n2~ ’~nl (8560)

N.O. CONTACT "A2" n3BOOST PUMP RELPIY FEED WARNING

RIGHT FUEL BOOSTFEED CLOSED xl TANK CROSS- FEED CLOSED(K570)

MONITOR (RFBM) LEFT FUEL BOOST(PCC)~ cK~j FEED WARNING (TCt) xl TANK CROSS-8563 (TCW)S x2

(ENERGIZED WHEN RH MONITOR (LFBM) FEED OPENEDBOOST PUMP IS OFF) (ENERGIZED WHEN LH (TCO)C

BOOST PUMP IS OFF) 1 1 5310-2-4&15

Fuel Cross-feed System Electrical SchematicJU1 6/73 NA-370-2 Through -6, -8 and -g e8-20-3Figure 28-20-601 Page 605

X:


oC

snSnFUEL X-FEED- ~FUEL X-FEED-

FUCL W*RNINt IELECT BOOST TANK<CB593)(CB569)

FUEL X-FEEDg TANK SEL(RH ENGINE SW PANEL)

X-FEED

(5624)

~RHLH TANKTANK F

K670) I,NUMBERS IN PARENTHESIS FIRE APPLICABLE I I I I ITO AIRPLANES NA380-5.-10.-12 AND LATER I I I I I I lt5

13 1 7

I I I I FUELCROSS-FEED

TO ~’FUEL 5EL Sw 3

NOT NORMAL’~ I i 1 I I I I (FCF)CAUTION LIGHT I I I 15

LH TANK SELECTOR 152~ IRH TANK

(LTS)CK~) ’f

TANK CROSS-FEED VALVEB (STA 257 CL)

r Ar -’I B

lllD3~1 D2(31 ’-1- 7,CI(OPEN) (CLO5ED)

(51 D1 (CLOSEDL)_ )_(OPEN)I"1161 134 ,2 11~1 "1 i’

I IZIMOTOR

C3 (9) 191 X1 VVSII111)C2 C3 1111 L- ~-´•--J MOTOR VVSIO

I´•cl 1131 C~

~Clil(K561) 3~E L

(2) PUMP CROSS- BOOST CROSS-FEED VALVE EBZ 83131 :7: (STA 256 CL) s

L31 n3111 FEED OPENED TO "FUEL TANK X-FDsl (5) A2 FAIL" CAUTION LIGHT

Al I51 (PCO) sla,

as Is, 1,1 TO "FUEL PUMP X-FD 3111 161 118)161 1 83 FAIL" CAUTION LIGHT 1

(31 1(3~ 3(11 3

TO RH FUEL Al 141 BZ 813~115) 11) 1311

BOOST PUMP RELAY 541 PUMP CROSS- 3 1 I I 1(8)xl TO LH FUEL sl (41

BOOST PUMP RELAY "5) 14, FEED WARNINGIc 4

(K569)4151N.O. CONTACT "A2"

(K1223 N.O. CONTACT "A2" TANK CROSS- ~-C; 1 06560)

RIGHT FUEL BOOST6i~a

PUMP CROSS. 2 (PCW) 2

TANK CROSS. FEED CLOSED 7 (6)FEED CLOSED 7 (K570) Ii

FEED WARNING r (TCC) 2 TANK CROSS-(PCC) (TCW)MONITOR (RFBM) LEFT FUEL BOOST FEED OPENED(ENERGIZED WHEN Rn MONITOR (LFBM) I I I (7067)BOOST PUMP IS OFF) (ENERGIZED WHEN LH S380-2-48-1A

BOOST PUMP IS OFF)

Fuel Cross-feed System Electrical SchematicNA-370-1 and -7, NA-380-1 and Later Airplanes

28-20-3 Figure 28-20-602 oct 3h~Page 606

SAB#EL1NERMA1NTENANCE MANUAL

(6) Advance right engine throttle to IDLE. Check that fuel flow in-

creases, indicating that right boost pump has been energized.

(7) Return right engine throttle to CLOSE and check that fL~el flow de-

creases, indicating that right boost pump was de-energized.

(8) Return "RH ENGINE ENGINE MI´•1STER" switch to OFF. Check that fuelflow stops, indicating that right fuel shutoff valve was closed.

(9) On left overhead forward de essential circuit-breaker panel, disen-gage "FUEL-X-FEED TANK" and "BOOST PUMP RH FITEL" circuitbreakers.

(10) Actuate "RH ENGINE ENGINE M~ISTER" switch to ON. Check that fuelflows from the open feed line, indicating that right fuel shutoffvalve was open.

(Ilj Actuate "FUEL" switch to -X-FEED. Advance left engine throttle toIDLE. Check that fuel flow from open right feed line increases,indicating that boost cross-feed valve is open and left boost pumpis energized and is furnishing fuel to right engine.

(12) Return left engine throttle to CZOSE and "FZT~EL" switch to NORMAL.Check thait fuel flow decreases and stops, indicating that leftboost pump was de-energized and that boost cross-feed valve was

closed. Return "RH ENGINE ENGINE switch to OFF.

(i3) Engage ’~FUEL-X-FEED TANK" circuit breaker and disengage "BOOSTPUMP LH FUEL" circuit breaker. Actuate "RH ENGINE ENGINEM~STER" switch to ON. Check that fuel flows from open feed line,indicating that right fLzel shutoff valve was opened.

(14) Actuate "mTEL" switch to LH TANK. Advance right and left enginethrottles to IDLE. Engage "BOOST PUMP LH FU~EL" circuit breaker.Check that there is a fuel flow increase fromopen right feed line.An increase in fuel flow from the open right feed line indicatesthat the left booster pump was energized.

(15) Disengage "BOOST PUMP LH FITEL" circuit breaker and engage "BOOSTPUMP RH FUEL’.’ cicuit breaker. Check whether there is a fuel flowdecrease. A decrease in fuel flow indicates that the right boosterpump was not energized..

(16) Actuate "FLTEL" switch to RH TANK. Check whether there is a fuelflow increase from open right reed line. An increase in fuel flowindicates right booster pump was energized.

(1´•7) Disengage "BOOST PUMP RH FITEL" circuit breaker and engage "BOOSTPUMP I;H FUEL" circuit breaker. Check whether there is a fuelflow decrease. A fuel flow decrease indicates that the leftbooster pump was not energized.

(18) Return right and left throttles to CLOSE and~"RH ENGINE ENGINEMC1STER" switch to OFF. Place switches at normal positions and

Mar 1/70 ~8-20-3Page 607

SA~RELINERMAINTENANCE MANUAL

disengage circuit breakers. Remove external power; then connectright fuel reed line to right engine.

Checking Left Fuel System and Boost Cross-feed Valve

(1) On left overhead forward de essential circuit-breaker panel, engagethe following circuit breakers:

(a) "LH ENGINE IGN 80 BOOST"

(b) "RH´• ENGINE IGN BOOST"

(c) "LH ENGINE MASTER"

(d) "RH ENGINE MASTER"


(f) "BOOST WMP RH FUEL"

(g) "FUELIX-F~EED TANK"

(h) "FUEL-X-FEED BOOST"

(2) On NA-370-2 through -6, -8, and -g airplanes, on electrical masterand emergency overhead switch panel, make sure "EMERGENCY FUELJETTISON" switch is at OFF, On right engine switch panel, make sure

"FITEL" switch is at NORMAL.

NOTE_: When power is on the! 28-volt dc essential bus, the fuel crose+feed valve indicator light and the 3ettison control valve

I indicator be extinguished.

e The fuselage tank must be full to provide the Ieceassry headof fuel to conduct the following gravity-flow tests.


(4) Disconnect left fuel feed line at left engine. Place a 5~galloncontainer in a position to receive fuel from this open line,

(5) Actuate "LH ENGINE ENGINE MASTER" switch to ON. Check that fuelflows from open feed line, indicating that left fuel shutoff valvehas been energized to open position.

(6) Aavance left engine to lLLS. Check ~th´•t fuel flow inlcreases, indicating that left boost pump has been eIerlited.

(7) Return left engine throttle to GLOBE and check that fuel now d´•~

creases, indicating that left boost pL~p was de-eoergisad,

(8) Return "LH ENGINE ENGINE MABTER" switch to OFF. Checle that fuelflow stops, indicating that left fuel shutoff valve was closed.

(*NA-370-2 through -6, -B and -9

28-20-3 iJ~ 6hjPage 608


(9) On the left overhead forward de essential circuit breaker panel,disengage "FUEL-X-FEED TANK" and "BOOST mJMP Lii ~T," circuitbreakers.

(10) Actuate "LK ET~TGIME ENGI1\TE I2~cZSTER" switch at ON. Check that fuelflows from the open feed line, indicating that left fuel shutoffvalve was open.

(11) Actuate "FUEL" switch to -X-FEED. Advance rig~lt engine throttle toIDLE. Check that fuel flow rrom’open left reed Ime increases, in-dicatlng that boost cross-reed valve is open and right boost pump is

energized and is furnishing fuel to left engine.

(12) Return right engine throttle to CLOSE and "FUEL:’ switch to NOilM~.Check that fuel flow decreases and stops, indicating that rightboost pump was de-energized and that boost cross-feed valve was

closed. Re-turn "I~ EPITGINE ~NGINE switch to O~.

!13) Connect left f~el feed Line to left engine, remove esternal ~OWeT,and place circuit breakers and switches at normal goslticns.

C. Checking Tank Cross-feed ´•ial~re

(I) Defuel airplane.

(2) Level airplane by using Jac~s.

(3) Fill right wing with about 100 ~allons of fuel. Use emergency(gravity) refueling method.

(4) On left overhead forward de essential panel, engagethe following circuit breakers:

(a) "LE IG~ 300ST"

(b) "RX E2JCI~E IGN ~e 900ST"

(c) "TJI. ENGI~E

(d) "RH

(e) "SCOST PUMP LH

(f) "BOOST R9 FUEL"

(i´•1) BOOST"

(5) On ?1~2-370-2 through -6, -8, and -g airDlanes, on electrical masterand emergency overhead switch Danel, make sure

switch is at O~-F. O;; right engine switch r;anel, ~asresure switch is at NOF1MAI;.

When is on the 2s-volt DC essential bus, the fuel ~ross-feed ;alve indicator light and, on NA-270-2 t~rcugh -6, -8and -g airplanes, the Jsttison control inc~icator lishtmust be extinguished.

(i;) Connect 28-volt DC Px-ternal power source to ai-r-olane.

loct 3/:7 Page 6092a-20-3

SAE3 Fi E ~I N EHMAINTENANCE MANUAL

(7) Disconnect :.ight fuel feed Line at right engine. "lace a j-~alloncontainer in a position to recei~e f~el from this o-pen line.

(8) DisengagP "3003T RH breaker.

(9) Actuate "RH ENGT?SE ~ASTER" switch to "ON". Actuate

switch to "-X-F~ED". Wait about one minute,

(10) Advance left engine throttle to IDL~. Check that fuel "lows ~ron:

open right feed line to right engine, indicating that Left boast

pum~ is energized, tank cross-feed valve is open, a~d boost cross-

feed valt´•e is open.

(11) Actuate "FUEL" switch to LH TANK. Wait until fuel flow decreases.This will indicate that tank cross-feed valve was closed.

(12) Return left engine throttle to CLOSE, switch co and

"RH ENGLi~ switch to "O~" ~el flow shoulhdecrease and stop.

(13) Place switches and circuit breakers at normal positions. Sonnect

right fuel feed Line to rig~t engine and remove power

(1~) Lower and remove jacks,

Ocerational Z~ecli of 9uel Yeater Sjistern ~ircralt acd

Later

An o~erational check of the fuel heater system in the open or ~odula-tion-cy~le can be made only if the ft~el temperature is at or below 35degrees Fahrenfieit,

A. To perform operational check of the fuel heater system when the fuel

temperatures are below 35 degrees Fahrenl?eit, proceed as follows:

(1) Start engines (rerer to chapter 71),(2) Ad’rance throttle to operate engine at apgroxlmately 8T percenT,.

(3) Check the presence or" airflow at fuel heater overboard e:chaust sort

in the engine nylon lower skin.

(4) if fuel temperatures are above ?5 degrees there :Iri,ll’ceno air from the fuel heater ex~aust zsort

Repeat operation check for opposite engine.

Shut down engines.

28-to-3Page 510 Oct 3/77

SAa r~ IE~ L~ EaMAINTENANCE MANUAL

PRESSURE REFUELING SYSTEM DESCRIPTION AND OPERATION

i. General

The pressure refueling system single-point receptacle, in the Tight wing in-board leading edge, provides a single-point method for filling the Integralwing and fuselage (awtiliary) fuel tanks. A test and control vaj_ve near the

receptacle has primary and secondary valve test and fuselage tank fill con-trol buttons. Wing refueling shutoff valves in the wing tank center sections

shut off refueling to the wings and are actuated through sensing lines ex-

tending to the fuel vent and level control pilot valves in the wing tip ribs.

Fuel to the fuselage tank is shut off by a one-piece fuel shutoff and dual

level control valve. Primary and secondary va~ve test lines connect the re-

fueling test control valve to the wing tip and fuselage tank level control

valves, to check the primary and secondary diaphragms in the fuel shutoffvalves. Refueling vent vaJ_ve pressure lines route refueling pressure fromthe single-point receptacle to the refueling vent valves in each wing tipvalve, thus permitting wing tank venting during refueling.

If the wing refueling vent valves should fail to open, the spring-loadedvent valves in the fuselage tank fitting to the vent and transfer lines (be-tween the wing center sections and the auxiliary tank) will open afterapproximately 1-1/4 psi pressure build-up in the wing. This allows wing re-

fueling venting through the auxiliary fuel tank. However, if the vent valves

at the wing tips fail to open, air trapped in the wing would prevent fuelfrom reaching the floats in the wing refueling pilot valve. If this should

happen, fuel would overflow from the vent at the tail cone and the wingaffected would not be filled.

A line from the top of the wing center section to the top of the auxiliarytank aids fuel transfer from the auxiliary tank during climb.

When fuel pressure is applied to the singie-point pressure refueling recep-

tacle, the fuel is directed to~the right and left wing center section tank.

compartments. Fuel fills the center wing compartments, flows through the

interconnect tubes, and spills over through the vent passages at the top of

the wing ribs into the inner compartments of the outer wing panels. From the

inner compartments, the fuel flor~s into the intermediate co;nnartrr,ent and into

the leading edge section through the front spar, From the intermediate com-

partment, r2~el flows into the outer compartment. Fuel ij al~o flowing to the

refueling valve test and fuselage tank re~ueling control valve, and to the

wing tip refueling vent valves. Right after refueling Plow is turned on from

the refueling source, the primary and secondary refuelin~ valve test buttons

should be pressed separately. Refueling flow should stop after each button

is pressed. As soon as shutoff is satisfactory, re~ueling should be continued.

Fuel lifting the floats in the refueling level control pilot and vent valve

at each wing tip causes the remotely controlled shutoff valves in each

center section compartment to shut off the fuel. (See fi~res and

~8-21-2.)

The vent portion of the level control and pilot valve is pressurized. open byrefueling pressure during the refueling operation, and is closed by fuel

Mar 1/70 ~e-2L-oPage. 1

SAB1REn~l ~bilEaMA(NTENANCE. MANUAL

pressure equalization when the wing fuel tank system is filled. This equali-zation pressure is received from the shutoff valve sensing Lines when the

wing refueling level control valve floats seat the needles. Flow is thendirected past a shuttle valve to the opposite side or the refueling ventvalve diaphragm, equa~izing the refueling pressure which opened the valve and

allowing the spring to return the valve to the closed position.

When refueling pressure is applied to the single-point pressure refueling re-

ceptacle, pressure flows to the refueling valve test and fuselage tank re-fueling control valve; this valve normally directs pressure to the fuselageintegral dual level control va;lve test diaphragms. This actuates the va53~veclosed and prevents inadvertent filling of the fuselage tank. The tank isfilled by first depressing the "SXUMFF AUX" button and then the "FILL AUX"button of the refueling valve test and fuselage tank refueling control valve,and then releasing the "SHUTOFF AUX" button first. Tkis depressurizes thetest diaphragms and allows the level valve floats to function normally,shutting off the fuel at the 163-ge~lon level.

Fusela_ge Tank Refueling Level Control Valve

The fuselage tank refueling level control valve is installed on the aft wallor the fuselage tank on the left side and is supported to the aft tank com-

partment bulkhead. A dual-float, dual-diaphraEgn valve, with primary and

secondary test provisions, it is used to control the fuel level or thefuselage tank,

Dual-float level control valves have two floats mounted side by side. Eachactuates a needle valve outside the float chamber, pressurizing dual dia-phragms in the pressure chamber. The diaphragms are stacked one on the otherand operate in series so that if one diaphraEpn fails, the other will closethe valve. The pressure chamber is bounded on one side by a casting, and on

the inlet side by a flexible rubberized diaphrae;m. The diaphragms are sand-wiched between the casting, which forms one side of the pressure chamber,and a cast ring, which includes the inlet bolting flange and the valve seat.The valve face is mounted in the center of the diaphragm and is spring-loaded against the valve seat. Through the center of the valve face is a

small orifice which permits some of the fuel flowing through the valve to flowinto the pressure chamber. An orifice through the cast wall of this chamberpermits this chamber to fill with fuel and also permits a small amount offuel to flow through the chamber, The pressure at the valve inlet overcomes

the spring holding the valve closed and fuel spills through the ve~ve be-tween the v’alve face and the valve seat, around the cast legs which supportthe valve inlet.

Needle valves controlled by the floats in the float chamber shut off the flowof fuel through the pressure chambers when the fuel level In the tank raisesthe floats. When the flow through the chambers is shut off, the pressure’builds up to equal the pressure at the inlet of the valve. The pressure inthe chambers is multiplied into a total force, back or the diaphra~pn, whichis greater than the total force imposed on the valve face by the pressure inthe inlet Line because of the greater area of the diaphraEyn compared to thearea of the opening of the valve seat. This greater force coupled with the

spring force causes the valve to close, shutting off the fuel at the desired

28-21-0 Mar X~VOPage 2


SINGLE-POINTREFUELING RECEPTACLE FILTER

WING UIMB VENr, WING r*NK WING

P"O O OSECTEST TEST

F1LL AUX

SINGLE-POINT REFUELING TEST(alcHT WING ONLI)

ft ct

nAlR02 DUAL REMOTE-CONTROL

SHUTOFF VALVEAIO

~f i# ~f OVBD

VENT

VENTtt II I~ II

DUAL REMOTE-CONTROLSHUTOFF VALVE

SINGLE-POINT REFUELING LEVELCONTROL PILOT AND VENT VALVEGRAVITY REFUELING

FILLER ACCESSSINGLE-POINT REFUELING LEVELCONTROL PILOT AND VENT VALVE 11 M II M PI III GRAVITY REFUFCING FILLER ACCESS

DUAL INTEGRALLEVEL CONTROL

NO~ For daritg, components are not in proper VALVE CJ tl I 1 IIIII FUEL P~ESSUIIE (Pslmnlr TEST)

relation to airplane design. (FLOA7-CONTROLLED)FUEL SENSING (PRIMlLRrI

L R VENT VALVE PRESSUEE

FUELSENSING ISEceNDARV)

rN tHEa( VIL~I la~RI FUEL PRESSURE (srcoNenRv TPsr)FUSELAGE (AUX) FUEL TANK

I;lf IULIPOPIIN YUVFI I 1 FUEL-VENT I TRANSFER

REFUELING

INrrRCONNECf TUBES FUELVENTGRAVITY REFUELING

SIPI~ON FILLER ACCESS

FUEL VENT FLAME ARRESTER BREAKERVALVE

Pressure Re~ueling System Schematic28-21-0

Mar 1/70 Figure 28-21-1Page 3

SABR IEI L11~8 EWMAINTENANCE MANUAL

FUEL SUPPLY SYSTEM FUSELAGE AUXILIARY TANKVENT OUTLET AND FLAME REFUELING LEVEL CONTROL VALVESUPPRESSOR SCREEN

REFUELING PILOT AND VENT VALVE

REFUELING IPILOT AND VENT VALVE

’r’

!\~SHUTOFF VALVES

FILTER

slNGLE-POINT IPRESSUBE) REFUELINGCONTROL RECEPTACLE

REFUELINGSHUTOFF TEST ANDAUXILIARY REFUELINGCONTROL VALVE

6FPIGINAILAs Received By

ATP j,

Fressure Refueling System ComFonent ~ocatlonsMar 1/70 Figure

P?neV´•t:

aa OEL( IIY Ef ~QMAiNflLPcBANC@ #ANLIAL

level. ’Bpring-loaded rclieP valves Frrol;ect the FP"e,sure cheabere trom surgepressures which are imposed on the valve when the new is shut off,

Test provisions consist of two smaller pressure chambff~, primary end 8eCI

ondery, psrallleling the needle valves, The chambers have diaphrlaesaa,loaded against test and stems extending to the ne+d2e polue linkage,When pressure is applied to the diaphragat, the stem actuates the linkage toclose the needle, thus testing’the valve for operation.

3´• Wing Rcnt~ling Shutoff_Valvea

King refueling shutoff valves are installed on branches of the refuelingline in the right and left center sections, Exccept for the different mount~ings and for the fact that control and test sections of the valve are in thewing tip, these valves are similar to the. awriliary tank valve.

The control lines connecting the King refueling shutoff valves to the wingrefueling level control pilot and vent valve are important to the propero-Feration of the valves, and case must be taken during installation andmaintenance operations for their protection, Fuel now through the lines is

necessary for the shutoff valves to remain open, Kinked or deeply indentedLines may contribute to partial- or no-now conditions, Also, malfunctionsof the wing refueling level control pilot and vent valve due to icing, for-eign materials, or deterioration or parts will, be reflected in the operationor the refueling shutoff valves,

The surge pressure relier valves are attached to the pressure chamber, whileprimary and secondary sensing Lines connect the pressure chamber to the levelcontrol valves in the wing tip,

4. Wing Refueling Level Control Pilot andVent Valve

The wing refueling level control pilot and vent valve tests’s wing refuelingshutoff valve, provides a vent for air in the wing during single-point re-fueling, sea~s the vent opening against loss of fuel, and controls the levelto which the wing Kill be filled when pressure-refueled. The refueling testsection or the valve consists of two pressure chambers, primary and se~-

ondary, placed on opposite sides. Diaphragms across the chambers have stemsattached which bear the needle valve linkage, When either primary or sec-

ondary buttons are pressed, the corresponding diaphragm is extended, actuatingthe needle valve linkage and closing the port.

The vent valve portion has a rubber-sealed poppet valve. opening into the

wing, The stem of the valve extends into a third pressure chamber, where itis attached to a diaphraan separating the chamber. A spring on one side ofthe diaphrae~zl loads the valve to close, Refueling pressure directly fromthe single-point receptacle at 12 to ~5 psi opens the valve to vent, .Whenthe wing is filled, floats in the level control section close needle valveswhich direct refueling pressure from the sensing lines (from the refuelingshutoff valve) to the opposite side of the diaphra~n equalizing the refuel-ing pressure, This allows the spring to close the vent valve, Should one

or the floats fail, to admit pressure, a, shuttle-type check valve closes offthe railed portion or the valve, ensuring operation, For dive venting, a

C)RIIGINdakAs &Y

~8-21-0 LCij JJ Flsr 1/70

Page


WING REFUELING LEVEL CONTROL PILOT 6. AFT FUSELAGE TANK MAIN VENT ANDAND VENT VALVE (Cont’d) FUEL TRANSFER VALVE

pressure of 4 to 5 psi differential between the atmo- The aft fuselage tank main vent and fuel transfersphere and the tank will cause the valve to admit air valve, located in the bottom of the aft fuselage fuelto the tank. tank, functions in 3 modes of operation. The valve

allows the aux tank fuel to gravity feed to the wingThe refueling level control pilot valve section has tanks. The valve also allows wing fuel to expand intodual floats, each attached to a needle valve. Fuel the aux tank, eliminating the possibility of wingraising the floats causes the valves to seat. This stops tank rupture. In the event of overpressurization, theflow from the primary and secondary sensing lines valve allows the wings to vent into the aux tank.from the refuelingshutoff valve in the center sectionarea of the wing. When pressure builds up in thesensing lines, the shutoff valve is actuated to close.

5. REFUELING TEST AND CONTROL VALVE

The refueling test and control valve is flush-mountedinside the right wing inboard leading edge, on thelower surface. Two control buttons govern the pri-mary and secondary refueling valve test procedures.The third button, which is in the center, controls fuelflow to the fuselage fuel tank, and the fourth buttonunlocks and holds the center button during fuselagetank refueling.The valve contains four plungers or pistons so sec-

tioned as to provide channels for fuel flow to theprimary and secondary test diaphragms. Each of thethree buttons in line presses on two plungers at onetime. The outside plungers service the primary andsecondary systems in the wings and fuselage tank.The two center plungers control pressure refuelingfor the fuselage tank. In normal position, with no

buttons depressed, both fuselage tank valve testdiaphragms are pressurized; the wing valves are not.When either the primary or the secondary button ispressed, flow is directed to the wing control valvesand is cut off from one or the other test system to thefuselage tank valve, thus allowing the opposite halfof the fuselage tank valve to be checked. Pressing thecenter button, after releasing it with the lock button(SHUTOFF AUX), depressurizes both primary andsecondary diaphragms on the fuselage tank controlvalve and allows the valve to open and refuel thetank. A filter is installed in the line from the single-point receptacle to the control valve, mounted on anadjacent rib. It prevents contamination in the fuelfrom reaching the control valve.

28-21-00Page 7

e COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86


WING TANK ALSO ALLOWS WING FUEL TOWING TANK VENT OUTLET ISOLATION OF VENT (OUT) EXPAND INTO AUX TANK.FLAPPER CHECK VALVE O

11´•112(~1.41 PSI SPRING TENSION)

01;:

ifiTRANSFER AND WING

FLAPPER CHECK VALVEWING TANK VEN’T OUTLET

AUXILIARY FUEL (1-i/2 (f.1.4) PSI SPRING TENSION)

TANK VENT CHECK VALVE

FUEL CELL j :G(SWING TYPE) AUXILIARY FUELTRANSFER AND WINGTANK VENT CHECK VALVE(S\NING TYPE)

FREE FLOWFUELIVENT(IN

f :i ´•I rSEALED TANKCOMPARTMENT

’6’WING TANK VENTAND AUXILIARY I;UEL AUXILIARY FUSELAGETRANSFER INLET PORTS Y FUEL CELL DRAIN VALVE-

AUXILIARY FU~ELAGE

C" FUEL TANK COM-c PARTMENT DRAIN

iilo

ti~pi"’ a

e´•-

u+~il,

sas-2-4e-sl

Figure 28-2 1-3 Aft Fuselage Tank Main Vent and Fuel Transfer ValveICT

28-21-00Page 8

Aug 1/86 o COPYRIGHT, 1986 BY SABRELINER CORPORATION

SAIBRELINERMAINTENANCE MANUAL

PRESSURE REFUELING SYSTEM TROUBLE SHOOTING

i. Trouble Shooting Pressure Refueling System

PROBABLE CAUSE ISOLATION PROCEDURE I

A. REFUELING PILOT AND VENT VALVES (FOR WING TANKS) OR FUSELAGE AUXILIARY TANKREFUELING LEVEL CONTROL VALVE (FOR FUSELAGE AUXILIARY FUEL TANK) DOES NOT

STOP IIEFUELING FLOW WHEN REFUELING VALVF, TEST BUTTONS APE PRESSED.

(1) Defective pilot Remove "B" nut on pressure If flow exists,and vent valve or line of suspected diaphra~Sn. open chamber andvalve test diaphragm. Check for flow of fuel when check diaphragm.

refueling control test button If O.K., check

is pressed. level control valveor shutoff valve.

(2) Ruptured shutoff Listen for operation of valve Replace valve.

valve diaphragm. at each wing. If valveoperates and flow continues,valve is defective.

(3) Test valve plunger Remove "B" nuts at wing tip Repair or replaceseals cut or worn. primary and secondary test test control valve.

fittings. Check for

pressure.

B. REFITELING PILOT AND VENT VALVE: VENTS FAIL ’PO OPEN.

(1) Ruptured diaphragm During reruelin~, check for Replace valve.

in vent valve. I airflow from wing tip lowersurface. If no flow, remove

"B" nut at valve and checkfor refueling pressure. If

O.R., refer to remedy.

(2) Loose "B" nut on If there was no pressure or Tighten as

line to refueling control pressure in previous isola- j necessary.receptacle. tion procedure, defuel

airplane, remov~ access door,and check "B" nuts. If nutis tight, pressure-checkline.

(3) Line passage Check for flow at vent valve. Repair or replaceblocked. line.

C. REFUELING PILOT AND VEP~P VALVE FAILS ’PO CLOSE.

(1) Broken valve return Check to see whether valve Replace valve.

spring. stays open without pressure on

system.

Mar 1/70 28-21-1Page 101


PROBABLE CAUSE ISOLATION PROCEDURE REMEPY

D. FUSELAGE TANK FILLS INADVERTENTLY.

(1) Failed control Check for fuel shutoff during Replace valve.

valve. refueling.

(2) Wing vent valve Check for airflow from wine; Refer to trouble

rails to open. tip during refueling. B.

(3) Failed test and With’pressure refueling in Connect or repaircontrol valve progress~ loosen primary and faulty sensing"SHUTOFF AUX" secondasy sensing Lines at B- line, or linesl orcontrol button. nut connections on level con~ replace faulty re-

trol valve and check for fuel fueling shutoff test

flow; if no flow exists~ check and control valve.for disconnected sensing linesbetween test and refuelingcontrol valve and refueling

valve.

E. FUEL FLOWS FROM MAIN VEMI OUlZET AFTER AI;L LEVEL CONTROL VALVES RAVE CBEC~EP3DO. K.

(1) Wing tip fill vent Refer to trouble B,val~e failed to open,

F. FUSELAGE TANK FAILS TO FILL.

(1) Test and control Be sure to unlock "FILL AUX"valve not operated button by pressing "SRUTOFFproperly. AUX" button first.

(2) Test and control Check that there is no pres- Replace test andvalve not functioning sure at primary and secondary control valve.

properly. test diaphragms.

G. WING TANKS FAIL TO FILL.

(1) Shutoff valves With refueling pressure on If flow is O.K.tactuated. airplane, check for fuel Plow replace shutoff

from lines separately’ disi valve. If noconnected at wing refueling flow, check forlevel control pilot and vent source of lintvalve, with and without test stoppage (kinls,buttons being pressed, dents, or foreil5li

matter),

28-21-1 Mar ~l’totPage loe

SAeRELINERMAINTENANCE MANUAL

PRESSURE REFUELING SYSTEM MAINTENANCE PRACTICES

i. Replacement of Fuselage Tank Refueling Level Control Valve

A. Removing Fuselage Tank Refueling Level Control Valve

This valve is accessible through aft lower fuselage equipment accessdoors 1 and 55. (Refer to Chapter 6, figure 6-00-3.)

(L) Remove environmental system ducting and units mounted in front of

valve

(2) Disconnect the three lines attached to valve and line support clips.

(3) Remove valve bracket support ring and two gaskets. Preserve for

re-use.

(4) Remove the five countersunk screws attaching valve to cell.

(5) Lift valve from cell. Save "O" ring for re-use.

(6) Provide cover for cell opening. Do not use tape.

B. Installing Fuselage Tank Refueling Level Control Valve (See figure28-21-401.

2. Replacement of Wing Refueling Shutoff Valves

A. Removing Wing Refueling Shutoff Valves

A wing refueling shutoff valve is in the forward outer bay of each wingcenter section. The right valve is attached to a branched fitting and

the left is mounted singly.

(1) Deruel airplane.

(2) Remove access door to bay to right or left of nose wheel well.

(3) Inside bay, remove square stress door on aft bulkhead of bay.

(4) Through access doors, remove access door on wing center sectionfr’ont spar. Save Stat-O-SeaLs on bolts and protect Cask-0-Seal ondoor.

(5) Disconnect lines to valve; then remove the six attach bolts.

(6) Remove valve from wing.

(7) Replace spar access door.

B. Installing Wing Refueling Shutoff Valves (See figure 28-21-402.)

Mar 1/70Page 401

SABRELINERg~WBGBNAQ MAINTENANCE MANUAL

As Re@eiveda~$

P R´•mov~ Protective covering rrom luel ceil op´•ning "Q’ IILT PACKING

O Coot "O" ring Pocking with p´•Col.(vm.UILIIII*0

O Place "0" ring pecking in groeve, and petition valve in

opening. Stort,crew, in counl´•r~unk haler. FITTINGS C(AN833´•3D)

BOLT mlLUn(ANI4A (AN507´•418R 12 de?1 RsQD) 88800)WASHER(mlB´•1OM C21 REPD) C

~3 c

s~ ce.

o\l II

3a

oil LVALVLFUEL CELL OPENING(7-1D1195KOnLER)

GASKET’3 (268484074) FITTING GASKET

O SUPPORT RING (AN833´• 120)O (265´•484073)

’3 0~ BOLT (ANLIA-5 REPD)WASHER (Iwla.luM-5 REPD)

as-sc´•o*

O op´•ning.Petition and valve lupport ring over valve andLO Torque ~ive Phillips screws to 50-70 inch-p.unds.

3/1 6IN. LINE "8" NUTS

v

O through lupport ring, g.~k´•1, ond volve

QO Start bolt, (24) through ,upport ring, galket, and bulkhead.

O Draw up bolh into valve, and then into bulkhead.

O torque all boltJ to 50.70 inch-pound~.

~1 Connect "8" nut~ to valve fittingr. Torque 3/16-inch line~u "B" nutr to 25-35 inch-pounds; torque 3/4-inch line "8’nut to 300´•500 inch-pound,.

m A,t.ch line support clampl.

m .,,ircnm.nml q.~m unill.

33/4 IN. LINE "B" NUI

.11~%Illc2-u´•leC,

Installing Fuselage Tank Ref~zeling Level Control Valve28-21-2 Figure 28-21-401 Jul 6/73Page 402

BWIGIMALAs By NA-69-420

A"B"P MAINTENANCE MANUAL

1. Check valve serviceability, and inspect valve cure NOTEdate to determine that valve is not outdated.Cheakthat two AN919-6D fittings are installed. Two ofthe sit bolt holes in the valvemoulzt-

ingflange are slotted. When removing the2. Remove access door from front spar. valve, loosen the two bolts in the slotted

3. Refer to note, and position valve so that it aligns with holes only a few tumzs; completely removethe proper sensing lines. Start bolt into the otherfour bolts. The valve can then be

mounting flange. rotated and removed (or installed). The twobolts that are to be installed in the slottedmounting holes should be installed on the

5.

replacement valve. The valve can then be

narrswollaH1properly positioned, with its fittingsaligned with the proper sensing lines.

4. Start B nuts on lines, and tighten them by hand.

Tighten and torque mounting bolts to 50-75 inch-aarrl oooa I(HI pounds; torque 3/8-inch line B nuts to 75-125

inch-pounds.arrualnesHuroRvn~vrs

SENSING LINES

*CCESI D0011--Y I ´•I

GASK-O-SEAL I REFUELINGSHUTOFF VALVE

*j; NAS1303-6 BOLT

21616-1 OMMOUNTING BOLTNAS1104-3W (6 REQD)

soo-ool-~oos VALVE ADAPTERSTAT-O-SEAL124 BEPB OF EAJ

I d´•:~I

FRONT SPAR ACCESS DOOR VIEW LOOKING UP-L WINGLEFT AND RIGHT WING TYPICAL

SLOTTED MOUNTING265-48-121 (SKIN REMOVED) 265-48-l1F

HOLES (TYPICAL 2 PLACES)VALVE

INSTL ON R WING SHOWN--INSTL ON L WING SIMILAR

REFUELING

ribI~

The Gask-O-Seal is an integral part of the

SHUTOFF VALVENOTE

VALVE ADAPTER access door and is not replaceable. ~f theGask-O-Seal is damaged in any way, the

6. Ensure that the area is clean. Ensure that the Gask-

SENSING access door must he replaced.LINES

o~s,,l,,dst,t-o-sealsareserviceable;theninstalla: access door. Torque bolts 25-35 inch-pounds.P r

7. Install stress door in fuselage bay and access door.VIEW LOOKING UP-R WING~lr p (SKIN REMOVED)´•-

Figure 28-21-402 Installing Wing Refueling Shutoff Valves

28-21-02Page 403


Mr$-69´•´•42BsMAIPJ1CENAN@E IblANUAE

RENIOVAL( AND INSTALLATION (Continued)

REPLACEMENT OF WING REFUELING LEVELCONTROL PILOT AND VENT VALVE

Removing Wing Refueling Level Control Pilot andVent Valve

1. Defuel airplane.2. Remove wingtip.3. Disconnectandcapall linestovalve.4. Remove valve mounting bolts.5. Lift and slide valve from wing, remove O-ring and

air-dry before re-use.6. Place a suitable cover over wing opening. Do not use

tape. (Removing it could cause a static spark andexplosion.)

Installing Wing Refueling Level Control Pilot and VentValve (see Figure 28-21-403).

REPLACEMENT OF REFUELING TEST ANDCONTROL VALVE

Removing Refueling Test and Control Valve1. Defuel airplane.2. Remove access door, lower surface, wing inboard

leading edge.3. Through access door and lightening hole, disconnect

the five B nuts from test and control valve.

Ii~UIimCare should be exercised when discon-necting lines in this area so that smalllines are not excessivel21 bent or displaced,causing crossed lines or Icinks that couldresult in line stoppage and the necessityforreplacement.

4. Remove the 10 screws attachingvalve to wing skin.5. Remove valve Gask-O-Seal from wing interior.6. Provide covers for openings, do not use tape.

Installing Refueling Test and Control Valve (seeFigure 28-21-404). Cleaning and ReplacingRefueling Test and Control Valve Filter ElementThis filter should require changing only at the test andcontrol valve overhaul periods or in case of valve failure,since there is relatively no flow through the filter.1. Loosen B nuts to both sides of filter (see Figure 28-

21-404) unless valve is removed; if valve is removed,take off inlet line only.

28-21-02I Jun 12/89Paffe 404 o COPYRIGHT, 1989 BY SABRELINER CORPORATION



i. Observe fuel maintenance precautions. 5. Start attach bolts and tighten them evenly; thentorque bolts to 25 inch-pounds.2. Inspect the cure dates on new valve to determine

that valve is not outdated, and check its 6. Connect all lines to valve and start "B" nuts byserviceability. hand; then torque 3/8-inch line "B" nuts to 75-125

inch-pounds, and torque 3/16-inch line "B" nuts to3. Lubricate "O" ring packing, using petrolatum. 25-35 inch-pounds.4. Place "O" ring in groove of valve mounting flange, 7. Install wingtip.and slide valve into position in wing.

"O" RINGlM529513-1461

P REFUELING LEVEL CONTROLPILOT AND VENT VALVE

ATTACH BOLT

[?WIB-IOM WASHER (18 REOD)I

6

TEST AND SENSING LINES

TEST AND SENSING LINES

Figure 28-21-403 Installing Wing Refueling Level Control Pilot and Vent Valve

28-21-02Page 405

0 COPYRIGHT, 1992 BY SABRELINER CORPORATION Apr 4/92

C)WIGINAB.NA-69-420 As Received ByMAINTENANCE MANUAL A1~‘IIL)

O Obl,rr, fuel prrtoulionr. O Install 90-degree elbow and "0" ring in inboord (inlet) partof valve, leaving jam nut loose so that it can be aligned ofter

it is installed.O Remove ~over from wing.pening. O Lubric.le G.I~´•O-Se.l (Rubber Tec~ No. 4P751 with petrol-

O Inlpart v.lu. lervtsoblitl .nd .het~ the rure d.fe, to OIYD"I ond pori,ion Ie.l in uing,determine tho~ valve i, not ou~da)ed. NOT~ Whenever the refueling control valve assembly is

removed or replaced, the fuel filter element P/N042788should also be replaced.

"O" RING (M529512-5)~ ~90 DEO ELBOWREFUELING CONTROLVALVE ASSY

LIGHTENING HOLES

WING ACCESS -1 i NO. 4975 JAM NUTc c

GASK-O-SEAL(RuserR recr)

TEST LINES

FILTER

111

O

’L‘8

FILTER LINE

REFUELING CONTROL VALVE

ACCESS DOOR ATTACH SCREW (AN507´•10RB--10 REOD)

VIEW LOOKING UP, INBOARD L AFT

O ~rtell door end lipht´•nin. hole, porit~n O Tighlen olloch rcrewl to 1~ inch´•pound..

Q G..lr´•OS´•.l it in pl..´•i men ltorl ,he lo ~tma i O tighf´•n i.m nut on .Ibow.Align 90-degree elbow with line from filter, start "8" nuts,

rr~ connect remaining line, to valve. Torque 5/16-inch line~u "B" nut to 60-80 inch-pounds and torque the four 3/16inch line "B" nuts to 25-35 inch-pounds.

m low air pressure (25 pri), check to determine whether

Figure 28-21-404 Installing Refueling Test and Control Valve

28-21-02Page 406Apr 4/92 o COPYRIGHT, 1992 BY SABRELINER CORPORATION

QWIGINALAs 8scsjb´•sd ~3/ SABRELINER

ATP MAINTENANCE MANUAL

Remove the two mounting bolts attaching valve to rib.

(3) Remove filter body from bay.

(4) Loosen nut and remove element from filter body.

(5) Slosh element and bowl in solvent, clean with air blast, and recheclr

for cleanness and general condition.

Reinstall element and bowl.

(7) Tighten retaining nut and safety with lockwire.

(8) Place valve in position in wing and start "B" nuts.

(g) Install valve attach bolts.

(10) Torque "B" nuts 60 to 80 inch-pounds.

(11) If balance of installation is complete, check for foreign matter

and install access door.

5´• Replacement of Single-point Refueling Receptacle and Adapter

A. Removing Single-point Refueling Receptacle and Adapter

The single-point refueling receptacle adapter is accessible after the

dust cover is removed. The receptacle housing is considered as partof the structure and is sealed by the groove sealing method. Removal ofthe housing would require removal of the right inboard wing leading edge.

(1) Make sure that fuel level is below refueling shutoff valves. (Ifairplane is left fueled, check valve may drip fuel.)

Remove receptacle access door.

(3) Drain refueling line by manually opening poppet valve in receptacleadapter.

(4) Remove the six screws around receptacle adapter. The receptacleadapter and "0" ring should fall out of the recess.

B. Installing Single-point Refueling Receptacle and Adapter

(1) Check O-ring seal packing for serviceability.

Coat "0"-ring with petrolatum (Federal Specification W-P-~36).

(3) Place "O" ring in groove and position receptacle adapter(MS~14484-1) into housing.

(4) Install screws around receptacle adapter and attach cover chain.

(5) Install dust cover.

Mar 1/70 ~8-21-2Page 407


6. Replacement of Pressure Refueling Line Check Valve Assembly

A. Removing Pressure Refueling Line Check Valve Assembly

This valve is accessible through a fuselage bay and a door in the rightcenter section Front spar. Refer to procedure for removing wing refuel-ing shutoff valve for information on disconnecting lines to right refuel-ing shutoff valve.

(1) Disconnect the two lines (1-1/4 inch "B" nuts) to branched fitting.

(2) Remove the six bolts attaching check valve adapter fitting to rib.

(3) Work valve assembly in a circular motion to the rear and inboard.When it is free, remove it from bay.

NOTE: Care should be exercised to ensure that refueling line doesnot leave its slide fitting in the front spar and rall into

wing. Recovery and repositioning of line may be difficult.

(4) Temporarily install acess door on front spar.

B. Installing Pressure Refueling Line Check Valve Assembly

(1) Remove center section access door.

Lubricate "O" rings with petrolatum.

(3) Place "O" ring in groove of check valve adapter fitting.

(4) Check that arrow on check valve assembly is on top and pointing torear when positioned in center’section and that shutoff valve is toleft (when racing in direction of arrow) of branched fitting.

(5) Check that refueling line is engaged in wing front spar fitting,then position check and shutoff valve assembly over refueling lineinto cutout in rib. Start all six mounting bolts; then tightenthem.

(6) Connect wing refueling shutoff valve sensing lines. Torque 3/8-inch line "B" nut 75 to 125 inch-pounds.

(7) Connect refueling lines to branched fitting. Torque 3/4-inch line"B" nut 300 to 500 inch-pounds.

(8) Check area for foreign materials; then install front spar accessdoor

(9) Install stress door in fuselage bay.

(10) Install access door,

(11) Run operational check-out on pressure refueling system.

28-21-2 Mar 1/70Page 408

SABRE:LINERMAINTENANCE MANUAL

i. Check-out Procedure

A. Perform check-out and testing of pressure refueling system as follows:

(1) Connect single-point refueling source nozzle to single-point refuel-ing receptacle and turn nozzle clockwise to hold it in place.Actuate nozzle lever clockwise to latch nozzle and open nozzlevalve, (See figure 28-21-1.)

(2) Apply 25 psi fuel pressure to single-point pressure refuelingreceptacle. Make sure fuel flows into wing fuel tank system, butdoes not flow into fuselage tank. During filling operation, makesure venting occurs at vent underneath each wing tip and at air-

plane fuel vent outlet (screened) at tail cone.

(3) Depress "SHUTOFF AUX" and "FILZ, AUX" buttons of single-pointrefueling test and fuselage tank refueling control valve. Release"SKITTOFF AUX" button; then "FII;L AUX" button. Make sure fuel flowsinto fuselage tank,

(4) Increase pressure to 50 ("5) psi and make sure fuel flow continues.

Depress and release "SHU~OFF AUX" button and make sure that fuelflow to the fuselage tank stops, but continues to the wing tanks,

(5) With 50 (~5) psi fuel pressure applied to single-point pressurerefueling receptacle, depress and release "PRI TEST" button of

refueling test and fuselage tank refueling control valve, Makesure flow into wing tank system stops when button is depressed, andstarts when it is released. Check that fuel is not flowing into the

fuselage tank during this test,

(6) Perform step (5), except depress and release "SEC TEST" buttoninstead of "PRI TEST" button, The identical fuel flow character-istics should occur.

(7) Depress "SKUTOFF AUX" and "FILL AUX" buttons. Release AUX"button, then "FIL;L AUX" button, and completely fill fuel tanksystem.

(8) Continue fuel filling until flow ceases automatically, signifyingthat tanks are full. Then press "SHUTOFF AUX" button. Maintainfuel pressure for a short period after flow has ceased and make

sure no fuel overflows at any of the vent outlets.

(9) Depress poppet valve or single-point refueling receptacle. Checkthat fuel flows from receptacle at approximately 1/4 gpm.

CAUTION: CNIE MIJST BE TAKEN DURING THIS PROCEDURE TO PREVENT DAMAGETO THE POPPET VALVE.

WARNING: PERSONNEL SHOULD REMAIN AT A SAFE DIS~ANCE FROM THE REFUEL-INC RECEPTACLE: WHEN THE POPPET VALVE IS INITIALLYDEPRESSED, SINCE A AMOUNT OF FUEL WILL FLOW FROM THERECEPTACLE: AT CONSIDERABLE PR~SSURE.

Mar 1/70 28-21-3Page 601


(10) Check the following drain valves for proper operation:

(a) Wing section tanksa Two in II~ center sectiona ’Pwo in RH center sectiona Three in I6I outer panelsa Three in RH outer panels

(b) Fuselage section linesa One in LII fuel linea One in RH fuel line

’Pwo in LB fuselage fuel cell fuel vent and transfer linea Two in RII fuselage fuel cell fuel vent and transfer line

One in bottom flange of fuselage cella One in RH fuel jettison line

NqTlil: The amount of fuel required to fill the system shouldbe approximately 1106 gallons (7189 pounds) as indi-

cated on cockpit fuel quantity gages.

2. Testing Pressure Refueling System

The following procedures assist in locating and correcting the cause or a,

malfunction. Basic malfunctions encountered in the pressure refueling sys-tem occur: because the system either fails to refuel, refuels too slowly, orrails to shut off. Some of, the major causes of malfunctions are pressureleaks in the vent valve, primary and secondary test system, or primary and

secondary sensing lines, due to loose ’’B" nuts, restrictions in the lines,or lower pressure output‘from the refueling unit than is indicated on theunit pressure gage. When tests of the fuel system are performed, the fuellevel in the wing tanks should be below 1500 pounds in each tank.´•

A. Testing Refueling Pilot´• and Vent Valve System

(1) Deruel airplane, if necessary. (Refer to 28-10-2.)

(2) Remove wing tip.

(3) Disconnect "B" nut on vent valve pressure lineor 265-488201-37 right3 from refueling pilot and vent valve, andloosen ’’B" nut on opposite end of line and rotate upward. (Seefigure 28-21-405.)

(4) Connect calibrated pressure gage to vent valve pressure line dis-connected in step (3) and tighten "B" nues.

(5) Connect ca~ibrated pressure gage to pressure refueling nozzle.(Refer to Chapter 12, figure 12-13-201.)

(6) Remove single-point refueling control receptacle dust cover, insertnozzle grounding plug into jack on airplane, connect pressure re-

fueling nozzLe to single-point refueling control receptacle, andapply fuel pressure to start fuel flow into tanks. (]Refer to12-13-0.)

28-21-3 Mar 1/70Page 602

SABRELINEaMAINTENANCE MANUAL

(7) Note pressure indication on refueling nozzle pressure gage; thencheck pressure indication on pressure gage connected to vent valv~pressure line at tip. Pressure differential should not exceed5 psi. If pressure differential is greater than 5 psi, the s~fle

check should i´•e made at the opposite refueling pilot and vent valvein an effort to determine the area of line loss (leakage)

NOTE: The refueling pilot, and vent valve should open I;et.:een L~and 55 psi. If the valve does not open upon application of

55 psi (maximum pressure), it is defective and must be

replaced.

(8) Check for possible Leaka~e c~t ’!B" nuts ~ithin wing tip tar,k area.

To check for leakage, remove gravity refueling filler access cap,depress flapper, and then, vith refueling pressure applied and theother aechanic depre~sing I?rimarg and secondary test but’c~o;ls andholding them depressed, listen for sounds of leakage within vingtip tank aress

(9) Since refueling pilot and vent valve is easier to remove than center

wing access panels, remove valve and check all "B" nuts within wingtip tank areas for tightness before investigating other areas.

(10) To check for displaced 0-ring seals at centerline wing rib(2~5-130073), defuel airplane, remove access covers 23 and 35(refer to Chapter 6, figure 6-00-3) and the ts~io forward drain

valves, and check "O" rings on refueling pilot and vent valve

pressure line on both sides of bulkhead. These lines can be seen

when the drain valves are removed and a vaporproor flashlight isused.

NOTE: To check for leakage in O-ring seal area, attach one end

of a flex hose to refueling pilot and vent valve pressureLine at wing tip and other end of hose to a container offuel. Raise container high enough above ~ing tip to inducefuel flow into refueling pilot and vent valve pressure line.

This pressurizes the O-ring seals and sl-lows leakage if the’’O~’ rings are not seated.

(L1) Check refueling pilot and vent valve pressure line connections inoutboard ends of wing center section by removing fuel vaLvs access

doors. (;jee figures 28-21-402 and 28-~1-405,)

(12) Check refueling pilot and vent va3ve pressure line connections at,and adjacent to, single-point refueling control receptacle by re-moving wing leading edge fuel bay access door. (See figure28-21-404.)

(13) At conclusion of tests, remove test equipment used for testing;then reconnect lines, torrlue "B" nuts, and install drain valves,access covers, and doors that were removed.

(14) Perform operational. check of pressure refueling systen.

Ilar 1/70 28-21-3Page 603

SAB~R 1EElf N aMA1NTENANCE MANUAL

B. Testing Pressure Refueling Primary and Secondary Test System

(1) Deruel airplane, if necessary.

(2) Remove single-point refueling control receptacle dust cover, insertnozzle grounding plu~ into jack on airplane, connect pressure re-

fueling nozzLe to single-point refueling control receptacle, and

apply fuel pressure to start fuel flow into tanks~ (Refer toChapter 12, figure 12-13-201.)

(3) if fuel flow is audible from top of fuselage auxiliary fuel tank,discontinue refueling. Check refueling pilot and vent valves for

venting. If one or both valves do not vent;, the fuselage auxiliaryfuel tank will fill inadvertently. if refueling pilot and vent

valve does not vent,´•rerer to paragraph A.

(4) If both refueling pilot and vent valves are ven’cing, ensure that"FILL AUX" selector button is not engaged~ Remove gravity refuelingcap from fuselage auxiliary tank and listen for aLtdible fuel flow.if fuel flow is audible from top or tank, discontinue refueling.

(5) Disconnect primary test line from fuselage a~wciliasy fuel tank re-fueling level control valve and connect a pressure gage to testline. (See figure 28-21-401.) Apply refueling pressure; checkreading on refueling nozzle gage and test line gage. The pressuredifferential should not exceed 5 psj. If pressure differential isgreater, check test line for leaks at all "P" nuts within fuselageand at wing fittings. A reading of 12 psi or greater indicatesthat the primary float should be raised. if the fuselage auxiliaryfuel tank continues to fill from the fuselage auxiliary tank re-fueling level control valve, the valve must; be replaced. Pressureshould be available in the test lines as soon as refueling pressureis applied.

(9) Repeat step (5), test line‘. if further troubleshooting of system for failure to shut off during test is to be

accomplished before replacement of a defective fuselage auxiliarytank refueling level control valve, isolate fuselage auxiliasy fueltank by disconnecting primary test, secondary test, and single-point refueling lines from fuselage auxiliary tank refueling levelcontrol valve, and cap all three lines. (See figure 28-21-401.)

(7) Reapply refueling pressure and check that right and left wing re-fueling shutoff valves close when primary and secondary testbuttons are depressed. If they do not, proceed to the followingsteps.

(8) Remove wing tip.

(9) Disconnect affected test line (primary or secondary) from refuelingpilot and vent valve and rotate line upward. (See figure 28-21-405.)

28-21-3 Mar 1170Pa6l;e ~04


(IO) Connect pressure gage to open end of test line and tighten "B"nut s

(11) Have helper apply refueling pressure while depressing appropriateprimary or secondary test button. Note pressure on wing tip gage.A minimum or g psi is required to lift the float. If 9 psi orgreater is obtained, perform check of primary or secondary sensinglines according to steps (17) through (23). If fuel shutoff valvesclose during sensing line check, the float valve or diaphra@;m isdefective in the refueling pilot and vent valve.

NOTE: if less than g psi is obtained, there is a leak or completeobstruction in the test line or test selector valve.

(12) Check for possible leakage at ’’B" nuts within wing tip tank area.

To check forleakage, remove gravity refueling filler access cap,depress flapper, and then, with refueling pressure applied andother mechanic depressing primary and secondary test buttons andholding them depressed, listen for sounds or leakage within wingtip tank area.

(13) Since refueling pilot and vent valve is easier to remove thancenter wing access panels, remove valve and check all "B" nutswithin wing tip for tightness before investigating other areas.(See figure 28-21-405.) If loose "B" nuts are found, tighten "’B:’nuts and reinstall pilot and vent valve.

(14) To check for displaced O-ring seals at centerline wing rib(265-130073), defuel airplane, remove access covers 23 and 35and the two forward drain valves, (refer to Chapter 6, figure6-~0-3), and check "O" rings on primary and/or secondary testlines. These lines can be seen when the drai.n valves are removedand a vaporproof flashlight is used.

NOTE: To check for leakage in O-ring seal a;rea, attach one end ofa flex hose to primary and/or secondasy test line at wingtip and other end of hose to a container of fuel. Raisecontainer high enough above wing tip to induce fuel flowinto vent valve pressure line. This pressurizes the 0-

rings and shows leakage if the "0" rings ase not seated.

(15) Check primary and/or secondary test line "B" nuts in outboard endsor wing center section by removing fuel valve access doors. (Seefigures 28-91-402 and 28-21-405.)

(16) Check primary and/or secondary test line "B" nuts at, and adjacentto, single-point refueling control receptacle by removing wingleading edge fuel bay access door. (See figure 28-21-405)

(17) Disconnect primary and secondary sensing lines from refueling pilotand vent valve, and cap refueling pilot and vent valve ports.

(18) Apply refueling pressure.

Mar 1/70 28-21-3Page 605

ERMA(NTENANCE MANUAL

tig) Close off primary sensing line with thumb. Fuel flow to the wingshould cease. Release thumb pressure to open sensing line.

(20) Close off secondary sensing line with thumb. Fuel flow to the

wing should cease. If the shutoff valve fails to close when eitherof the sensing lines is closed off, there is leakage in the sensinglines, or the shutoff valve diaphr~n is defective and the valve

must be replaced.

(21) Since refueling pilot and vent valve is easier to remove thancenter wing access panels, remove valve and check all "B" nutswithin wing tip tank area for tightness before investigating otherareas. (See figure 28-21-405.) If Loose "B" nuts are found,tighten "B" nuts and reinstall refueling pilot and vent valve~leaving primary and secondary sensing lines disconnected.

(22) Remove fuel valve access doors and check primary and/or secondarysensing line B-nut connections to refueling shutoff valve in out-board ends or wing center section. If no loose "B" nuts are found,replace refueling shutoff valve access doors.

(23) If loose "B" nuts on sensing lines of refueling shutoff valve are

found, tighten "B" rglts, reinstall-access door removed in step (22)~and reapply refueling pressure. Close off primary and/or secondarysensing line with thumb. Fuel flow should shut off. If it doesnot shut off, defuel airplane and replace refueling shutoff valve.

(24) At conclusion of tests, remove test equipment, reconnect lines,torque "’8" nuts, and install drain valves and access doors thatwere removed. perform operational check of pressure refuelingsystem.

C. Sensing Line Check

(1) Defuel airplane if necessary.

(2) Disconnect primary and secondary sensing lines from both pilot andvent valves, and rotate lines downward. Provide containers at eachwing tip to catch fuel.

(3) Add 1000 pounds oP fuel to airplane system. An equal alnount of fuelshould emit from both the primary and secondary sensing lines atboth wing tips into the four containers.

(4) Check airplane fuel gages after 1000 pounds of fuel has been added.The gages should read within 50’ pounds of the added fuel in thetanks.

NO~: If gages do not read within 50 pounds of the added fuel intanks, do steps (5) and (6) to check sensing lines forobstruction.

28-21-3 Mar 1/70Page 606


FUEL SYST~MVENT LINE

W

GRAVITY REFUELINGACCESS

SIPHON BREAKER LINE

1! FUSELAGEAuxiLiARv TANKl:j´•

FILLER ACCESS SCUPPER DRAIN

CONTROL VALVEREFUELING LEVEL

DETAIL A FUSELAGE AUXILIARY TANKPRESSURE REFUELING LINE

\\sWING TANK

LH FUEL VENT AND

~I cuvm IRUB~MG AUB CAP

CLIMB VENT LINE

RH FUEL VENT ANDTRANSFER LINE

Mor Am,Mm INm I vwrvuvE I

~-I,BOOST PUMPnlm~v rrn

j TRANSFER LINE

van VALVF nESZUIE

LH REFUELING

RH REFUELINGSHUTOFF VLILVE, I BOOST PUMP lr SKONDAj’lmT\ ~2-YL4e\.l VEPn/V*LVE

SHUTOFF VALV~~PIIMUI YNSMG

a nlmur nn

I sKONonlr swSINe

RH FULL VALVE ACCESSDOORi~ .´•j

r~un srmm

ounn

sKCnoAPr rEn

FORWARD WING TANK 1 ‘K I sKowDnar setwluG

DRAIN VALVES

DETAIL C 4 I DETAIL B

L# FUEL VALVEACCESS DOOR

--’igure 28-21-405 Critical Line Connections Pressure Refueling System (Sheet 1 of 2)

28-21-030 COPYRIGHT, 1986 BY SABRELINER CORPORATION Page 607

Aug 1/86


RH WING PRIMARY TEST SECONDARY TEST

iiIFUSELAGE AUXILIARY FUEL TANKI

RH WING PRIMARY SENSINGRH WING VENT VALVE PRESSURE

PRIMARY TEST

RH WING SECONDARY T~ST

IFUSELAGE AUXILIARY FUEL TANKIIRH WING SECONDARY SENSING

iVENT LINE

FUEL VENT AND TRANSFER LINERH WING SECONDARY SENSING

RH WING PIIMPIIY ILNSING~

RH WING REFUELING SHUTOFF VALVE

FUEL FILTER

.~-21 FUSELAGE AUXILIARY TANK

REFUELING LEVEL CONTROL VALVE

i-´•?PRESSURE REFUELING TO LH WING

j; REFUELING SHUTOFF VALVE PRESSURE REFUELING LH WING LH WING LH WING

TO RH WING REFUELING SECONDARY TEST VENT VALVEi

’LH WING PRIMARY TEST PRESSUREREFUELING SHUTOFF VALVE

LH WING VENT VALVE PRESSURE SHUTOFF VALVESECONDARY SENSING

CL~\IJ \LH WING SECONDARY TEST LH WINGPRIMARY TEST PRIMARY SENSINGPRIMARYTESTVENT VALVE

PRESSURE

SINGLE-POINT REFUELING i I TESTVENT LINE tSECONDARY LH WING

PRIMARY

CONTROL RECEPTACLE SENSING

REFUELING SHUTOFF TEST RH FUEL VALVELH WING

AND AUXILIARY REFUELING ACCESS DOORSECONDARY SENSING

CONTROL VALVEi3\

DETAIL A

LH FUEL VALVEACCESS DOOR

DETAIL BCENTERLINEWING RIB

PRIMARY TEST

VENT VALV~PRESSUREINTERCONNECT

SECOND~RYFITTINGTEST

"O RINGS

´•´•o´•alNcs r-.

~-LH WING PRIMARY TEST

~2LH WING VENT VALVE PRESSURE

LH WING SECONDARY TEST

DETAIL C Figure 28-21-405 Critical Line Connections Pressure Refueling System (Sheet 2 of 2)

28-21-03PaRe 607ASep 20185 e, COPYRIGHT, 1985 BY SABRELINER CORPORATION

MAINTENANCE MANUAL

(5) DefueZ airplane; then disconnect sensing lines at ~uel shutof"valve.

(6) Attach one end of a transpsrent hose ~o sensin~ at wini ci ni;

and other end to a container ~f fuel. ~aise container high enoughto induce fuel flow. If there is no ~bstruction, the ;iuel ~an ce

seen to lower in the container.

II sensing line is unobstructed, replate iuel shutoff ~alve.

(9) At conclusion of tests, remove test equipment ~se3; then re-~onnect

lines, torque "B" nuts, and install drain ~ialves, access covers,and doors that were removed. Perform operational check of pressurerelueling system.

D. rest Line Flow Chec~

(1) ~eluel airplane if necessary.

(2) Ap~l;i rer’uelin~ pressure. Depress ILrst the pri:nary a~a then the

secondary test buttons. Fuel flow to wing tanks should cease.

(3j If fuel flow does not cease either test button is ~eoressed,stop refuelin~ immediatei~ and chece "i~" nuts ’rlic~hin win~ tip, at

sinyle-point refuelin~ valve, and center win~ areas lor leaka~e.If no "5" nuts are found loose, ~roceed ~Lth ster

Disconnect Prirnarg and secondar~i test lines at bc’;h ven: valves.Add fuel. No ~uel should emit from ~he lines. Have assistant

depress first the then the sezondar~ ~esf ~uttons; luelshould emit from the test lines.

If fuel still does not flow ~rom these lines, they s;ilould be checked

or restri7tion. .iifter enSllrLn~ lines are not res~ricted, at~ain

add fuel and depress Fri~ary and secsndar~ test buttons. It

~ake as iong as 2 minutes for r,o the Ses;

buttsns have been decressed and released, a sossijle

restricted or de~ecti-iee refuel~n; valve.

To checK for res+ri-ted´•or refueiln~ valve, dlsco~nect a

CBRIIGIINAk prima~ry test line a’, the vent valve. ASta~h one end oi at-ans-

As Weceived By parent hose to the test line and the other end to a container offuel. Raise the container hi~h enough to induce fuel flow. IfATP’there is no restriction, the fuel can be seen to lower. Reconnectthis line; then repeat procedL~e with secondary test line.

(7j ?f there is a restriction in vent of re~ueling s´•al~e, der’uei air-

plane and check I-’or restriction or a deI’ective refueiin~test and auxiliary valve.

At conclusion of tests, remove test equizment used; then reconnect

lines, torque "B" nuts, and install drain valves, secess covers,and doors that were removed. Perform operational or’ pressurerel’uelin,s system.

MarT~ge 61~9


FrJEL JETTISO~J SYSTEP/I DESCRIPTT_ON AND OPEEWTIOnT i\TA-370-~ ITHE~OUGH -6, -8 -g AIRPL~WES

i. General

The fuel jettison system consists of a jettison line (routed overboard) anditems connecting this line to the fuel supply through the engine r’uel boostlines. (See figures ~8-3C-1 and K single three-positisn selector

switch, two soienoid-operated jettison shutoff valves, relays, and ~aution

lights aid operation of the system. The jettion line extends frorn the ;et-tison valves to the fuel vent fitting in the tail cone. The fuel jettisonswitch, in the cockpit,selects automatic or manual jettisoning of fuel. Theswitch has three positions: AUTO, fVW~T, and OFF. When the switch is ~lacedat AUTO, it stays there until it i; changed by the pilot, snd Pt~el is jet-tisoned. Float switches in the AUTO -position circuit a~tomatically limit the

level to which fuel will ?’ettison. (This ensures that enough -^uel ;jiil_ be

retained for a specific flight at specified altitude and duration.) The

position is spring-loaded to CFF~ As long as the switch is held l’r, the

position, fuel is Jettisoned until the fuel supply is exhausted. S~leetingeither the or the ivIAN position of the jettison switch acfua~es re-

lays connected to the cross-feed v~lves, closing them when the jetti~on valves

open. Contacts in the jettison valve switches control "FUEL JETT OPEN"caution lights.

The ~el boost pumps s~zlply fuel jettison pressure in ´•,c7,Ftion to the ~res-

sure required to transfer luel to the engines. With both pumps operating,sufficient pressure is maintained for normal engine reguire~ents and ~ettF-scning. theek valve i; Installed downstre3m of each jettison shutoff valve.

O~eration of the fuel jettison system is done in flight wi~h both of the luel

boost pumps in o´•peraticn. The amount of fuel jettisoned;jill be only that

amou~t pumped ´•rlhic’n is in excess of engine demand. After the fuel je~ti;ons~jitch is claced at AUTO, the sucpiy of fuel is reduced to

a predecverninedlevel. If the position of the switch is selected, ~he switch T~st be

held until the desired r~uantlty of is jetti;cned~ Jettison shoul; notSe continued to a point sjhere ~he remaining f~el supply become~

low. If the tan~s contain sufficient r2~el to raise the float; in the fuel

level control s~itches [138 ("31) gallons each tank], the jettison l~vel con-

trol relay contacts will be closed. (See figure ~8-30-3´•) Then, ~hen the

Jettison switch is placed at ~LUTO, current flows from the "mT~L JETTISONLH" and "FUEL JETTISON Rk:" circuit breakers on the de essential bus throughthe normally open (now closed) contacts of the right and left jettison con-

trol relays to the jettison valve solenoids, and the jettison valves open.When either or both jettison valves are "crac~ed" open, the JETT OP~N"caution light switch c:_oses, and this light ´•nd the master caution lightilluminate. When the jettison swftzh is at ~liZIV or ~4_UTO, the right and left

jettison fuel control relays are energizeb. The fuel pump cross-;eed valve

is then energized open. The right and left jettison fuel control relaysalso de-energize the right and left fuel boost

ORr~8NAkAs By

ATP ~J

Jul 6/73Page 1

SABRELINEBMAINTENANCE MANUAL

LH OVERHEADFORWARD DC ESSENTIALCIRCUIT-BREAKER PANEL´•FUEL JR71SON--LHFUEL JETTISON-PH

FUEL JETTISON OUTLET TUBE

RH BOOST PUMPFUEL FEED LINE

RH OVERHEAOCIRCUIT-BREAKERPANEL JETTIXIN CIHE

LDG GEAR-POS

FUEL JETTISON CHECK VALVES

OVERHEAD ELECTRICALMASTER AND B RH ENGINE FUEL FEED LINES

´•FUEL JETTISON 6//

LH AND RH FUEL JETTISON VALVES

BOOST PUMP FUEL FEED LINE

JETTISON FUEL LEVEL FLOAT SW17CME5

RH ELECTRICAL RELAY BOX ASSEMBLY´•LEFT JETTISON LEVEL CONTROLR(CHT JETTISON LEVEL CONTROL

5370´•2~&13

Fuel jettj.son Sgst~!ri ComFonent Locstionsrn-)o-o pjflure ~8-jC-: Mar 1/70I)age

SAaaErlN EaMAINTENANCE MANUAL

LEFT INTEGRAL AIRPLANE RIGHT INTEGRAL

I

LEFT CENTLR

FUEL TRANSFER E1EC’TORSi1/WING Ct WING TANK

L Li’

SECTION TANK I m I a I II I SECTION TANK

~f EiitI II I r a ILLI.I tt

3 ~llllr CFUEL CROSS-FEED VALVES(MOTOR wnN UMR

soc~n WMP II I I~ "a"" pums

4L10

FUEL SHUTOFF VALVE~of IMOTOI OC~*rED wnn umn swl

PRESSURESWITCH´• CHECK VALVES

PRESSURESWITCH

LH anrO LEFT ENGINE TO IIG~n ENGINE

FUEL JETTISON VALVEFUEL JETTISON VALVE IY--~ (soUNolD-CoNlaoUED)(soUNolo-CoNIRoLIEo)

FUEL FLED

iL~iiFUSELAGE (AUX) FUEL TANK E~ I L---IFUEL:RANSFER

C~ZIP FUEL JEnlSON

FUEL VENT

FUEL VENT FLAME ARRESTER

/d mc~-cli

Fuel Sehemat?eMar i/7() E’isure %8-:0-;3 i´•8-3o-c~

Pa~e i:

i i

ORI@IW1~- .I

As Rsceivad &a~ SABRELINERA"B~P MAINTENANCE MANUAL

Ln CUH IEtlSON EH FUEL WtTlSON Y_ FUEL X-FIEO--)001f ENG SrS’I T T WARNINO-

’I I FUI-JEnllONr---f"PII ’io ~e roloo ocAR

Al1)1 1l L´•fX?5 ´•’i L0~.6"WI’Cn

FUEL JEfn)OFI I

10 rUtl CilOlS´•~ffD

i´• I I T SELFCTOR SW(ICH IltllD1

*UHUYr

C1AUTO C1C3

L~MOENCY--FUEL JntllON(ELFC m*STtll ANDLMLII OVLIHE*DSw lANlLI(STA I l0)

1 I ‘I 1 I I_ 1 4

(wj53)C~---7T7 (Kjjp~K5S9

RH FUELLEFT JETTIEON LEVEL fW RIGHT JETTISONLEVEL CONTROL Isr* sJlln; LEVEL CONTROL ItuLCI I I I I I (RJLC)

1O CLOS~ I´•Utl BOOSTI ~I ~LO*T C3

CZ CROSS ~ttD v*lvt

IO BOOST *NDI r 1 -i~CI

_r00P[N(V~LLIOOSI

cROsSrrro srsrrm I *J LEVEL SWLHFUE~L ICROSS rEFD v*Lvt 19lrl

IIEIl Al i TO rut~ BOOST *NO151* 1S? LH)

aJyo~ ~:LlftDlllltMA 81

xil I re

.2K664

LEFT JETT(SON I I I(OHt JETIISONFUEL CONTROL FUEL CONTROL I(LJCC) (RJFC) I I lorLNIN´•E

colll I I I I I I ICOIl

AC---------~---/ ’-´•------------IAno~olNol I I I I IHOLDINC

B BCOll COIL

C. ´•I .C?rCl~vtorrN( I C 1 IV*LV(OPIN

V*LVI CLOU V*LVE CtOSfD D

INDICATOI)W I 1 ,LH OVERWEAD FORWARD ESSENTIAL CIRCUIT-BREAKER INDI(*rOl SW

LH FUEL JEtTlSON PANEL STA 122 LH RH FUEL JETTISONVALVE Isr* J19 in t MAGNET BEARING FLOATS

VALVE Isr* an

NORM*LLY CLOS[D) NORMALLI CLOS~D)

TO "~UEL JETT OPFN" CAVTION LIGnT

I STA 113 RH

~Fuel Jettison System Electrical Schematic28-30-0 Figure 28-30-3 Mar 1/70Page 4


relays. These rail-safe-to-close relays actuate to ensure that the fuelboost pumps stay on and thus provide jettison pressure, regardless of throt-tle switch position. If the engine´• master switches are at ON (with the jet-tison switch in AUTO or held in MAN), fuel will jettison in the air. Whenon the ground, a ground lockout system prevents inadvertent jettison or fuel.

Wh~n the fuel drops to the level of the dual-element float switches, the jet-tison level control relays are de-energized and open the circuit to the jet-tison valves, allowing them to close. Also, the jettison fuel control relaysare de-energized and the pump cross-reed valves can close. When the valvesreach their closed position, all caution li~hts´• go out.

When the fuel jettison switch is held at ~W, the system bypasses the jetti-son level control switches and relays, allowing fuel jettison to continue.

Releasing manual pressure on the switch allows the valves to return to theclosed position.

2. Jettison Valves

The fuel jettison valves are solenoid-operated gate shutoff valves. The leftvalve is mounted forward or the bulkhead; the right valve is mounted aft ofthe bulkhead at station 316. The valves are normally closed. They are

spring-loaded to the closed position and electrically actuated to open. Po-sition switches in the valves illuminate the jettison valve open light, inthe cockpit, when either or both valves are not fully closed. The valvesolenoid circuit contains two cells, a pull coil and a holding coil. Whenthe valves reach the open position, a switch is opened and the pull coil isde -energi zed. The pull coil requires 18 amperes at 28 volts and 700F. Theholding coil draws O.g ampere at 28 volts and 70"F. Minimum operating volt-age is 18 volts de. Operating time is about 1/2 second to open or close at27 volts de. Wiggins-type fuel couplings are used to connect the valves tothe fuel lines.

3´• Fuel Jettison Level Control Float Switches

Two dual-element float switches tone in each wing tank) limit the level towhich fuel will be jettisoned when the fuel jettison switch is positioned atAUTO. Each dual contact is in a hermetically sealed tube. One contact arm

or each pair of contacts is or a, material, which is attracted by a magnet. Afloat surrounding the sealed tube carries a magnet which pulls the contacts

open when the float approaches the low point. When the fuel reaches a pre-determined level and contacts either switch, it breaks the jettison valve

open circuit and permits the solenoid valve for that particular wing tank toclose. These switches are accessible through doors in the center sectionrear spar and booster pump sump bulkhead access door. Flexible conduitsconnect the switches to connectors in the rear spar. Switch continuity maybe checked at the rear spar connector.

Mar 1/70 28-30-0Page 5

SABIZ 1E~1LINERMAINTENANCE MANUAL

FUEL JETTISON SYSTEM TROUBLE: SHOOTING

i. Trouble Shooting Fuel jettison System

PROBABLE CAUSE ISOLATION PROCEDURE REMEDY

A. JETTISON VALVES FAIL TO OPEN.

(1) Fuel level too Check fuel. level or select Make sure tanks are

to jettison with jetti- jettison switch M~N half full or more.

son switch at AUTO. position.

(2) Level control Fill tanks and check for Replace switchswitch float saturated proper contact through assembly.or otherwise defective. switches.

JETTISON VALVES FAIL TO CLOSE.

(1) Foreign matter Remove valve and check Clean valve and

caught in gate channel visually. flush lines. Re-or valve. install valve.

Circuit breaker Make visual check. Push circuitout. breaker in.

(3) Valve return Remove valve and check Replace valve.

spring weak or broken. operation.

(4) Valve inoperative. Check for voltage to pin iieplace va.lve."A" when switch positionis selected manually.

C. LIGHT STAYS ON AFTER FLTEL JETTISON SWITCH IS PLACED Ar OFF.

(1) Valves not com- Tap valve body to aid Replace valve.

pletely closed. seating.

(2) Valve light Disconnect plug to valve; Replace valve.switch defective. light should go out.

(3) open circuit in Run continuity check on Replace relay.relay, relay.

D. NO LIGHT WHEN JETTISON VALVE IS OPEN.

(1) Switch contacts Check with ohmmeter. Replace valve.

open at pin "C" on jet-tison valve.

(2) Indicator light Check push-to-test light. Replace lamp.inoperative.

Mar 1/70Page 101

SABREtl ME.RMAINTENANCE MANUAL

FUEL JETTTSON SYSTEM PRP~CTICES

i. Replacement of Fuel Jettiso!l Valves

A. Removing Left and Right Fuel Jettison Valve~

The Le~t filel jettisor; shuf,off valve is moun+ed i’orwar´•d oii t,he bulkhead;the right valve is mounted aft of the bulkhead at station 316´•

(1) Detenr,ine that fuel shutoff valves are closed; then dscollnect bat-ter´•v and external pnwer´•.

(2) Provide a closed receptacle to catch ~71cl.

(3) Remove access door 52. (Refer to Chapter 6, figure 6-00-3.)

(4) Remove electrical disconnect plug :’rom valve. Cap or bag pllxg andreceptacle.

(5) Remove safety wire and disconnect fuel line coupling to valve; pr´•e-pare to catch fuel draining from line.

(6) support disconnected valve and remove support clamps; thell removevalve.

(7) Provide covering for openings into fuel ays~em.

B. Installing´• Left and Right Fuel Jettison Valves (See figure 28-30-401.)2. Replacement of Fuel Jettison Level Control Float Switches

A. Removing Fuel Jettison IRvel Control Float switches

(1) Defuel airplane.

(2) On right-hand installation relieve aileron control tension; thenremove aileron bell-crank interconnecting rod and outboard boltnut, and washer from right and left a~leron bell-crank brace.brace up until access door is cleared.

CAUTION: FATLURE TO RELIEVE AILEROnr CONTROL CABLE TENSION BEFOREDISCONNECTING THE INB(IARD SECTOR SUPPORT LINK MAYCAUSE DAMAGE TO THE AII;ERONCABLF: SECTOR sWPORT FITTING.

(3) Remove rear spar access door. (See figure 28-30-402)(4) Remove access door from fuel booster pump sump bulkhead.

(5) Remove lockwire and disconnect conduit I’K" nut from float switch.

(6) Remove two AN bolts from switch mounting bracket and lift switchfrom fuel bay.

(7) Temporarily install rear spar access door.

B. Installing Fuel Jettison Level Control Float Switches (See figure28-30-402.)

Mar 1/70 28-30-2Page 401


n. Ohrorvofu´•l maintsnoncs pr´•c.ulion~. 01 R´•mov´• cov´•rin~l fram lin´•~ ond valv´•~.

Inlp´•c) volv´• for .´•r*isoobility ond Eur´• dot´•l. Lubric.l´• "0" rino p.clrinp. with p´•trol.)um.

~H fill VILVII O nu(c, v..h´•r., r´•t.in´•r rinul on

(moolns, 1A ;II i n Ploc~volv´• in pO,ition b´•~vr´•´•n "T" finingand lin´•.

COUIUW)

;I liD Compht´• rin´• cOupling- lnl(ollotion, clnd laktr´•m’r´•.

/)L O )n~ll two r.ln lupport cl.mp..

tijl Conn´•ct ´•I´•mical ditconn´•ct plug´•s I

WLCTltlCIIL vol~ ondDOCONNCC1 WUO (wloomyIr~o)ij

r/

IIA J1~UOS-II0 COUWIWO

I !IIWKHn CUMCI

~1’ IMI?IP1PW161

COUCUNO--’

j a v*ln

ELKIIIICALI DIJCONSIKT WUO C ItA S16

n Do op´•raWonal Eh´•Ek On VO(Y´•(.

[I[i~ Inlt~ll acc´•,~ doo~ACEUt WOI

Installing Left and Right Fuel Jettison Valves28-30-2 Figure 28-30-401 MarPage 402

QR869NAR, SAE3 IFT 1E 1~1 ~1 1WAs 8se´•i´•jved By MAINTENANCE MANUALBTP

Observe fuel maintenanca preautionl. liE3 aceerr door from boolfer pump lump bulkhead.

3~S RemOVB fuel pump accers door. nccIss DOCR

~_

I´•’i

i ssaaadi~iia

~I

FUELPUMP ACCESS DOORi

V35--~j/

!4659 RUBBER TECK)

1600´•0197/8 S‘-LOCK´•O-SEAL

FSANKLIN C. WOLFE) \i~Lzi´•INBD SECTOR INTER-CONNECT PUSH ROD

´•SINBD SECTOR SUPPORT LINK

9 /!WIi";

1" install gasket (265-381060) on rwitrfi, then insert float switchh‘

L1 _i’through rear soar access and through sump bulkhead access. Hold

it in position to align mounting holes.

ii FLOAT SWITCH

I/ I ?u I/ (RICHT INSTALL~TIONSHOWN. LEFT OPPOSITEI

.iInltacl two ahla mounting tolrs,

e,i lockwire.

Install seel, and connect conduit "K" nut to switch. Install

´•n "iiL,

h

~OUNTING BOLT i\ ;il I ~il Remove any foreign mar;er from wing and rump.ANJ´•JA aOlTiZ RE~DI iiWIBIOM ~FSiiEiiii r

/ly(2 REQDI i

;!I jj i~j Innail Dump lump buikhead door.A: i~SUMP BULKHEAD ACCESS

CONDUIT i::j"K" NUT,

ri

i;I, P7;9~ On righthand installation. reinstall aileron rec~or support tink and

o i~ rector interconnecting push rod,

S ir: si On right-hand installation, tension aileron control cables and

form aileron rigging check, i Refer to Chapter 27.1

SEAL!P/N 1016016&121

Connect and safety any outside connections that may have jeenremoved.SENOIX) j3i0-2-~8-27A

Lns allic~j; Fuel jettijon Level Ccntrcl FloatOct 3!77 ~l-Ture

P~ige -i:3


FUEL SYSTEM

INSPECTION/CHECK

FUNCTIONAL TEST OF FUEL JETTISONSYSTEM

See table 601 for a functional test of the fuel jettisonsystem.

Table 601. Functional Test of Fuel Jettison System


Equipment/ToolsSetofJacks

Jacking and Mooring Kit

28 Vde Electrical Power SupplySuitable Length of Hose

Suitable Container to Recieve Jettisoned Fuel

Source of Fuel for Refueling

Consumables

Fuel

I[W!flllM~l

Place airplane onjacks beforefueljettisontest is performed to prevent possibledamage to the airplane.

NOTE

Original jettison float switches were set atr00 to 1100 Ibs remaining. Approvedreplacement switches may be set at 1000 to1400 Ibs remaining. This could result in afuel unbalance of up to r00 Ibs in event ofaswitch malfunction. Use the same PINswitch as remaining serviceable switch orreplace both switches with the same PINswitch if a jettison float switch must be

replaced.

1. Jack airplane.2. Level airplane. A. Fuselage 3" nose up

B. Wings .....´•´•´•´•level laterally

3. Fuel quantity 500 gal (3250 Ibs) Equally divided between LH and RH wing

28-30-03Page 601

0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83


INSPECTION/CHECK (Cont’d)

Table 601. Functional Test of Fuel Jettison System (Cont’d)


Do not bend or crush jettison outlet tube.Use support for hose.

4. Hose connect to fuel jettison outlet Extend hose to fuel container or tank truck

5. Power levers CUTOFF Prevents engines from being flooded with fuel

6. Electrical power connect


LDG GEAR POS ..........out Ensures contacts of fuel jettison ground lockout relay willremain closed simulating an airborne condition if MLGwheels are not clear of ground

LW ENGINE IGN BOOST .out

RH ENGINE IGN BOOST .out

BOOST PUMP-PH. ........in

BOOST PUMP-LH ........out Ensures fuel will be jettisoned from RH wing onlyFUEL JETTISON-LH .....in

FUEL JETTISON-RH ....out A. Prevents RH jettison valve from openingB. Permits testing of LH jettison valve and contacts of

one switch in the RH fuel level switch assy. (Seefigure 28-30-3.)

8. Switches:

LH ENGINE-ENGINE MASTER........... ON Ensures jettisoned fuel will flow through LH fuel shutoffvalve

RH ENGINE-ENGINE MASTER..........OFF

ELECTRICAL MASTER ON

EMERGENCY FUEL JETTISON AUTO A. Fuel flows from hose

B. Indicates jettisoned fuel will flow through LHjettison and boost pump crossfeed valves.

C. FUEL JETT OPEN light on

D. Fuel flow stops automaticallyE. Verifies proper operation of one switch in the RH

fuel level switch assy. (See figure 28-30-3.)9. Fuel quantity RH wing.......... 1000 to 1400 Ibs

O. EMERGENCY FUEL JETTISON .........OFF FUEL JETT OPEN Light off

i. Refuel RH wing with 50 to 100 Ibs. of fuel. RH fuel level switches close

I IC~ II~ILllr*irnEm3JT

28-30-03Page 602Mar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL






FUEL JETTISON-RE in

FUEL JETTISON-LH ....out A. Prevents LH jettison valve from opening.B. Permits testing of the remaining switch in the RH

fuel level switch assy.

13. Switches:

LH ENGINE-ENGINE MASTER..........OFF

RH ENGINE-ENGINE MASTER........... ON Ensures jettisoned fuel will flow through RH fuel shutoffvalve.


B. Indicates jettisoned fuel will flow through RHjettison and boost pump crossfeed valves.


D. Fuel flow stops automaticallyE. Verifies proper operation of the remaining switch in

the RH fuel level switch assy.

14. Fuel quantity RH wing.......... 1000 to 1400 Ibs

15. EMERGENCY FUEL JETTISON switch ..OFF FUEL JETT OPEN light off

6. Refuel RH wing with 50 to 100 Ibs of fuel. RH fuel level switches close


BOOST PUMP-LH FUEL. .in

BOOST PUMP-RE FUEL out Ensures fuel will be jettisoned from LH wing only.18. Switches:

LH ENGINE-ENGINE MASTER..........OFF

RH ENGINE-ENGINE MASTER........... ON Ensures jettisoned fuel will flow through RH fuel shutoffvalve


B. Indicates jettisoned fuel will flow through RHjettison and boost pump crossfeed valves.


D. Fuel flow stops automaticallyE. Verifies proper operation of one switch in the LH

fuel level switch assy

19. Fuel quantity LH wing.......... 1000 to 1400 Ibs

20. EMERGENCY FUEL JETTISON OFF FUEL JETT OPEN light off

IQ

28-30-03Page 603






21. Refuel LH wing with 50 to 100 Ibs of fuel. LH fuel level switches c


FUEL JETTISON-LH .....in

FUEL JETTISON-RH ....out A. Prevents RH jettison valve from openingB. Permits testing of the remaining switch in the LH

fuel level switch assy

23. Switches:

LH ENGINE-ENGINE MASTER........... ON



B. Indicates jettisoned fuel will flow through LHjettison and boost pump crossfeed valves

C. FUELJETT OPEN light on

D. Fuel flow stops automaticallyE. Verifies proper operation of the remaining switch in

the LH fuel level switch assy

24. Fuel quantity LH wing.......... 1000 to 1400 Ibs

25. EMERGENCY FUEL JETTISON .........OFF FUEL JETT OPEN light off

26. Refuel LH wing with 50 to 100 Ibs of fuel. LH fuel level switches close

27. BOOST PUMP-RE FUEL circuit breaker .....in

28. Switches:

RH ENGINE-ENGINE MASTER........... ON

EMERGENCY FUEL JETTISON MAN Fuel flows from hose

EMERGENCY FUEL JETTISON OFF Fuel stops flowing29. Circuit breakers:

FUEL JETTISON-RE .....in

FUEL JETTISON-LH ....out

30. Switches:

EMERGENCY FUEL JETTISON MAN Fuel flows from hose

EMERGENCY FUEL JETTISON .........OFF Fuel stops flowingLH ENGINE-ENGINE MASTER...,.,..OFF


ELECTRICAL MASTER OFF

1. Electrical power disconnect

ILT

28-30-03Page 604Mar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL






FUEL JETTISON-LH .....in

LH ENGINE-IGN BOOST in

RH ENGINE-IGN BOOST in

LDG GEAR POS ...........in

33. Disconnect hose from fuel jettison outlet.

34. Lower airplane and remove jacks.35. Secure airplane as desired.

IB

28-30-03Page 605/606 Blank


f~iAEl Ta 1~ i~l 1\1 ETZMAINTENANCE MANUAL

FUEL INDICATING SYSTEM DESCRIPTION AND OPERATION

i. Fuel Indicating System

The fuel indicating system consists of the fuel quantity indicating system,the fuel low-pressure warning system, and the fuel flow indicating systemand their components.

A. Fuel &uantity Indicating System

The airplane has two independent fuel quantity indicating systems, one

for each wing, with half of the fuselage tank fuel included on eachindicator. (See figure ~s-40-1.) Each system consists of an indicatorwith a self-contained’transistorized amplifier, eight tank units, refer-

coaxial cables, wiring, and a re ay controlence condensers, connectors,unit. One of the eight tank units has dual elements, one set of the

capacitor elements being used in each system. The reference condenser

capacitor elements are in one of the tank units of each system. The

single-prong, bayonet-type coaxial connectors are designed to meet the

high-impedance requirements of the system.

A relay control unit is installed in the system to switch the tank unitsand dummy condensers to give an indication of the amount of fuel in theauxiliary tank. The relay control unit is operated by the fuel quantitytest switch installed on the instrument panel. During normal systemoperation, the relay control unit is de-energized, to cor~Lnect the left

wing elements to the left fuel quantity indicator and the right wingelements to the right fuel quantity indicator, when the fuel quantity testswitch is at the NOII~AL or TOTAL position. ITalf of the auxiliary tankfuel is also shown on the respective left and right fuel quantityindicators.

The fuel quantity test switch TEST position tests the left and right fuelquantity indicators. The fuel quantity test switch RH IND, RH WING,LH IND, AUX position selection energizes the relay control unit to showthe amount of fuel in the auxiliary tank on the left fuel quantity indi-cator and the amount of fuel in the right wing tank on the right fuelquantity indicator. At this time, the left wing tank units are discon-nected from the left indicator, and the right auxiliary tank unit ele-ments are disconnected from the right indicetorand reconnected to theleft indicator. In addition, a dummy condenser (inside the relay controlunit), equal to the dry capacitance or the left wing tank units minus the

dry capacitance of the right auxiliary tank unit elements, is connectedto the left indicator, and a dummy condenser (inside the relay controlunit), equal to the dry capacitance of the auxiliary tank unit elements,is connected to the right indicator. Capacitor adjustments are providedon the relay control unit. (See figure ~8-40-2.)

The fuel caution system consists or apanel light and an indicator low-level switch. Power for the fuel quantity indicating system is obtainedfrom the 115-voit ac essential source. Power for the fuel-level warningsystem is obtained from the ~8-volt de ~i;sential source.QRIGINAk 1

As FQeceivEtdsvMar 1/70 L._ ATP .sl 28-40-0

Page 1

SABWE:L,f 1~ E 1~MAINTENANCE MANUAL,

The compensated capacitance-type fuel quantity indicating system operatesas a self-balancing-type network. The tank units have tubular-type capa-´•citor elements in the fuel tanks, forming a leg or the measuring network,The capacitance or the tank units varies with the fuel level and the fuel

dielectric constant, The reference condenser compensates for variationsor the fuel diel’ectric constant, making the system responsive to the mass

of fuel. The reference condenser is completely immersed in the fuel

being measured; therefore, its function is to improve system accuracy bycompensating the indicator response to the general relationship betweenthe dielectric constant and the density of the fuel.

A variation in the fuel level introduces an unbalanced signal which is

amplified to a suitable level to drive a two-phase induction motor in theindicator, The miniature two-phase motor drives a rebalance potentiometerto balance the system through a high-reduction gear train.

The tank units are the basic sensing elements of the indicating system.The capacitor elements are characterized to match the contour or the tank,resulting in a linear response of the indicator, Because the sensingelements are fixed, the capacitance of the tank unit can be varied onlyby the change in the dielectric, The dielectrle ratio between air andfuel is approximately 2:1; therefore, the capacitance of the sensingelement is about twice as great when the tank is full as it i~ when thetank is empty, Any change of fuel quantity between empty and fullreflects a change in tank unit capacitance.

The Fuel-level caution light is energized at a fuel low-level conditionby a switch in the indicator,

B. Fuel L~rw-pressure Warning System

Four fuel pressure switches, two in the ri~t fuel system and two in theleft fuel systemJ sense law fuel pressure conditions, The followingapplies to the right fuel system: One pressure switch is positioned doxn-stream from the right fuel shutoff valve and monitors the right boostpump pressure. The second pressure switch (a pressure-differentia1 typeswitch) is positioned in the right engine pod and monitors the differen-tial pressure of the inlet and outlet lines of ~the centrifugal stage ofthe engine-driven fuel pump, The two fuel pressure switches in the leftfuel system function the same.

When either the right or left fl~el boost pump fails or if the right orleft centrifugal stage of the engine-driven fuel pumps rails, the re-

spect;lve "RH FUEL PRF:SS LOW" or "LH FLTEL FRESS LOW" caution light on the icaution light indicator panel is´•lighted. The ’’FUEL" switch should im-mediately be actuated to -X-FEED. The boost cross-reed and tank cross-feed valves will open, allowing either the right or left boost pump tosupply fuel to both engines. If the respective "RK FUEL PRESS ~LOW" or"IB FUEL PRESS LOW" caution light goes out, t~e designated right or left;fuel boost pump has failed, if the light remains on, the designatedright or left centrifugal stage or the engine-driven fuel pump has failOn all airplanes, if the tank cross-reed or boost cross-feed valves faito open, the "FUEL TANK X-FD FAII;" or "FLT;EL PUMP X-FD FIAIL’~ cautionwill lilfht and remsin on.

~g%llGaNAkAs RecBived By

28-$0-0 ATP Mar i/7oi.Page 2 1

SJ~BREMAINTENANCE MANUAL

f3 ,FUSELAGE TANK~e UNITNO.BRELAY CONTROL,sUNIT

(REMOVE TRIM PANEL TOCAIN ACCESS TO UNIT.) 4

STA 312 11

III

1~I

ROTATED 180 DEG IFOR CLARITY"FUEL PTY LH"

CIRCUIT BREAKER"FUEL QPI RH"CIRCUIT BREAKER WING TANK ywlNC 5Ta_Z07

CENTERLINE UNIT NO. 1

0 0 5 0 O O 0 W1NC 5iA 139TWING 5TACANTED 17.089

o c\ 0 0/0 C O I IWINC1ST* WING S~A 87.7312.322C01,´•00C WING TANK CANTEDI

WINGUNIT NO. 7 5TA000000024.644 i j

U WING TANK0 0 ’j C C 0 C WING TANK UNIT NO. 2i -1 UNIT NO. 6000 OI WING TANK

"NEL WARNING j UNIT NO. 30000

OCOC ii LEVEL"CIRCUIT BREAKER

WING TANK LWING TANK LEFT WING SHOWN--LH OVERHEAD OUTBOARD UNITNO.S- UNIT NO.4 RIGHT WING OPPOSITECIRCUIT-BREAKER PANEL

O O i_JLOW FUEL LEVELCAUTION LIGHT

‘h

:I

1’I

i i. I

I

--C´•:L

ii: II :L_

iii;l? i

INStRUMENTPANEL I i ;r

i___

IF(DICATORSaUANTITY IND1CATORIsrur~Z :i_ ii

Nnnm rynnm

FUEL FLOW

G TEST SWITCH COPILOT’S INBOARD

FUEI?TY III(FUCL pN INSTRUMENT PANEL

FUEL QUANTITY 4 oN SOME AIRPLAN ES. TWO HOLES (WITH PLUG-TYPE BUTTONS INSTALLECI ARE PROVIO EDINDICATORS IN TNE C*BIN CONSOLE 51DE PANELS FOR ACCESS TO THE FUEL OVANTITY UNIT

ADJUSTMENT SCREWS. il:o-;-~a.;en

""ng 3ystem LccatcrFuel ~antLty Indics~Jul 6/73 Fi~re 2EI-40-I 28-L3-0

Da~e 3

SA113 F3 E b,l 1V ERMAINTENANCE MANUAL

C. Fuel Flow Indicating System

~sjo fuel flow indicators are mounted on the pilot’s inboard

sanel. ’i"ne indicators show the rate of fuel flow fron? each engine fuelicontrol unit in Founds per holzr. ri"ne indicators a-e caliijrs~ed rrcm

O to 4000 in increments or :00 pounds. The indicators are powered Syli5-vol~, 400-cycle sc power from the airplane essential bus system.When the engines are being operated, fuel passing through the respectiveengine-mounted fuel flow transmitter results in a signal to the indicators

representing class flow rate.

Total Fuel Consumed Indicating System

On NA-380 airplanes equipped as Airway Checker ~irplanes, a total fuel

consumed system has beeeinssall?ed (see figLire 28-40-3). ~e total fuel

consumed system Is pot~e-red by the 115 T~AC primary bus and is i~vegr,tedwith the fuel flow indicating system. Components of the total fuel con-

sumed system consist of a digital display instrv~nent mounted in the co-

pilot’s outboard panel, a fuel total rese~ button on the eo-

pilot’s console and associated The indicator provides a digitalindication of the amount or fuel used, in pounds. Depressing the F~J"sL

TO~U; RESET button on the copilot’s console 5´•iill reset the digital dfs-play unit to zero. The totalizer signal is Soo-~ strap signal from the

fuel flow indicators; therefore, in the evor?t or a fuel flow indicator

failure, the totalizer will display one-hair of the normal indication.

Fuel C,111 ’11an-~ -~Tnits

~e tank unit is a +,ubular ca.pacif,or in ~rhich the area and a-oacing betwesn

electrodes are s"i:teci, and are made of three concenc,ric tubes. inner

-lube (inner electrode) serres as 3.~late f a capacitor. The ~iddle tube

(the other electrode) serves as the other plate. third tube, around the

other tubes, is electrical sl:ield as well as a support. ~e two i~er

electrodes are insulated from each other and from the outside

tube, which is at ground potential. Fuel is permitted to flow freely in and

out or spaces between the tubes throu~Jh and Tient bolts at each end or’

-~he unit. This fills the :unit-lo the s~me fuel letisl as that in the fuel

Sali. Access to the inside or’ the fuselage cell is ´•3ro´•rided jy re~oving a

door from the metal comlsartmen-l at ~v,seiage station 3T7 and then -emoving tbs

fuel cell access ,3,co-r. l"ne´•´•e are seven fuel ttZ-’LkLeach wing. ~ey can be reached through wi-’S~ access doors.

3´• Fuel &uantity rndic3;-~ors

fuel quantity indicators, or?- the pilot’s inboard ii?3trt3nenf~ panel, indi-cate in pounds of fuel. ~e i,7idir,a~tors are calibrated from O to SOOC in

increments of 1CO pounds. ri"ney indicate 211 internal fuel. Eac~ indicator

reads one half the i;otal wingfuei plus one half the total fuselage Cuanlr fuel.

regardless of the temperature or the t~e of fuel. fuel indica-

ting system is potEiered jy the Ilr-volt ac essential bus.

As Recelv~d ByATP 1

28-40-0"age h o~t 3/7T


A fuel quantity test switch is in the landing gear control switch panel as-sembly. The function or this switch is to test the fuel quantity indicatingsystem for proper operation. The three switch positions are TEST; TOTAL;and RII IND, RH WING, LH IND, AUX. When the switch is placed at TEST, thepointer of t~e left and right fuel quantity indicators should rotate counter-clockwise. When the switch is placed at TOTAL, the pointers should returnto their former positions. The TOTAL position indicates on the left; fuelquantit3t indicator the total of the fuel in the left wing tank plus half ofthe fuel in the auxiliary tank, and the right fuel quantity indicator showsthe total of the fuel in the right wing tank plus half of the fuel in the

auxiliary tank. The RH IND, RH WING, LH IND, AUX switch position indicatesthe quantity or fuel in the auxiliary tank on the left i.ndicator, while the

right indicator shows the quantity of fuel in the right wing tank. Failureof the pointers to r´•espond shows a faulty indicating system.

ORIGINAILAs REcejvsd By

ATP 1

Page 4AJun 28/74 28-40-0


175V AC

FUEL PTY LH T 1 128V DC ESSENTIAL 7 FUEL PTY RHilH OYHD AFT ilH OVHD AFTCIRCUIT-BREAKER FUEL W*RNING LEVEL

PANEL) (LH OVHD FWD PANELICIRCUIT-BREAKERPaNELj

TO "LOW FUEL LEVEL~’FUEL QTY cAunoN LIGHT(PILOT~S INBOARD INSTRUMENT PANEL) /COPILDT’S INBOARD

ilus TRUMENT PANPII

TESTRHIND

TOTAL ly RH WINGLHIND

cl I I -L I I AUX I I I Ic

w

J I 1 1------- J

CLOSED PI I I I I IP2973~8

HI I I I I IH

T, 1

1 TCLOSED297 LB

K, 1K

L

X, I I I ’XAMPLIFIERUI II, I I I I I

I I I I I A

B ,II I I I I I f I I 1 BTANK UNIT

o DNO 8 (AFTFUS)

E t~7 I I I I I I I E

LH FUEL QUANTITY INDICATOR I I I I I I 1 I I I I RH FUEL QUANTITY INDICATORjPI1OT’S INBOARD INSTRUMEN7 PANEL) I I I I I I I I I I I (PILOT’S INBOARD INSTRUMENT PANEL)

LH WING rL I I 1 I I I I RH WING

NO 5 L -1NO 6 L 7 NO 7 I~7 I I I I I I i I I I I NO. 7 r NO. 6 r 1 NO. 5

TANK UNIT TANK UNIT TANK UNIT 1’ 2 31 TANK UNIT TANK UNIT TANK UNITICANT WING ICANT WING (CANT WING I~ rT I i 1 7 -r 77 i 1 I 1 1 (CANT WING (CANT WING (CANT WLNGSTn 28) STA 13 FWDJ STA 13 AFTI I I I I I I I I I I I I I STA 13 AFT) STA 13 EWD) sm 28)

RELAY CONTROL UNIT CONNECTION LEGENDa LINDLOW j 9 R AUX HIGHb LAUXLDW h RINDHIGH 17

3-12 89 UUF UUFc LWINGLOW I i RWING~1IGHUUF T i WING I I I IR

d LWINGHIGH It RINDLOWAUX

e LINDHIGH IRWINGIOW~_I I I I r ;uFt LAVXHIGH m RnVXLOw

NO 4 L_ NO 3 L; -INO L= NO 1 I I I I I I I I 1 I I I I T i I I I I ING. 1 r 7 NO. 2II~ 7 NO. 3 1= NO. 4

TANK UNIT TANK UNIT TANK UNIT TANK UNIT TANK UNIT TANK UNIT TANK UNIT TANK UNIT(CANT WING 5TA 421 JWING STA 87731 (WING STA 1393 IWING STA 207) RELAY (WING STA 207) (WING STA 139) (WINC STA 87.73) (CANT WING STA 42)

(FUSSTA312)5370-2-~8298

Fuel Indicating System Electrical SchematicJun 28/74 Fip~e 28-40-~ 28-40-0

Page 5


4. Fuel Pressur´•e-sensing Switches

Four fuel pressure switches, two in the right fuel system and two in the leftf~el system, indicate the low fuel ressure condit;ions. The following appliesto the right pressure switches: One pressure switch is positioned downstreamfrom the right fuel shutoff valve and illuminates the "RH FUEL PRESS LOW"caution light when the boost pump pressure drops to 5 (+1) psi. The secondpressure switch in the right fuel system is positioned in the’right enginepod and monitors the inlet pressure and outlet pressure of the centrifugalstage or the engine-driven fuel pump. This is a pressure-differential typeof switch. The pressure rise of about 40 psi across the centrifugal portionof the engine-driven pump creates a pressure differential or 40 psi. Whenthe pressure differential across the pump drops to 6 (+1) psi, the pressureswitch will close and light the "RH FUEL PRESS LOW" caution light. The lightwill go out on a pressure rise of 3 psi above 6 C+1) psi. The two fuel pres-sure switches in the left fuel system, one switch downstream from the leftfuel shutoff valve and one in the left engine pod, operate in the same manner.

5. Fuel Flow Indicators

The fuel flow indicators consist of a selsyn receiver for rotating the pointerand a stable frequency power supply for the transmitter impeller motor, tocompensate for external frequency changes in the airplane electrical system.The indicators are integrally lighted, hermetically sealed, and are designedto indicate the flow rate or engine fuel in pounds per hours. Fuel flow indi-cators have a range of O to 4000 pounds per hour. (See figure 28-40-3.

6. Fuel Flow Transmitters

Elements or the transmitters include flow-sensing means, a synchronous drivemotor, a restraining spring, and a transducer that converts mechanical rota-tion to an electrical position signal.

Angular momentum proportional to impeller s-peed is imparted~ to each unit mass

or fuel. By recovering this angular momentum, a mechanical torque is devel-

oped which is proportional to the product of mass flow rate and impel.lerspeed. This torque is converted to an electrical signal which is transmittedto the fuel flow indicator. The fuel flow transmitters are installed on theengines and may be reached through engine access doors.

Mar 1/70 28-40-0Page 7

SABRELINERMAIN’TENANCE MANUAL

IISV AC PRIMARY

LH FUEL RH FUELFLOW IIJD 6, FLOWINDCE~ia7 (e66n)ces?s 08621

B. 6

c. 6LH

D, 1DI FUELFLOWE’ IEh XMtR

J. F

LH Y I L~A ILHMO

FUEL PLOW IL’ I 1 U 676 aa)IND d,l rti PB17

Irrrors%a~ IINST. PANEL) M

(M60B)MM)8FUEL TOTAL I 1 L ItRESET

PEEP I I I ccortroraconso~E,

Csva) 111

6V FUELCONSUMPTIONTQtALIZLR

61 (caFILonuUIEn lNFT10CIWEL)

TOWIC 1´•rmm (*11(1)0Mlf(l

PLEl CS1

RHFUELFLOW Ir

INb 21 clC----´•l~

J. .r

(PILonlNED JEl EIl RHIWET.PANEL) FUEL FLOW

D DL XMIR(6666) c. .CMMII)

cPn ano676 J(U

0596 0617

1?1 MRWA\YCHPCILR AIRIUNBI1

O AIRPUNLS EQT EQUlrPBD AE A(RWIY 6660666 AIRPLAWEE

UlPI46v

Right and Left Engine Fuel Flow mdicatingSystems (Typical)

28-40-0 Figure 28-40-3 J~ 28~74Page 8

SAEE3RELINE1WMAINTENANCE MANUAL

FUEL INDICATING SYSTEM TROUBLE SHOOTING

i. Trouble Shooting Fuel Indicating System

PRO~F3ASLE CAUSE ISOLATION PROCEDURE

FUEL r~UANTITY INDICATING SYSTEM

A. NO INDICATOR RESTONSE OR READING, OR INDICATOR DOES NOT EIESTOND WilE?J FUEL~UANTITY TEST SWITCH IS ACTUATED.

No ac power to No indication ’Tihen fuel quan- Repair ac powerpower unit. tity test switch is actuated. circuit.

(2) Faulty power unit No indication ~hen fuel quan- Replace indicator.(ampli;"ier). tity test switch is actuated.

(3) Faulty indicator. No indication when fuel quan- indicator.

tity test switch is actuated.

(4) Fr~ult?J wiring In Make continuity check. as needed.fuel quantity testcircuit.

B. FUEL INDICATOR li~S HIG’ri WITH EMPTY CELLS, OR ,POINT~ZI ROT,4TESCLOCK~JISE ~THOIJT STOPPING.

(1) Faulty power unit Substitute krioWn good indica- ReDlace indicator.(ampllfier in indicator). tor. If oointer stoDs

rotating, old indicator isbad.

(2) Faulty reference ~Jlake continuity check of ~iT23. Repair or replacecondenser or associated wire or connector

wiring. as required.

Make continuity check to Replace ror’er~nceground. condenser.

C. FUEL ~UANTITY INDICATOR POINTER ROTATES SLOWL~’N?’i790liTSTOPPING WITH FUEL CELLS EMPTY.

(1) Faulty power ~it Substitute krlown good indica- Replace Indicator(a~zplifier in indicator). tor. If pointer stops

rotating, old indicator isbad.

(2) Faulty talr~ t~it(s) Isolate T"aulty wire or con~ec- Replace or re-pairassociated wiring. tion. Terfo-~n a contin~itg wires or cor~ec-

check across the two pairs of tors as reauired.

contacts. Use tank tLrit.

capacitance tester to deter-mine whether ~ar;k has

Oct 3/77 28-~0-1Page 1C1

SABRE]LINE]RMAINTENANCE MANUAL

PROB~LE CfiUSE ISOLATION PROCEDURE RE~IFi)Y

the proper capacitance value.

If tank u-?it does not showcorrect value, unit isr’aulty.

D. INDICATOR REU)S LOW IN RESPECT TO FUEL IN C~TLLS.

(1) One or more tank Rer’er to isolation arocedu~-2 Repair or replace"or probable cause ~(2) wires, connectors,L~nits not iaorki~ In

circuit. trouble C. or tank units asreyuirPd.

E. FU~J-I a;LTANTITY INZIICA~OR -pOlMTEEI STUCK.

(1) Pointer drags on No f~el indication ~hen ;ys- Replace indilst=r.~ace or glass tem and all

cover.

~unctionlng properly.

F. ~UANTITY I17TDICKTOR POZNTE~ OSCILI;IITt~S, ACROSS DI-1~L SCORE,OR IS STOPPED AT ZE~RO OR E1?TLL ETm OF SCALE,

(1) iEiires short- Isolate ~aulty Jaire Repair or replacecirc~ited or broken. tion or break by contin~ty wires or conr,=c-

check. tions as rey~red.

G. LOW R~ITJC CR NO AT FIJEZI iciU~JTLTY INDICATOR.

(1) Poor connection I Isolate la~ty ccr~ection by Prig,L~sn, repair,at tar~ unit or making contin~ty check. or 1-9´•cllace as

indicator.

Soap solutiun Isolate lei~ty connection jy Wash cor~ectlons

used Ln pressure makl-n-~; ccnf,in~.ty check.of ~uel ;uppl´•J sys~en dry ´•rith jclver,-,.in cable corLnectis~s.

(3) Da´•-,age~ pivots or Replace ~lt23 C1UBS-

jewels in indicator. tisy

LOW-PR%SSURF rr~RNING S’ISTEP4

Ei. ~ii CR RH F[IEL FIIESS L05j EIEM~iTNS ON.

(1) ’I3oost pump does Make pressure c’neck. (rier’er I Replace bcoj-;

not supply to for boost gvc~Suel pressure. pressure check.)

(2) Centrifugal stage Replace3~ the engine-driven gal stage oT

~uel does not engine-dri:rsn f’uelincrease boost pump pwnis.

28-40-1 Mar 1/70Page 10’2


PROB~LE: CAUSE ISOLI1TION PROCEDURE REMEDY

pressure more than 12

(~1) psi.

(3) Defective boost Check for fuel leakage from Replace pressurepump pressure switch. pressure switch. switch.

(4) Defective engine- Check for fuel leakage from I Replace pressuredriven fuel pump pressure pressure switch. switch.differential switch.

Check for kinked or damaged Repair or replaceinlet or outlet lines to lines.switch.

I. "LH FUEL PRESS LOW" OR "RH FUEL PRESS LOW" CA~PTION LJ~GHT DOES N(YT COME ONWHEN POWER IS ON SYSTEM AND BOOST PUMP IS INOPERATIVE OR ENGINE SS NOTRUNNING.

(1) "I~TEL WARNING Place all airplane switches Replace circuitBOOST" circuit breaker at OFF. 1 breaker.defective.

Remove all external power from

airplane. Remove left out-board forward de essentialcircuit-breaker panel and

engage "FLTEL WARNING BOOST"circuit breaker; then check

continuity across circuit-breaker terminals.

FUEL FLOW INDICATING SYSTEM

J. INDICATOR POINT~ SLUGGISH OR IB ERROR.

(1) Low ac voltage. Check for correct power supply.

(2) Faulty indicator. Interchange right and left Replace faultyengine indicators. indicator.

(3) Faulty wire Check continuity of wire Repair as

harness. harness. necessary.

K. INDICATOR POINTER SWINGS BACK AND FORTH ACROSS DIAL.

(1) Faulty wiring, Check continuity of wiring, or Repair wiring or

indicator, or I change indicator and/or trans- replace indicatortransmitter. mitter. (See figure 28-40-3.) and/or transmitter.

Mar 1/70 28-40-1Page 103


PROBABLE CAUSE ISOLATION PROCM(3RE

(2) Fuel leaks at Check for loose end fittings Replace O-ringtransmitter fittings. and cut O-ring seals on seals and tighten

transmitter. fittings.

L. SZIGIFP aR NO MOVEMENT QR INDICATOR POLNTE~R SPINS.

(1) Shorted or inter- Check continuity or wiring, or Repair wiring or

mittent circuit, or interchange right and left replace indicator.

faulty indicator. engine indicators.

U. INTERMITTENT OR NO INDICATION OF FC~EL FLOW.

(1) Broken impeller Check for indication during Replace fuel flow

pivots in transmitter. engine operation. transmitter.

28-~0-1 Mar 1110Page 104


FUEL INDICATING SYSTEM MAINTENANCE PRACTICES

WK~NING: TO PREVENT POSXISLE EXPLOSIONS DURING TKE FOL´•LOWING REPLACE~ETST PF.O-

CET)URF~S, MI1KE SURE T~T ALL AIRPLANE flnJITCHES AXE AT OFF OR ~ORMALLY~LINT4INED SAFE POSITIONS, AND THAT ALL SOURCES OF ELECTRICAL POWERARE REMOVED FROM AIRT)L~LnSE SUS SYSTEM.

NOTE: Subsequent to replacement or a fuel quantity indicator or probe, the fuel

quantity system should be calibrated.

Replacement of Wing Tank Units

A. Removing Wing Tank Units

The right and left wing intermediate and outboard wing tank units may be

reached from the top of the right and left wings through access covers.

(Refer to Chapter 6, figure 6-00-3.) The wing center section fuel cell,containing the right and left wing Inboard tank units, is equipped with

access doors for maintenance of the fuel system units. Access to wing tankunits #6 and ~k7 is provided by removing door assembly, P/N 4655~ from in-board rear spar. Access to the #5 wing tank unit is provided by removingP/N 4980 door from iliboard front spar.

(1) After locating ~uel quantity indicating tank unit or units to be

removed, defuel airplane r2~el system.

CAUTION: COMPLY WITH ALL NECESSARY SAFETY I>ROCEDURESAIRPLA~SE FUEL SYSTEM.

After gaining access to selected wing tank unit, either remove wingtank unit securing screws or loosen and remove securing clamps.Then disconnect coaxial leads from unit and remove from r’uel cell.

B. Installing Wing Tank Units

(1) Connect coaxial leads to wing tank unit and install in propermounting position, using securing clamps and/or screws. Ensurethat "O" ring seals are installed under head of screws.Make sure that access doors and/or plates are properly installed to

prevent fuel system leaks.

(3) Adjust IZ~el quantity indicating system. (Refer to ~8-40-3.)

Replacement of k~elage Tank Fuel ProbeUnit

A. Removing Fuel Probe Unit

The fuel quantity indicating fuselage tank unit can be reached throughaccess doors.

(1) After gaining access to fl~selage tank unit, remove 18 bolts and

washers retaining ~uel probe support to tank compartment and remove

st~pport and two gaskets.

Remove the two countersunk screws retaining fuel probe to cell and

remove fuel probe and cell o´•per,ing "0" ri ng.

Oct 3/77Page 401


(3) Disconnect coaxial leads from unit and remove unit from fuel eell

B. Installing Fuel Probe Unit

(1) Install MS2g513-22’3 "0" ring in groove of cell fuel probe openin~mount.

(2) Installfuel probe, align mounting holes, and secure with two

countersunk screws.

(3) Place ~65-484099 ~asket on fuel probe flsnge and 26~-484100 gasheton tank compartment mounting flange.

(4) Align holes in gaskets with mounting flange holes.

(5) Position support ring over ~askets and align holes in rin~ withholes in gaskets and mounting flanyes.

(6) Install two bolts with washers into inner two holes of supportring. Do not tighten.

(7) Install 16 bolts with washers into outer 16 holes of support ringand tighten.

(8) Tighten two inner bolts.

(9) Hook up fuel probe coaxial leads.

(10) Adjust fuel quantity indicating system. (Refer to paragraph 1 or

3 in 28-40-3.)

3- Replacement or Fuel Pressure-sensing Switches

A. Removing ~oost Pump Fuel Pressure Switches

The boost pump fuel pressure switches are mounted on brackets directlybeneath an access panel in the cabin floor. The procedure for removal ofeither switch is identical.

(1) Remove access panel in cabin floor.

(2) Make sure right and left shutoff valves are in closed position.

(3) Disconnect electrical connector to switch. (See figureCap connector and plug.

(4) Remove line between switch and fuel boost pump line. ImmediateLycap fitting on boost pump line to prevent fuel spillage. Cap fittingon switch and plug "B" nuts on line.

(5) Remove jam nut holding switch on mounting bracket; then remove

switch.

(6) Temporarily replace cabin floor access panel.

As Ra;- -il~ci Uy28-40-2Paae Lg~ al;f9

LINEWMAINTENANCE MANUAL

B. Installing ~oost Pump Fuel Pressure Switches

(1) Remove cabin floor access panel.

Position switch through hole in mounting bracke~ and install jamnut. (See figure

(3) Reniove plugs from "B" nuts on line to be installed between ;wltch

and boost pump lines. Remove cap from pressure switch. Install line

on switch. iJhen installing line on fitting in boost pump line, com-

piete installation as rapidly as possibie to prevent fuel splllagPTorque "B" nuts 40 to 65 Lnch-pound;.

(4) Remove caps from electrical connector and plug. Install connectorto plug, and safety.

(5) Install access panel.

Reulacement of Fuel Flow Indicators

A. Removing Fuel Flow Indicators

(1) Loosen round-head jac:i~screw.

instruments from -i~anel, to co´•r,nections on rear of

ins tmument.

(3) Disconnect ~ower source from instrument. Cover disconnect

CAUTION: ~LL ~LECTRZCP;i, RECEPTACLES, PLUGS, _4~rD "ITOT-

STATIC MUST BE TO i(E%P OUT FOR~IGN

IIZFITTER, FIIETAL E)ARTTCLES, T~T ~iY T~IE

TO BECO~E

(4) Remove instrument from panel.

(5) Remove clamp from panel by rsmoving jackjcrew and flush-

head attachina screw.

3. rnstalling Fuel ~Low Injicators

(1) Clean mounting clamp and instr~ment for bonding.

Remove jackscrew ~nd mounting screw from clamp.

(3) Position clamp on forward side of instrument panel with small lugat countersunk hole in panel

(4) Install flush-head SCrerhlj but do not tighten it. Iustal!. Jac~screrrrand tighten until clani7! begins to close.

ORIGINAL 1

As Recelv~d ByA3’P

~Iar 1/70

SABRE~kf N ~FZMAINTENANCE MANUAL

(5) Connec: instrument, power source, and insert Fnstrumentt in panel

(6) Hold instrument in place and ~ighten Jackscrew snd mounting

Ij. ReoLacelcent oi il:e; Flow Triir‘3clitters-NA~370-2 ~nraugh -6, -8 aid -9 AirBlsnes

A. Removing Fuel Flow Transmitters

The r2iel flow transmitters are on the left side of the engine com~ressor

inlet case. The right-hand engine must be remove~ before remov~l orinstallation of the right fuel flow transmitter can be accompl~jhed.

CAUTfON: BEFORF: RE~TIIOVING ELECTRTCP~Z, FLUC; FROM FUEL FLOW BE

SURE TO DISENCAGE "F~EL FLOW" CIRCUIT BREAKER, THIS IS TO E~-SURE THAT fiC EL~CTRICATI POWER IS ~ITOT TN TNE CIRCULT. IF AC:ELECTRICAL POWER IS ZN TfIE CIRCUIT rrifl~N ~iE FLO’ri~VIITTER ELECTRZC~U; PLUG TS REMOVED, THE FLOW IPSi~ICAT04PrV~PLIFIER WILL i~E BURI\TED OUT.

(1) Disconnect ele~trical ~lug from transmitter,

Disconnect IZ~el line fittings from transmitter.

(3) Remove S;ransmitter retaining bolts an’L~ 1F~t transrr.itter from

(4) If new transmittnr is to be instail~d, remove and retain enrj. platesfrom both ends of transmitter

B. installing Fuel Flow ?ransmitters

’t~onThe fuel flow transmitters are installed In an inverted -30´•_

metal drip shields are installed at the I’ue’_ inlet end of ’he trsnscit-ters, Tl?ij installation prevents electrical interaction between the

engine starter ground lesd and ’cransmiti;ei- rr.a~r.etic. f:ield tlrjTig enginestartina.

(1) U~Lng rear mounting boss retaining %olts, LLC~ nn

ting bracket,moun

(1A) Rotate fuel flow transmitter so that electrical connecticn is

positioned down and forward (up and forward on airplanes char~edby Se~rice Letter No. 52)Connect ~uei line to transmitter, snd torque line nuts to 750inch-pounds,

(3) Connect electrical plug to transrnitter, and ioc~rrire.

Replacement of Fueli"lOw Transmitters ~A-370-1 and -7, NA-380-1 and Later

AirplanesA, Removing Fuel Flow Transmitters

The fuel flow tr~smitter is located on the engine low~r centerline for-

ward of the fuel filter, Access to the fuel flow transmitter is throughthe engine lower inboard and lower outboard access doors,

(I) OT)er! lower inboard and lower access doors,

As Re@8jved By23-iiD-~ ATI’ Oct 3/77Page lc04

MAINTENANCE MANUAL

(2) ~Iake certain that all electrical ground potrer is removed fromthe airplane and that the electrical power master switch is at OFF.

1 (3) I)isconnect electrical plug (PSgl) from fuel flow

(4) Disconnect fuel line fittings from each end of transmitter end

remove transmitter from engine.

B. Installing Fuel Flow Transmitters

(1) Position fuel flow transmitter between fuel lines and enqzge linenuts to fittings on each end of transmitter. Do not tighten nus,s.

(2) Rotate fuel flow trans~itter so that electrical connection isI positioned srt and up. Connect electrical plug (P591) to fuel flow

transmitter and satety with loclrwire.

(3) Tora_ue line nuts to 750 inch-pounds.

(4) Close engine access doors.

Replacement or Fuel Indicators

Removing Fuel ~uantity Irdicators

The fuel quantity indicators are located on the Dilor~’s rr,st-~-me~i; ~anel and are accessible from the cockDit.

(1) certain electrical 730t´•TeT is removed from airplane.

(2) Loosen round-head jackscrew.

(3) Withdraw fuel quantity indicator from instrument panel ~o exl3oseDower corylection on rear or indicator.

(4) Disconnect electrical plug from rear of indicator and install gro-tzctive caps on disconnected electrical plugs.

C~UTION: AU EX~OSXD ~Li‘Si) TLUGS ~TST ~E

TO E~EP GUT FOR~IGNMETAL !ilAY TI~E r0 3ECS~

Remote fuel Quan"ity indicator from panel.

(5) ~elnove instrument cl~unp from panel by zorr,pleteiy ~´•ckscrowand flush head attaching screw.

3. Installing Fuel g,i;antity Indicators

(1) Clean mounting clamp and fuel quantity indicator for bonding.(2) Remove jackscrew and mounting screw from clamp.

(3) Position clanrp on folrJara side of instrument s~ith small lug at

countersunk hole in Danel.

(iL) Install flush head screw, but do not ti;;hten. Install

and tighten until clamp begins to close.

(5) ilor-nect elect,rics.l power glug "yr, aft side of fuel cuantitv

b,As Recejvec; Uya ALTP

29-40-2Oct 3/77 Page 405

i5A~IREL,INE~ZMAINTENANCE MANUAL

Insert nuel quantity indicator in instrument panel. Rold instrwner~in placeand tighten jackscrew and mounting screw.

ANYTIME A ~SEL &UAI\TTITY INL)IC~FIM-5 IS TIE~ FZT~L

&UA_NTITY INDICATING SYSTEM ~IUST BETO 28-40-3.)

&T~RIGIMAR,As C3y

28-40-2~age 406 Oct 3/77

SABFZELI N ERMAINTENANCE MANUAL

i. Adjusting Fuel Quantity Indicating System, Using TTU-68/E or MD-1 Tester

The following procedure should be performed on each indicating system. Thetank units must be dry when making the adjustments; therefore, make sure

tanks are drained. Make empty and full adjustments (accessibLe on back orindicator) by sliding indicator out of panel or removing panel from frame,taking care not to damage coaxial and wire leads. Disconnect connector fromindicator not being adjusted.

NOTE: See figure 28-40-2 for different fuel quantity test switch selections.

A. Empty Adjustment

!1) Deruel airplane.

Connect 28-volt de external power to airplane, and push in the

following circuit breakers:

"INVERTERS CONTROL NO. 2&INST"

"INVERTERS PWR TRIP NO. 2"

"FUF~:L QTY LH"

"FITEL &TY RH"

"FUEL WARNTNG LEVEL"

Place "INVERTER" switch at NO. 2. Allow 2 minutes for fuel quantityindicating system to stabilize before making adjustments with fuel

quantity test switch at center TOTAL position.

(3) Turn "E" adjustment ton back or fuel quantity indicator) until indi-cator reads zero. Momentarily actuate fuel quantity test switch tomove pointer off set position and check repeatability when pointerreturns to zero. Look directly into indicator to avoid error due

to parallax.

(4) Substitute "C1" section of TTUT-68/E or MD-1 tester (rigures~S-40-501, 28-40-502, 28-40-503, and ~8-40-504) in placeof airplanetank units as follows:

(a) Disconnect and ground tank unit low-impedance coaxial cable.

(See figures 28-40-504 and 28-40-507.)

(b) Assemble tester wire harness (g~5-810084) and cable adaptersas shown in figure 28-40-504.

Mar 1/70 28-40-3Page 501

1_JS~BRELINERMAINTENANCE MANUAL

TEET rug ’T’ ADAtfCIII~ II IN.

LC-0)03(FLUO INTO TEST lf*J1OJI)~KIIIICLI ´•´•I*) UNINNORR C*UI LIQVIM)METER

Fa~´•:71 4133671.’4299444’

RECEPTACLE ").")4)116~,M´• COAXIM~AUI(1100 INTO TEST

UQ174A/U

*12161EK´•(LC´•92´•03)

(nUGINTOTIST LIOUIDOMETERRECEPTACLE "c.~7

LINENIELDRD CAME

CALIBRATION CAID~ i-TEST RKERACLES (102 HIGH CAPACITANCE. CONNECT TO "A" AND WITH CAPACITANCE 5ET AT C1 ORC3. FOR LOW C~PACITANCE, CONNECT TO "B" AND "C" WITH CAPACITANCE SET Ar C4.)

STORAGE COMPARTMENT(FOR TEST LEADS)

DESICCATOR 1000_1 2000

-C4e*IACR*NCE0--cT~--1000looosooo20-6200I1c(AD)USTAILE FROMIOfO?lOUUrONLY. REPLACEWHEN CZ C2

SETTING OT C1 ANDC31 I DESICCATOR 200´•1000 UUf 1000´•~000 VUF UUF UUF

NOT AFFECTED.) TVRNJ PINI(IN COLOR.

RANGE OF C1. CHANGE SETTINGS

O OF C2 AND C3 AS REOUIRED.C1 ca

10-210 UUF 10-210 UUFSTOP

ARIUITMENTLOCK OJt(MOYE UT TO "STOP" LOCI(

DESICCATORIDO NOT USE TESTERIF CRYSTALS C1 CACACITANCE (ADJVSTAI)LE FROM 20 TO 220 VUF.ARE ALL PINI(.) RANGE MAY IE INCREASED Br SETTING C? OR C3 IN OTHER THAN 0 POSITION.)

C1 AND C3CAPACITANCERANGE SWRCHI---’ TEST ADAITERS

t----~-----l?l´•´• RED BARREL TERMINAL NO. 12

4122621’ 60St

COAXIAL CABLE BLACK 643321 TERMINAL NO. 131- 12 IN.

4123693’ 6936UNS~IELDLD CABLE RED BARREL TERMINAL NO.

t----=-----l?l´•.UG-BB/ U4111693’

COAXIAL CABLE

_

_I- I1IN.EAS1O?R-1A4111496’LIQUIDOMCTEII

UNSWIELDED CABLE

n_

1-12 IN.

UO-BB/U4111693’UNSHIELDED CABLE

l?lN.

412347342’UNIC(IELDED CABLE

´•MINNEAPOLIS-HONtrWLLL t MLILLER ELECTRIC CO KINGS ELECTRONICS CO

TTLT -68/E Fuel Quantity Variable-capaci´•t;ance Tester28-40-3 Figure 28-40-501 Mar 1/70Page 502

ri

SABRELINERMAINTENANCE .,,MANUAL

TEST LEADS ’T’ ADAPTERS

721N.

41226nC413166819 LC-93-03(PLUG INTO TESTRECEPTACLE "A.") (EA-5203R)

UNSHIELDED CABLE LIOUIDOMETER

41226789721N.

4122668’/PLUG INTO TEST BRECEPTACLE "8.")

COAXIAL CABLE UG-274A/U721N.

412167El(+ (EA-szo3s)(LC92-03) L

RECEPTACLE "~.")411166M*UNSHIELD~DCABLE

LIQUIDOMETER(PLUG INTO TEST

STORAGE COMPARTMENTCALIBRATION CARD

(FORTESTLEADS)

TEST RECEPTACLES (CONNECT TO "A" AND "8" WHEN CAPACITANCE IS SET AT C1.WHEN CAPACITANCE 15 511 AT C3. CONNECT TO "Il":AND "C.")

DZnrDRAT3R ABC~OM)

C3 CAPACITANCEo --sooo

(ADJUSTABLE FROMREPLACE WHEN CZ UUF UUF10 TO 210 UUF ONLY.DESICUTOR TURNS 10005000 UUFSETTING OF C2PINK IN COLOR.NOT AFFECTED.)

TO INCREASE CAPACITANCE RANGEOF C1.CHANGE SETIING OF CZ AS

Cl C350-1100 UUF )0´•210 UUF

STOP STOP

O O

LOCKADJUSTMENT LOCK(MOVE UP TO "STOPPTO UNLOCK. MOVEDOWN TO LOCK.)

DEHrDRATOR(00 NOT USE TESTERIF CRYSTALSARE ALL PINK.) C1 CAPACITANCE (AoJusrABu FROM 50 TO 1100 UUF.

C3 CAPACITANC~´•-J RANGE MAY BE INCREASED IIY SETTING CZ H OTHER THAN "O" POSITION.)

RANGE SWITCH(0510 TO SET RANGE OF TEST ADAPTERSct ONLY) RED BARREL TERMINAL NO. 12

121N.

~11169r* 6mt

COAXIAL CABLE BLACK BARREL TERMINAL NO. 13_~

1-12 IN.

4121698* El 60StUNSHIELDED CABLE BARREL TERMINAL NO. 5

_ _

t----=Z~--------lzlN.UG-BB/U41P169F’ 614

COAXIAL CABLEI-

121N.4122695’ EA5202R-1*LlaUIWMnER

UNSHIELDED CABLE121N.

4122641* UO-B(/UUNSHIELDED CABLE

412169J* 413367865’UNSHIELDED CABLE

9 MINNLAPOLIS-nONEYWELL 9 MULLER ELECTRIC CO KINGS ELECTRONICS CO 5110´•1~(´•31

MD-1 Fuel Quantity Variable-capacitance TesterMar 1´•/70 Fi~ure 28-40-502 28-40-3

Page 503

OBFIGIMA(L SABRELINERwecCO?ked By MAINTENANCE MANUALA$j~

:U 1-´•lnM´•61226611 a I\ r BNC (5TD) PMnPLVO--M*LE

DM "A," "E," OR "L" POLARITY-BNC JMnJACR-MALI

TEST TO DM ADAPTER AND"A." "E." OR DMmDAOI-MINIATDRI

RKP "A" O "L" POLARITY TEE (LOW-IMPEDANCE) INCnSTANDARD ADAPTIIJFnJACI(--rlM*LE

a MINNE*WUWIONIYWIUPART NO.

Rfn CAILE LL*"

tuaulDomntnPART NO.

rm(spEac~q IrPM INC41226661 a (STD) DM "8" OR "J" POLARITY--BNC TO DM

ADAPTER AND "8" OR "J" POLARITYTEST Ir TEE (REFERENCE CONDENSER)RKC

a PmnUdR/E 41226693

ORMD-I TEST CAW "C’ nn CAILI ´•´•n~

TESTER DM "F" OF "I(" POLARITY-INC TO OM1M PM ADAPTER AND "F" OR "K" POLARITY

uots/u 1, TEE (nlGn IMPEDANCE)TEnI[CP "I’

INC (S1D)RAND

TIT CAIIl "Y’ 1M nn uwN (co*xl*4 6122671* (COAXIAL)~llt661

IW CAILI "O"-T~M 01"1~’ WL*RITI-INC TO DI

Jr t ADAPTER AND "8" OR "1" POLARITYnn CARLI "D’ rr 6132696 TEE IREFEReNCE CONDENSER)

RIT JrC*UI "il’--~ 4111~91 NOtE For.ddi(iond ad.ptar informo(ion, las "Fuaa Quantir/

Indicating SYllem Coaxial CabIo Connoctorl anci To,t´•r CalbbAdapkr Kit" illudrotion.

CARLE, PIUO, AND TEE ADAPTER PARTS LIST

DESCRIPTION i MFR I PARI NO. I QUANTITY

CAILE *DICIHIMATES 8NC STANDARD PLUO--DM JACK "8" POLARITY I DAOE 1-399´•1- 1

I "A""F""J""K" j 5727-1 1 2

57261 I 1

5963.1 I 1

5725-1 1 1

56461

MATES )NC STANDARD PLUO-DM JACK "L" POLARITY I 1 1 5971´•1

l;(ATES INC STANDARD ICSI(--)NC STANDARD JACK I D~CE 1 34161 1 1(OR UG-491

RI ADAnIII(JAC~-JACI(+IOQ) DM "I" POLARITY I DAOE 1 1-j91´•1 1 2

"1" I 1 I 1´•P6~-1 I i

"P" I I 1 1-617-1

"I" I I t

"A" I I 1 1-333-1

´•´•e´•´• I t 1 1´•1)*61

(JACI(-IACK-CLUG) DM "L" POLARITY I DAGE 1

Ille3~w,

TmU-68/E or MD-1 Tester Cable and Adapter Assembly Schematicfor Testing Fuel BLlantitY Indicating System

28-40-3 Figure 28-40-503 Mar 1/70Pt~e 504


(c) Disconnect airplane wire harness from fuel quantity indicator.Restore connection by installing tester wire harness (265-810084) between fuel quantity indicator and airplane wireharness as shown in figure 28-40-507.

(d) Connect test cable "A" to tester receptacle A. Connect testcable "B" to tester receptacle B. (See figures 28-40-504 and

28-40-507.) Do not connect tester reference condenser lead(test cable "C") to tester receptacle C.

(5) Adjust "C1" section of TTIT-68/E or MD-1 tester until indicator readszero. The capacitance value read on TTU~-68/E or MD-1 tester shouldbe 151.16 (1´•3´•5, -~´•o) uur, indicating that all tank units were

properly connected when making the empty adjustment.

(6) Adjust "Cl" section or TTU-68/E or MD-1 tester until indicator readsabout 500 pounds. Slowly decrease tester value until caution lightcomes on. Indicator should read 307 (~20) pounds.

B. Full Adjustment

(1) Connect "C1" section of TTU-68/E or MD-1 tester in parallel withtank units and "C3" in parallel with reference condenser as follows:

(a) Reconnect tank unit tow-impedance coaxial cable.

(b) Connect test cable "C" to tester receptacle C.

NOTE: Under these conditions, the test setup is exactly as

illustrated in figure 28-404-507.

(c) Note that tank unit and tester high-impedance leads are con-

nected in parallel.

Set "C1" section of TTIT-68/E or MD-1 tester to capacitance value of

176.59 uuf.

(3) Set "C4" section of TT[J-68/E or "03" section of MD-1 tester to

capacitance value (reference condenser) of 31´•13 uuf.

(4) Turn "F" adjustment ton back of fuel quantity indicator) until indi-cator pointer coincides with last scale mark on dial. Then momen-

tarily actuate test switch to move pointer counterclockwise and

check repeatability when pointer returns to last scale mark. Look

directly into indicator to avoid error due to parallax.

(5) Disconnect and ground coaxial cable leading from tank unit refer-ence condenser.

Mar 1/70 28-40-3Page 505

OBBIOIMAB SABRELINERAs Received By MAINTENANCI MANUAL

a7iP

LEGEND CONNECT 10 CUEL QU*NTITI IND

Pr=PIUO--~IM*LE DM--O*OI--MINIAIURIPM~rLUO--M*Lt BNC=STANDARD ADAPTER L 7 D 8 C I P U J n R A w

IM=JACK--M*LE IF-JICI(-~IM*LE

TEST8808 "~L" ´•I--´•I~

TEST CABLE "A" ADAPTER 8190 (STD) TOPM OM--"A" POLARITY41226611’ POLARITY TEE

.M SPECIAL (LOW-IMPEDANCE)JP 41226718’412166M´• rm~

PM UO-BB/U r;l I I I I I I I I I I I I 11TEST ,~L I r ~I I I I I I I I I I I I IN.RECP "C"

ADAPTER 8110 (STD) TOTTU-6B/E 412269J1 DM--"8’. POLARITYOR "8" POLARITY TEE POLARITYMD-l rsrT c*au (R~I: CO*IOINSER) I I ~L (HIGn-IMPLD*NCt)tEftER TEST CABLE "H"

412267L’JPC 1M4111~9F’ PM UG-BB/U~Jm TEST CABLE "F", J llF

TESTRECP"B"C" II. I I IP

TEST CABLE "B" ADAPTER 8110 (STD) TO DM-"F" POLARITY

PF4111661’ CONNECT TO FUEL QUANTITY r. 1 ´•r n 9 r 1 I u

IND AIRPLANE WIRE HARNESSJP E*)1011´•?* t7 /-DM "A" 01 "E" POLARITY --BNC

1M412269FTEST CABLE "O" TO DM ADAPTER AND "A" OR "8"

POLARITY TEETEST CABLE "D’’1 cPF 4122698 1

JF NOTE Fot.dditionol .daplsr inform.Hon,llIlldPl’ INC (STDJ

lee "Fuel Quantity Indicating Sy,tem CoaxialCable Connectarr and ferter Cable AdapterKit" illurtration.

CABLE ADAPTER AND WIRE HARNESS FLIRTS LIST

DESCRIPTION I MFR PART NO. I C)UANTITY

WIRE nARNESS-268-610084CONNECTOR PLUG I AMPHENOL 167-01C18´•bZP I 1CONNECTOR SOCKET I AMPHENOL 167-06(318´•6251 1DM CABLE PLUG "8" POLARITY I DAGE I 1-6301 I 2DM CABLE PLUG "F" POLARITY I 1 1-718´•1 1 2DM CABLE PLUG "A" POLARITY I T 1 1-3731 1 2DM TEE ADAPTER "8" POLARITY (JACK--IACK--IACKJ 1´•709-1DM TEE ADAPTER "F" POLARITY (JACK--JACK--IACKJ )´•711-1DM TEE ADAPTER "A" POLARITY (JACK-JACK-JACK) DAGE 1708-1COAXCABLE-SUPRENANT 12219WIRE, INSULATED I I AN-?oWIRE. INSVLPITED WITH COVERED SC((ELD I I AN?2

CABLE ADAPTERS

MATES BNC STANDARD PLUJ--DM JACK "8" POLARITY I DAGE 1 1-399-1 2

MATES BNC STANDARD JACK--BNC STANDARD IACK 1. 3426-1 1 1

MATES BNC STANDARD PLUG-DM IACK "F" POLARITY 5726-1 1MATES 8NC STANDARD PLVG--DM JACK "A" POLARITY 57251 1

MATES DM TEE ADAPTER "8" POLARITY (JACK--I*CK--PLUGI 1-331-1MATES DM TEE ADAPTER "A" POLARITY (JACK--IACK--PLUG) 1-333-1

MINNEAPOLIS nONEYWELL PART NO. tllaUIDOMnEI PART NO. 13101´•lL1~

TTU-68/E or MD-1 Tester Cable and Adapter Assembly Schematic forCalibrating Fuel Quantity Indicating System Indicators

28-40-3 Figure 28-40-504 Mar 1/70page 506

SABRELINE1RMAINTENANCE MANUAL

Adjust "C4" section of TT~Ti68/E or "C3" section or MD-1 tester untilindicator pointer coincides with last scale mark on indicator dial.Capacitance value read on tester should be 56´•~3 (41.0) uuf, indi-cating that reference condenser was properly connected in circuitwhen making the full adjustment.

(7) Disconnect TTIT-68/E or MD-1 tester leads and reconnect airplane ref-erence condenser coaxial cable. Make sure tank unit coaxial cablesare correctly reconnected.

(8) Check that indicator reads zero. Repeat entire adjustment procedureif "E" setting is incorrect.

(9) Safety "E" and "F" adjustment covers with lockwire and install indi-cator in panel.

NOTE: The following adjustments are to be made after all the systemcoaxial leads are reconnected.

(10) Place fuel quantity test switch at RH IND, RH W~NG, LH IND, AUX and

gain access to "L WING" and "R AUX" adjustment cap covers on relaycontrol unit.

NOTE: On same airplanes, two holes (with plug type buttons instal-led) are provided in the cabin console side panel for access

to the fuel quantity unit adjustment screws.

(11) Turn "L WING" adjustment until left fuel quantity indicator reads

zero, and turn "R AUX" adjustment until right fuel quantity indi-cator reads zero.

(12) Place fuel quantity test switch at TOTAL.

Testing Fuel Tank Unit Capacitance and Coaxial Cable _Insula´•t;ion Resistance,Using MD-2A Tester

NOTE: A tank unit that appears defective may not actually be defective;there may be a drop or water in the connector. Water in a fuel cell

may have bridged the tip of the tank unit, or test leads may be

faulty.

The insulation resistance test may be made with the wire and coaxial cable

assemblies installed if disconnected from any system component.

CfiUTION: AN OHMMETER (O TO 200 MEGOHMS) MCIST BE USED MCLUSNEZY IN CON

DUCTLNG THE INSULATION RESISTANCE TESTS IN FU~EL TANK INTERLORS.DO NOT USE 500-VOLT MEGGER TESTER.

FAILURE TO OBSERVE POLARITY WHEN CONNECTING CABLE: TO POWER SOURCE

WILL RESULT IN A SHOCK HAZPLRD, BLOWING A FUSE, OR OVERLOADING OF

THF: 115-VOLT AC POWER SOURCE.

jul28-40-3Page 507


As Rec,sivad By8rpp ADAPTER LUDS

t---------’’ ’"´•----------IE

EA 52021-13 EA WOltlA

~CL- 191N´• t-----IZI"´•---------1C.

EA 120111A EA 52021-4 U 12011-4

t~-----12IN.

EA 51021-4 EA 52025-13 4122421

TEET LEADAND ADAPTER ~-------12 IN. -1

POWZIICABLEIRACKEJ, IeA 610214 4111~9)--

TEET RfCfnACWCAPACITANCE INDICATOR (CAPACITANCE OR MEOOHMMmll

(USED ONLY WHEN FVNCTDN 610UND TERMINALSELECTOR SWITCH IS AT (USED TO PREVENtCACACITANCE UUF AND UNIT ACCIDENTAL ELECTRICAL

8kiJ;J~ :´•´•.r~’ TEET RECEPTACLES "A" *NDUNDER Ten ~S CONNECTED 10 12310203 131\203SHOCK DURING 7ESrmG)

0 ~i,fo 0 0

IANOC

O

~o ~o

CAPACITANCE

m irr

oo

o

000 00 0

103311 RKErTmROONmIRRTRR nnImaN*~RRMINAU

POWCRMEOONMMETER RANOR

Pows

MHWHIMMmR INDICATOR~c--------u IN.

~6r"----------- AUI1O1EIA

Cc------------ (U

NOtf rh. pr´•fix "EA" id´•ntifi´•~ EA 51611-4 COmK701CAUOI U 1130113Liquidom´•(´•r part numb´•r~. Oth´•re ar´•

Minn´•clpoli,´•Hon´•yw´•II part~.

IOR UADI

I-

K)WER UIUm~Ju,

rMD-2A Fuel Quantity Capa~itance and Me’gohm Tester

28-40-3 FiQ~ure 28-40-505Page $08


TO OBTAIN CORRECT REPID~NG, DISCONNECT ALL UNITS AND LEADS NOTBEING FROM UNIT UNDER TEST.

THE TESTER MIJ~S11 BE EARTH-GROUNDED DURING CALIBRATION AND TESTING CFCOMPONENT. FOR AIRPLANE USE, THE AIRPLANE AND TESTER M~ST BEEARTH-GROUNDED AS WELL AS GROUNDED TO EACH OTHER.

NOTE: When measuring insulation leakage or an individual circuit unit, thefollowing is to be used as a guide. Between either terminal andground or between both terminals or a tank unit or the reference con-

denser, the minimum reading should not be less than 500 megohms; be-tween the coaxial and ground, the reading should not be less than100 megohms.

The MD-2CI fuel quantity capacitance and megohm tester (rigures 28-40-505, 28-40-506, and 28-40-507) is used to test capacitance of tan~units.

The Mn-2A tester requires 115 (f10) volts ac, 400 (f40) cps, and38-volt amperes of power. When connecting power lead, always connectblack clip to low side of power (airframe) and red clip to high sideof power.

Allow a minimum or 5 minutes of warm-up time for MD-2A to s~f;dcilize.MD-2A tester is stabilized, the megohmmeter range switch is

positioned at CAL. The indicator should read ".5 GAL" (+1/8 inch).When the capacitance range switch is set at "X10," the indicatorshould read "0" (’3´•0) micromicrofarads (uuf). Calibration of MD-2Atester is required if readings exceed tolerances given. MD-2~ testertolerances must be added to capacitance values obtained fromtable.

A. Perform test as follows:

(1) Connect test lead between tester ground terminal and airplane ~truc-ture. (See figure ;28-40-507.)

Di;connect all other circuit unit;; from unit being tested and con-

nect applicable adapter lead (figure 28-40-506 or

(3) Measure capacitance or each tank unit. Then read value fromappropriate indicator on MD-~A. Capacitance values can beobtained from the following table of tank unit.

Jul 6/73 28-40-3Page 509

i SABRELINERMAINTENANCE MANUAL

TAPiK UNI’T CAPACITANCE (DRY

CAPACITANCETANK TANK UNITTANK UNIT NO. PART NO. MINIMUM AVERIIC;E MAXIMUM

LH and RH 1 B347-2063 or 20. 08 20. 58 21. 08010-003-001 20.33 20.83 21.33

LH and RH 2 B347-2064 or 27. 22 27´• 72 28. 2227.49 27´•99 28.49

LH and RH 3 B347-206T or 18. 56 lg. 06 19. 56’1 18. 80 lg. 30 lg. 80

LH and RH 4 B347-2066 or 31. 78 32.28 32. 78010-003~004 32.28 32.78 33.28

LH and RH 5 EA772-2067 or 11. 20 11. 70 12. 20020-006~001 11.20 11.70 12.20

LH and RH 6 3~772-2068 or 7´•41 7´•9102010061002 6.91 7.41 7´•91

LH and RH 7 EA818-S10~9 2.13 2.63 3´• 13reference 25.00 25.50 26.00condenser

or

0~1-002-001 2.53 3.03 3´•53reference 25.50 1 26.00 26.50condenser

Auxiliary 8 29. 66 30´• 16fuselage I teach

circuit)

3´• Adjusting Fuel &uantity Indicating _System, Using TF20-1 Tester

The following procedure should be performed on each indicating system. Thetank units must be dry when the adjustment is being made; therefore, makesure tanks are drained. Make empty and full adjustments (accessible on backof indicator) by sliding indicator out or panel or removing panel from frame,taking care not to damage coaxial and wire leads. Disconnect; connectorsfrom indicator not being adjusted.

28-40-3 Mar IhoPage 510

QRIGIBQd~LAs 8ca~ivsd By

BS‘P NA-69-420MAINTENANCE MANUAL

LEGENDPF=PLUG-FEMALEPM=PLUG-MALE~M=JACK--MALEDM=DAGE--MINIATUREBNC=STANDARD ADAPTERJF=JACK--FEMALE DM "B." "J." "A." "E." OR

POLARITY -BNC TO DM ADAP~ER

PF JF BNCEA 52028-4 EA 52018-4

rrrrDM’~B," "J," "E.~’ OR "L"POLARITY TEE IOW-lhlPEDANCE OR

arcr ’´•s~´•O a CONO~NSER

PM TEST CABLE "E" OR 3426-1EA 52025-1A PM

(OR UG-491BiU) ADAPTEREA 52025-14

MD-2TESTER TEsrCABlE"B"

4112698JM PMEA 52015-14 EA 52025-1*

~´•´•,´•oBNCTEST CABLE "H"

ICOAXIAL) (STD)

PM LTEST CABLE "A" LEA 52021-4 L--TEST CABLE "E" OR 3426-1 \LDM "F" OR "K" POLARITY-BNC TOEA 52028-14--1 (COAXIAL) (OR UG-4918iU) ADAPTER DM ADAPTER AND ,’F" OR "K"

POLARITY TEE

:HIGH~MPEDANCE

TEST CABLE "C"PMEA 52025-14

NOTE For odditionol adopter informotion, see "Fuel PvonlityIndicating System Caaxial Cable Connectors and Tester CableAdapter Kit" illurtration.

CABLE AND TEE ADAPTER PARTS LIST

DESCRIPTION I MFR I PART NO, I OUANTITY

CABLE ADAPTERSMATES BNC STANDARD PLUG--DM JACK "8" POLARITY I once I 1-399-1 I 1

5727´•1 1 1

"F" I I I 1 5726-1

"K" I I I 1 5963´•1 1 1

"A" I I I 1 5725´•1

584~´•1 1 1

MATES BNC STANDARD PLUG--DM JACK "L" POLARITY I DAGE 1 5972-1

MATES DNC STANDARD IACK-BNC STANDARD JACK I DAGE 1 3426 i 1 2

(OK U~: ´•IYIB UI

TEE ADAPTERS

(JACK´•JACK´•PLVG) DM TEE ADAPTER "B" POLARITY I DAGE 1 1-332-1

1-965´•1 1 1

´•´•A´•´• 1´•968-11-333-1"F" 1-847-1 1

"K"

1-846-1

(JACK-IACK-PLUG) DM TEE ADAPTER "L" POLARITY I DAGE 1 5235-1

S?70´•?-48-)t

Figure 28-40-506 MD-2A Tester Cable and Adapter Assembly Schematic for TestingFuel Quantity Indicating System

28-40-03Page 511

0 COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85

NA~-420MAINTENANCE MANUAL

165-(10014 WIRE HAI~JEIS

L´•. .AIAIA

X)- 1 I --3--------~flFII1

o I IE CI CL U

111 CUEL QUANtllY INMCAtOl(~LOI’S INlo*RO INSRUmENI PIML)

REFERENCE CONDENSLRloW IRIIREOAIJeE lt,t CAILE I I IESt CAILE t

HIOW IMIEDANCE CARLE

MmDUIOI 20007 COYK#--W)(K)1000--\\ ~000

100~c1011Rrrwr wntn cl uw wt#IYC~OI TUINS 1000´•5000 WTPtMRl COla(L.

111 HCIULI W*CR*NQ UmWCT Ct, tn~noc REmrto or cl *sREoUlRED.

C1 C3W)-1100UUF ,ollauuF

s~or S~OP~""-I O O

CoCI( b~YI locle

DIICONWECTED *nD GROUNDED wNeN PERFORMING’~eMPtl" CNCCI

t NOT CONNECTED WnlH PLRFORMING "EMPTI" tnECI

s?es-2-4~-lo*

Figure 28-40-507 Fuel Quantity Indicating System and Test Setup (Sheet 1 of 2)

28-40-03Page 512Sep 20/86; CQPYRIGHT, 1;985 BY SABRELINER CORPORATION


265-810084WIRE HARNESS

r

TO TEST SwlTCn

,1 I

x\ r-l i ~II I I r ’111( Iii, ,X

I I I I8473-2134 OR8472-2210

1 811 HIEL QUANTITV INDKATORSI I I I I TANK UNITii LER WING I I I*f,l,,,,,,,, I Lifi I I ~ICHT 19180 F ’P’LDT~S INIOI~D P*HEL1

1 NO 8~I I i Ti? 8A7t2-2068LlT

TANK UNITTANK UNIT ,1ICANT WING ICANT wlNCSrA 13 rwD) I I

_ I I 1 I ill STA 13 Two)

’ik~l I´•-1 "1’ i L I I I I I No 7 No 6NO. 6 1= 1 NO 7

Ili~ i-I~----------C--C, I I I 1 I I I I

EAB10-1069 1 i I I I I I I I I I I LAII 8-2069TANK UNIT I I I I i I i I I I I I 2; /--e rO..FUEL OTY.. TANK UNIT

84772-2067 (CnNT WING TFST SwlTCH (CANT WING 84772-2047ollb d 9 h L m (3N PINLLJ 51* 13 ~´•rT) TINY UNIT HO~NO 5) TANK UNIT STC. 13 AFT) 2 311 13 3

(CAN7 WING 1 (CANT WINGsTA lei I RELAY CONTROL UNIT I STA 281

IINTLRNnl WIRING OF THIS UNIT iS SHOWN ON"FUCL OUnNTlTr INDICATING SrSTEM SCHEMAT~CILLUSTRATION

COAXIAL CABLE AND CONNECTOR LKiEND8347-2066

no TINY UNIT Dirt 8242-2066cool KXIYlTr IY~DINCE nIsCIIPIK)N NO 1rIlt No. TANK UNIT

:C*NT WINGSTA l2, 1 I 1-719-1 1 A LOW I I I (CANT W1NC

SP*l FITTING ST* 1311 1-73~1 1 I (PEFERENCE CA)LE iAC1(

j Sl)5-1 1 F HIGH

AI 1-7Pbl I LOW

83$1-1065 1 I S 1 1-797-1 1 IRfFERENCE_I I sul-t0~lNO 3) TANK UNIT I RELAI CONTROL UNIT LEGEND I r 6 T F I HIGH II ~UL*Hf*D NOTANK UNIT

FLED THRUIWING STA 8173) t 1 1-~99-1 E LOW )I J*CI. (WING ST* 87 73)

a LIND LOW 9 R AUX HIGH1-PJ7-i I 1 ’‘OGH

b L AUX LOW h R IND HIGH9 I I-PSa-l I 1 a~FFaENCE

I WING IOW i R WING HIGH 1 r~0 I 1-373.1 A iOw

8347-2064 1 d LWInGHIGH I L IINDLOW I Lllll-630-I I I 8242-2064NO 1) TANK UNIT I 9 I IND HIGH I II WING LOW I I 12 1-718-1 1 F HIGH I TANK UN11 (NO I

(WING STA 1391 1 1 1 1-719-1 1 E iOW I (WINC STI InIf I AUX HIGH m R AUX LOW

14 1 3137-1 1 1( ;WICH

Ir 1 1-938-1 1 I REF I PLUG

16 1-9)9-1 1 L I LOW

17 6211-1 1 REF8347-2063 B342-lDd3

No I) TANK UNIT I 18 5196-1 A LOW 1 I I TANK UNIT jNOIWINC STA 107) 1 19 6219-1 E LOW I I I (WING STA 1071

20 621%-1 1 I RLF

s265-?.qe-29n

Figure 28-40-501 Fuel Quantity Indicating System and Test Setup (Sheet 2 of 2)

28-40-03Page 513/514 Blank

0 COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85

SA R~:LI N EMAINTENANCE MANUAL

NOTE: See figure 28-40-2 for fuel quantity test switch se:ection;.

A. Empty Adjustment

(1) Deruel airplane.

(2) Connect 28-volt de external po~rer to airplane, and push in the

following circuit breakers:

"I~\1VERTERS CONTROL NO. 2 se I~JST"

g "IT~ISVERTERS FWiR TRIP ~$0. 2"

a "FUEL &TY LK’1

e "FUEL ~TY RH"

"FUEL WILF~;TTP´•TC;

Place "INVSRTER" switch at NO. 2. Allow 2 minutes for r7uel auentltyindicating system to stabilize before making adjustments ~itd fuel

quantity test switch at center TOTAL position.

(3) Turn "E" adjustment ton back of Fuei qua.ntity indicator) until indi-cator reads zero. Momentarily actuate fuel quantity test switch to

move pointer off set position and check repeatability when pointerreturns to zero. Look directly into indicator to avoid error due to

paralla,u.

(4) Connect TF20-1 test set to 115-volt ac 400-cycle power source.

Ground test set (to ail-plane, if power is taken from this ource~:Allow 5 m;-nutes for test set to warm up.

(5) Disconnect airplane wire harness from IZlel quantity indicator. RE-

store connection by installin~ test wire harness 265-3100~4, partof adapter kit 265-810081, bet-~een l’uel qu~ntity indicator and air-

plane wire harness.

NOTE: Assemble tester wire harness and cable adapters as shown In

figure 28-L~,504.

e lor empty calibration, the cable hookup should be as shownin fi~ure 28-40-509, detail A.

Figures in parentheses refer to control identificationnumbers in figure 28-40-508.

(6) Place "CAI" RES CHECK" switch (1) at CAP, "RPLL~CE SELECTOR" switch

(2) at X3, and "FT_T~TCTIOTJ SELECTOR" switch (3) at TEST. Loosen c

clamp (4) and rotate "PF,CBE 25-250 !i~i’" knob (5) until i~uel q´•Liantityindicator in airplane reads zero.

Mar 1/10 ~8-40-3Page 515

SABRE:LI~EPi

MAINTENANCE MANUAL

(7) Place "FUNCTLON SELECTOR" switch (3) at PROBE SET. The "CAPACITAPJCEINDICATOR" should read 151.16 (c3.5, -2.0), indicating that the tankunits were properly connected when the empty adjustment was made.

(8) Place "FUNCTION SELECTOR" switch (3) at PXOBE SET and rotate "PROBE25-250 MMF" knob (5) until "CAPACITANCE INDICATOR" reads 57´•70 uuf

(T7´•70 x 3 equals 173.10 uuf). Tolerance is uuf.

(9) Place SELECTOR" switch (3) at TEST. The fuel quantity in-dicator should read 500 (+20) pounds. With "PROBE 25-250 knob,decrease tester value until fuel level caution light comes on. Thef‘uel quantity indicator should read 307 (+20) pounds.

B. Full Adjustment

(1) Connect TF20-1 tester as shown in figure 28-40-509, detail B.

(2) Place "FU~SCTION SELECTOR" switch (3) at PROBE SET. Rotate "PROBE25-250 MMF" knob (5) until "CAP_4Cl’rKNCE 7IC;IDfCATOR" reads 58.86 uuf

(58.86 x 3 equals 176.58 uuf). Place ~FUNCTION SELECTOR" switch (3)at COMP SET and "’IIP~TGE SELECTOR" switch (2) at X1; then loosen clamp(6) and adjust "COMP 25-250 MMF" knob (7) until IXrDI-CBTOR" reads 31.13 uuf. Locli clamp (c;). Return "RANGE SELECTOR"switch (2) to X3. Place SELECTOR" switch (3) at TEST.Fuel quantity indicator should indicate approx-imately FULL. Adjustfuel quantity indicator full adjustment until indicator pointercoincides with last scale mark on dial. Look directly into indica-tor to avoid error due to parallax.

(3) Disconnect and ground reference condenser lead at point "A" as shownin figure 28-40-509, detail. B.

(4) Place XEI~:CTOR" switch (3) at TEST and SELECTOR"switch (2) at ;(3; then loosen clamp (6) a.nd rotate "CO~ITP 25-250 i~´•/F"knob until fuel quantity indicator pointer is on last scale mark.Place "FITP~TCTION SELECTOR" switch (3) at CO~,TP SET and "RANCE SELECTOR"switch at X1. The I~TDICATOR" should r,Pad. 56.3 (-+~.oo)uuf, indicating that the reierence condenser was properly connectedin the circuit when the ruZ1 adjustment was made.

(5) Disconnect tester leads, and unground and reconnect airplane refer-

ence condenser, The f~el quantit?J indicator should read zero. Re-

peat entire adjustment proce~zire if "E" setting is incorrect,

(6) Safety "E" a.nd "F" adjustment covers with lockwire and install in-dicator in panel.

NOTE: The following adjustments are to be made after all the sys-tem coaxial leads are reconnected.

28-40-3 Mar 1/70Page 516

ORIQIWnk SABRELINERAs Rec~la,od By MAINTENANCE MANUAL

A~s-P

TEST LEADS "T" ADAPTERS

721N.412266H* 412267T* LC93-03

(PLU% INTO TESTA

IEA-5203RiRECEPTACLE "A".) UNSHIELDED CABLE LIPUIDOMETER

72 IN.

412267L c4122668*

RECEPTACLE "B".) COAXIAL CABLE

(PLUC INTO TEST B

UG-274A V

72 IN. (LC-’)2-O3)$412266M r 412267EK

RECEPTACLE "C".)UNSHIELDED CABLE

En-52035(PLUG:NTO TEST LIPUIOOMETER

2 1 8

mrm UNITCIPICIT~INCE INOICITLIR YEbOR*YrTLR

GRO

Q

-eso

2 c-cnos´•cno

xr RL6

CIP-REStHEEI

x, rlo noJ

´•´•-´•´•B RES

.*mE SELECTM1 RINGEX:O~OECTOROIT

(C,,,,_I

rurrlOH SELECTOR

UIISH

r"---´•´•-´•-´•´•- cauP

IND

MODEL TF-20 TEST SET FRONT PANEL 5 4 3 0 7

TEST ADAPTERSRED BARREL TERMINAL NO. 12

~-_12 IN.

4122698 605 t

_,~C~--F----I

BLACK BARREL TERMINAL NO. ljCOAXIAL CABLE

N.

4122698* 605 tUNSHIELDED CABLE ’i RED BARREL TERMINAL NO. 5

412269F*U

UG-88 V

COAXIAL CABLE121N EA5202R-ZA

4122698* LIPUIDOMETERUNSHIELDED CABLE

412269J* UG-88 U

IINSHIELDED CABLE

412269J*12

3122678M*VNSHIELDED CABLE

)iiO-)´•f8-I.?MINNEAPOLIS-nONEYWELL t MIILLER ELECTRIC CO KINGS ELECTRONICS CO

TF~O-1 Fuel Quantity Variable-capacitance Teeter

Mar lj70 PiFurt! ~0-)1-0-50n ~8-40-3Page 51’1


DISCONNECTAND GRD

265-810084 WIRE HARNESS

AIRPLANE

O AIAI IA L~I WIREHARNESS

FI F IFFUEL QUANTITYINDICATOR I E~-----( I 8 I 8(TYPICAL)

COAX

VNSH

OCOME

TF20-1 TESTER

DETAIL A

265-810084 WIRE HARNESS

L~--(AI A JA’ ’L AIRPLANEWIRE HARNESS

FI F IFFUEL PVANTITYINDICATOR IEC----l ~---------´•lel a BI CI ’E(TYPICAL)

POINT A

(ADAPTERDISCONNECTEDAND GROUNDED*5 REPUIRED)

UNSH

COAX

COME

TFZO-I TESTER

DETAIL B5370-1-~8-38

TF20-1 Tester Cable and Adapter Assembly Schematic

28-40-3 Figure 28-40-509 Mar 1/70Page 518


(7) Place fuel quantity test switch at RH IND, RK WING, LH IND, and AUX1

and remove "L WING" and "R AUX" adjustment cap covers from relaycontrol unit.

(8) Turn "L WING" adjustment until fuel quantity indicator reads zero;and turn "R AUX" adjustment until right fuel quantity indicatorreads zero.

(9) Install adjustment cap covers on relay control unit.

(10) Place fuel quantity test switch at TOTAL.

4. Testing Tank Unit Probe Capacitance, Using TF20-1 Tester

The TF20-L tester can. be used to check capacitance of individual probes, or

total probe capacitance or segments thereof.

NOTE: To accomplish these tests, do not have power applied to the fuel

quantity indicating system.

A tank unit that appears defective may not actually be defective;there may be a drop of water in the connector. Water in a fuel cell

may have bridged the tip or the tank unit, or test leads may be

faulty.

Figures in parentheses refer to control identification number infigure 28-40-508.

CAUTION: THF: TESTER M~ST BE EARTH-GROUNDED DURING CALIBE~TION AND TESTINGOF COMPONENTS. FOR AIRPLANE USE, TKE AIRPLANE AND TESTING MITXT BEEARTH-GROUNDED AX WELL AS GROUNDED TO EACH OTHER.

A. Check Individual Probes

(1) Connect coaxial lead to "TANK UNIT" terminal "A" and the unshieldedlead to terminal "B."

(2) Place "CAP RES CHECK" switch (1) at CAP, "FLTNC1TION SELECTOR"switch (3) at UNSH, and "RANGE SELECTOR" switch (2) at X1.

(3) Read capacitance directly on "CAPACITANCE INDICATOR." The readingshould be as shown in the following table of tank unit capacitance(dr;y values)~

Mar 1/70 28-40-3Page 519


TANK UNIT CAPACITANCE (DR1E VALUES)

T~K TfLPJK UNlT CAPACIT~NCE

TANK UNIT NO. PART NO. MI1IJIMUM AVERAGE MAXIMUM

LH and RH 1 B347-2063 or 20.08 ~0.58 21.08010-003-001 20.33 20.83 21.33

L;H and RH B31c7-2064 or 27.22 27.72 28.22

010-003-002 27.49 27´•99 28.49

LH and RH 3 B31c7-2065 or 1_8.56 19.06 19.56010-003-003 18.80 ~9´•30 19.80

LH and RH 4 B347-2066 or 31´•78 32.28 3=!.78010-003-004 32.28 32.78 33.28

131 and RH 5 EA772-2067 or 11.20 11.70 12.20

020-006-001 or 11.20 11,70 12.20

020-006-003 L1~20 ~1.70 12.20

LH and RH 6 EA772-2068 or 6.91 7´•41. 7´•91020-006-002 or 6.91 7.41 7´•91020-006-004 6.91 7.41 7´•91

LH and RH 7 EA818- 2069 2.13 2.63 3.13reference 25.00 25.50 26.00condenser

or

021-002-001 or 2.53 3.03 3.53-002 reference 25.50 26.00 26.Tocondenser

,4u~iliary 8 034-001- 002 ~ig.16 30.15Fuselage teach

circuit)

28-40-3Fage 520 Oct 3/77


B. Checking Total Capacitance

(1) Connect coaxial cable to "TANK UNIT" terminal "A," unshieldedcable to terminal "B," and compensator cable to terminal "C."

(2) Disconnect fuel quantity indicator,

(3) Place "CAP RES CHECK" switch (1) at CAP, "FUNCTION SELECTOR"switch (3) at UNSR, and "RANGE SELECTOR" switch (2) at X3."CAPACITANCE INDLCATOR" should read 50.34 uuf (50.34 x 3 equals151.02 uiur). Tolerance is ~3.T, -2´•0 uuf.

C. Checking Capacitance of Compensator

(Ij Connect coaxial cable to "TANK UT~TIIII" terminal "A," unshielded cableto terminal "B," and compensator cable to terminal "C."

(2) Ilace "CAP RES CHECK" switch (1) at C~L", SELEC’IIOR"switch (3) at COMP, and "RATJGE SELECTOR" switch i2) at X1."CI~ACITTANCE´• II~DICATOR" should read from 25.50 uuf to 26.50 uuf.

nrOTE: Any se~n!ent may be checked for capacitance by following the

procedure in steps (1) and (2) of paragraph A. However, ifthe total capacitance of the segment is more than 100 uuf,the "RAIVGE SELECTOR" switch should be placed at X3. Theindicated value is then multiplied by 3.

T´• Testing Probe _and Insula_tion Resistance, Using TF20-L’llester

NOTE: Calibrate at zero and midscale.

Test set should be connected, as in step (1) of paragraph 3. B.

e Figures in parentheses refer to control identification numbers in

figure 28-40-508.

A. ~ileasurSng Resistance Between ~’TANK UNTI~" Terminals "A" and "B"

(1) Place "CAP RES CHECK" switch (1) at A-C A-B and "FUMCTIOI~ SELEC-TOR" switch (3) at U~SH. Adjust "RP~NGE SEI;ECTOR" switch (8) toindicate closest to rnFd-3caLe or

~OTE: ~hen insulation leakaPe or an individual unit circuit is

being measured, the following is to be used as a e,ruide.Between either tern:i,nal and grour.cl or between both ter!ninalsof a tank unit or the reference csudenser, the minimum read-

ing should be riot less than 500 rnegohms. ’rl?e readin~ shouldbe not less than 100 megohms between the csaxial cable con-

nector and ground.

Mar 1/70 28-40-3Page 521


B. Measuring Resistance Between "TANK UNIT" Terminals "A" and "C"

(1) Place "CAP RES CHECK" switch (1) at A-C A-B and "FUNCTIONSELECTOR" switch at COMP. Adjust "RANGE SELECTOR"’ switch (8) toindicate closest to mid-scale of "MEGOHMMETER.’L 1IRefer to NOTE

following step (1) of paragraph A,]C. Measuring Resistance Between "TANK UNIT" Terminal "A" and Ground

(1) Place "CAP RES CHECK" switch (1) at A-GRD and "FUNCTION SE~LECTOR"switch (3)at COMP. Adjust "RANGE SELECTOR" switch (8) to indicateclosest to mid-scale of "MEGOHMMETW." ~efer to NOTE followingstep (1) or paragraph A.]

D. Measuring Resistance Between "TANK UNrm" Terminal "B" and Ground

(1) Place "CAP RES CHECK switch (1) at C-GRD B-GRD and F~TNCTIONSELECTOR" switch (3) at UNSH, Adjust "RANGE SELECTOR" switch (8)to indicate closest to mid-scale of "MEGOHMMETER." Refer to NOTE

following step (1) of paragraph A.

6. circuit Polarization

The coaxial cable assembly connectors have been chosen so that it is impos-sible to misconnect the cable assemblies at the tank units and at the

interconnect points in the airplane. Following is a list of the Dageconnector polarities and their applications.

POLAR~Y bPPL~CATION

All tank unit high-impedance leadsexcept "K" polarity applicationslisted

;?8-40-3 Mar 1/70Page 522


POLARITY APPLICATION

"A" All tank unit low-impedance leadsexcept "E" polarity applicationslisted

"B" All reference condenser leads except"J" polarity applications listed

"K" Auxiliary tank unit high-impedanceleads to indicator and passengers’compartment seal junction in rightsystem only

"E" Auxiliary tank unit low-impedanceleads to indicator and passengers’compastment seal junction in rightsystem only

"J" Airplane reference condenser leadbetween passengers’ compartmentseal and indicator in right systemonly

"B" Left wing system low-impedancelead at relay control unit (figure28 -40 -2)

"J" Auxiliary tank unit right systemhigh-impedance lead at relay con-

trol unit (figure 28-40-2)

"L" Auxiliary tank unit right systemlow-impedance lead at relay con-

trol unit (rigure 28-40-2)

a. resting Fuel Level Caution System

A. Perform test as follows:

(1) Connect 28-volt de external power supply to airplane.

(2) Check that "FCTEL WARNING IEVEL" circuit breaker is open.

NOTE: This procedure checks out the caution light bulbs, thecaution system wiring from the indicators, and the circuitbreaker.

(3) Remove plug from left and right fuel quantity indicator.

(4) Connect a jumper wire across pins "J" and "g" or plug removed fromleft indicator.

Mar 1/70 98,40-3Page 523


(5) Close "FUEL W~RNING LENEL" circuit breaker. Caution light shouldcome on. Open circuit breaker.

(6) Repeat steps (4) and (5) for right fuel quantity indicator.

28-40-3 Mar 1/70PaRe 524

S~BRELI N E3RMAINTENANCE MANUAL

i. &uantity Indicating Sy~tem Shec~-out Procedure

A. Special tools and/or equipment needed to c’rLeck the fuel quantity indica-

ting system are as fo;lows:

(1) Multimeter (similar to ~Iodei 260, Slmpson Electric Co) Test set,indicator’ (Ty~e TTU-58/E, General Radio Co) or

Tester, liyuid quantity gage (T~e MD-1, General Radro

(3) Tester, liquid quantity system (T~pe ~ID-2A, Consolidated.

Systems)

(4) Ohmmeter (O to 200 megohms)

(5) CaSle -zdapter lilt (~55-Q10081)

9. Perform operational check-out of luel quantity indicatrng system as

follows:

(?L) Ccn-cLect ~5-3’0’L-1 :~C i´•r~´•iertei´• ~wit:h 3.t ~iO´• I´•

(2) Push in ~TY ’j:i," "FTJEL ~Y RH," .nci ’!~LLETJ~L" circuit (See fi~ure

(3) i-ll:ow about, alnu~es fgr 51nit to varm up sn´•~ 2ldD1LZZe.1L,

"lace ~el quantity tejt s:sitch at :rOTAL. rositl o~ e.-: _or,e

position cf fuel Indicator soint~rs.Dositions.

(ic) LOlsCe fuel quantity tes~ cwifch aS, TEST. (Se~ fi~-i´•e 28-43-~.) The

left and right fuel indicator pointers shoul.d rota;e coulter-

clock~jise. With the ~1 indicator installed, T;lr,e i~dicator

will stop jeiow the zero position I´•rl?en the test switch is at T~ST.

(5) Recurn fuel quanti~y test switch 50 ~OTAL. The indicator pointe~sshould re~urn ~o their former ~osltions (recor~ed ~n ste~ 3).

(6) Place fuel cluantity test switch a-t ~R ZiH WINS, LH T1~, iiTJ:iand check left fuel quantity indicator for ai~ui;ia.ry tank fuP1

quantity and right indicator for right ~iiing te.nk fuel quantity.Then return fuel yuantity test switch to TOTAL.

2. r?-~ei System Check-out Procedure

A. Checking ~uel Pressure Switches

jl) ~Iake 3-llr~ there is enough fuel in wings i’or an engine-run oper~sioc.

Start right-hand engine,

OWil64NBk t

As Rscived BYL.. ATP

(Sc,t 3/77 38-Li´•0-4Page OOL

MAIN~fENANCE MANUAL.

(3) Maintain engine at idle during this check. nisengage "BOOST PUMPRH ~"UEL" circuit breaker. Check whether "RH r~ZTEL PRESS LOW"caution light, on caution-warning Light panel, comes on, indicatingfuel pressure switch is operating properly when %oost pump r"uel

pressure is 5 (41) psi or less.

(4) Engage "BOOST PUMP-RH m~El;" circuit breaker. ?nne "F,:i p,p~SSLOW" caution light should go out, indicating fuel pressure switchis operating properllr when ’ooost p~mp prpssure is more -chan 5 (-C-l)psi.

NOTE: When the engine is run~ing, "RH Ii7JEL LOW" caution lightisout, and steps (2) and (3) are complied with, the fuel

pressure aifferential swi~Ch monitoring the engine-dri?ien fuel

pump is operating properly.

(5) Shut down right-hand engine. A3 engine revolu´•tions deCTPaSe, checkthat trRii F[JEL PRESS LOW" caution light comes on, indicatinz~ tha+Yfuel pressure differer,´•tial switch monitoring engine-dririen r’ueL

pump pressure, is operating properly when differential pressure isless than psi

Check "LSI ~LIEL PT~ESS LOW" caution Ilght, using tSe same

as in steps (1) through (4); however, check that "BOOST PUMP-LMFLTEL" instead of "BOOST PUI~ -RR ~ZTli:L" circuit breaker is c~isengagedand re-engaged in steps (3) and

As Received BYB

~8-40-4 P/Iar 1/70Page ~02

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