GLOBAL 5000 DIFFERENCES

PILOT TRAINING GUIDE APPENDIX 1

Appendix 1: Global 5000 Differences

TABLE OF CONTENTS
Page

Introduction ............................................................................................................................ 1
Airplane Dimension Schematic ........................................................................................ 2
Dimensions and General Data ......................................................................................... 3
Steering Radii................................................................................................................... 5
Steering Radii Schematic ........................................................................................... 5
Aural and Visual Warning Messages – Differences ......................................................... 6
Smoke Detection.............................................................................................................. 8
Avionics and Cockpit Display Ventilation ....................................................................... 10
FMS Aircraft Type .......................................................................................................... 11
Global 5000 Fuel Section..................................................................................................... 12
Summary of Global 5000 Fuel System Changes ........................................................... 12
Aft Fuel Tank Removal............................................................................................. 12
Center Tank Fuel Quantity Limitation....................................................................... 12
Automatic Control of Fuel Recirculation System ...................................................... 12
Global 5000 Fuel System – Details................................................................................ 13
Fuel Tanks ..................................................................................................................... 14
Description ........................................................................................................................... 14
Fuel Specifications ......................................................................................................... 14
Fuel and Water Drains ................................................................................................... 16
AC Boost Pumps............................................................................................................ 17
DC Auxiliary Pumps ....................................................................................................... 17
Center Transfer Pumps.................................................................................................. 17
Vent System................................................................................................................... 18
Vent System Schematic ................................................................................................. 18
Pressure Relief Valves................................................................................................... 19
Fuel Management Quantity Gauging Computer (FMQGC)............................................ 19
FMQGC Schematic ........................................................................................................ 20
Fuel Control Panel ......................................................................................................... 21
Fuel Control Panel ......................................................................................................... 21
Fuel System Synoptic Page ........................................................................................... 22
Fuel Synoptic Page ........................................................................................................ 22
EICAS Philosophy.......................................................................................................... 23
Fuel Shutoff Valve Displays ........................................................................................... 24
Fuel Filter, Quantity and Temperature Readout............................................................. 25
Fuel Pump Displays ....................................................................................................... 26
Fuel Quantity and Indication .......................................................................................... 27
Flight Management Display............................................................................................ 28
Engine Feed System ................................................................................................ 29
Transfer System............................................................................................................. 31
Center Transfer .............................................................................................................. 31
Wing Transfer................................................................................................................. 32
Auto Wing Transfer .................................................................................................. 32

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Manual Wing Transfer.............................................................................................. 32

Crossfeed....................................................................................................................... 33
APU Fuel Feed .............................................................................................................. 35
Fuel Recirculation System ............................................................................................. 36
Refuel/Defuel System .................................................................................................... 38
Refuel Distribution.......................................................................................................... 39
Refuel/Defuel Schematic ............................................................................................... 40
Normal Fuel Loading...................................................................................................... 41
Refuel/Defuel Panel ....................................................................................................... 42
Fault Reporting .............................................................................................................. 43
Error Messages.............................................................................................................. 43
Pressure Refueling ........................................................................................................ 44
Earlier Version RDCP Refuel/Defuel Procedures .......................................................... 45
Auto Refuel .................................................................................................................... 45
Manual Refueling ........................................................................................................... 46
Manual Refuel................................................................................................................ 46
Gravity Refueling ........................................................................................................... 47
Suction Defueling........................................................................................................... 47
Wing Tank ................................................................................................................ 48
Center Tank ............................................................................................................. 48
Suction Defuel................................................................................................................ 48
Pressure Defueling ........................................................................................................ 49
Later Version RDCP Refuel/Defuel Procedures ............................................................ 49
EICAS Messages........................................................................................................... 50
EMS Circuit Protection................................................................................................... 54

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INTRODUCTION
This appendix presents the differences between the Global 5000 and Global Express
aircraft. Only the differences are shown. As a result, when more information on a
particular system is required, please refer to the main chapter of the Pilot Training
Guide.
As the fuel system incorporates a significant amount of differences from the Global
Express, the entire fuel chapter has been reproduced as a section in this appendix.
The differences affect the aircraft dimensions, aural and warning messages, smoke
detection, avionics and cockpit display ventilation and fuel.

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AIRPLANE DIMENSION SCHEMATIC (Global 5000)

Differences are highlighted in bold in the diagram below.

10 ft 1 in
1 (3.07 m)

23 ft 6 in
(7.16 m) 13 ft 4 in 6 ft 0 in
(1.83 m)
(4.06 m)

7 ft 4 in
(2.24 m)

13 ft 4 in
(4.06 m)
94 ft
(28.65 m)

8 ft 10 in
(2.70 m)

21 ft 1 in 31 ft 9 in
(6.43 m) (9.68 m)

PASSENGER COMPARTMENT
INTERIOR DIMENSIONS NOTE
42 ft 7 in Measurement at
Length 45 ft 8 in (13.92 m) (12.98 m)
1 manufacturer’s weight empty
Width (floor line) 6 ft 11 in (2.11 m) (WME)

Width centreline 8 ft 2 in (2.49 m)

Height 6 ft 3 in (1.91 m)
Volume 1984 ft³ (56.18 m³)
25 ft 6 in
Floor area 316 ft² (29.36 m²) (7.77 m) 1
4 ft 1 in
(1.24 m)

3 ft
(0.91 m)
GX_appx_030

5 ft 10 in
(1.78 m)
83 ft 9 in
(25.53 m)
96 ft 9 in
(29.49 m)

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DIMENSIONS AND GENERAL DATA (Global 5000)

The data that follows is for general information only, and is not to be used for
inspection or rejection purposes. When specific data is required, the applicable
illustration should be used. Bold numbers represent the differences with Global
Express aircraft.

Overall Dimension
Length 96 ft. 9 in. (29.49 m)
Height 25 ft. 6 in. (7.77 m)

Wing
Span 93 ft. 6 in. (28.50 m)
Root chord (BL 47.61) 21 ft. 1 in. (6.43 m)
Tip chord (W/STA 544) 4 ft. 1 in. (1.24 m)
Dihedral of Wing Ref. Plane 2.5°

Spar Locations
Front 14.0%
Rear 67.0%
Flaps 3 per side. Single Slotted Fowler Flaps
Slats 4 L.E. segments per side
Ground Spoilers 2 per side
Multifunction spoilers 4 per side

Horizontal Tail Surface

Span 31 ft. 9 in. (9.68 m)
Root chord 10 ft. 5 in. (3.18 m)
Tip chord 5 ft. (1.52 m)
Anhedral 5.0°

Vertical Tail Surface

Span 13 ft. 8 in. (4.17 m)
Root chord 16 ft. 7 in. (5.05 m)
Tip chord 10 ft. 7 in. (3.22 m)

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Fuselage
Diameter 8 ft. 10 in. (2.69 m)
Length 83 ft. 9 in. (23.53 m)

Landing Gear
Main Gear Nose Gear
Wheel Size 19 in. 10 in.
Tire size 38 in. 21 in.
Max loaded tire pressure 172 psi 154 psi
Main gear track 13 ft. 8 in. (4.18 m)
Nose gear track 13.14 in. (33.4 cm)
Wheel base (max.) 40 ft.2 in. (12.25 m)

Areas
Equivalent wing area (including 1022 sq.ft. (94.95 sq.m)
ailerons, flaps, spoilers and area
within the fuselage
Horizontal tail area (Gross) 245 sq.ft. (22.76 sq.m)
Vertical tail area (Gross) 186 sq.ft. (17.28 sq.m)

Doors
Passenger door (LH.fwd)
Height to sill (one step below the
floor line) 6 ft. 2 in. (1,88 m)
Width 3 ft. (0.91 m)
Height to sill (at floor line) 5 ft. 4 in. (1,63 m)

Baggage compartment door (LH, aft)

Height 2 ft. 9 in. (0.84 m)
Width 3 ft. 7 in. (1.09 m)
Height to sill (floor line) 6 ft. 7 in. (2.01 m)

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STEERING RADII
The steering radii for Global 500 are shown below. Minimum paving width for a 180°
turn: 65 ft. 4 in. (19.92 m)

STEERING RADII SCHEMATIC

40 FT 4 IN
(12.30 m)

128 FT 2 IN
56 FT 6 IN (39.07 m)
(17.24 m)

7 FT 4 IN
(2.3 m) 14 FT 0 IN
20 FT 8 IN (4.26 m)
(4.23 m)

65 FT 4 IN
44 FT 9 IN (19.92 m)
(13.64 m)

52 FT 5 IN
(15.97 m) MINIMUM
PAVEMENT
WIDTH
180 DEGREE
TURN GX_appx_031

NOTE
MAXIMUM STEERING
Symmetrical and idle thrust
No differential braking
75 deg. steering angle
3 deg. slip
Dry runway
Slow continuous turn
Max A/C weight
AFT CG.

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AURAL AND VISUAL WARNING MESSAGES – DIFFERENCES

The following messages are applicable to the Global 5000 and are in addition to the
ones listed in chapter 7 of the Pilot Training Guide.

WARNING MESSAGES (RED)

CAS MESSAGE DESCRIPTION SOUND/VOICE CH.

9
SMOKE AV RACK Smoke warning ON in avionics rack SMOKE
Appx 1

CAUTION MESSAGES (AMBER)

CAS MESSAGE DESCRIPTION CH.

AV FANS FAIL Both fans, avionics bay and avionics rack failed on ground Appx 1

CTR TANK FULL Center tank high level shutoff greater than 1000 gallons Appx 1

SMOKE AV RACK FAIL Smoke detection in avionics rack has failed Appx 1

ADVISORY MESSAGES (CYAN)

CAS MESSAGE DESCRIPTION CH.

AV FANS FAIL Both fans, avionics bay and avionics rack failed in flight Appx 1

AV RACK FAN FAIL Avionics rack fan failed Appx 1

STATUS MESSAGES (WHITE)

CAS MESSAGE DESCRIPTION CH.

FUEL RECIRC OFF L (R) Fuel recirculation has been closed by crew Appx 1

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The following messages are not applicable or required on the Global 5000:

WARNING MESSAGES (RED)

CAS MESSAGE DESCRIPTION SOUND/VOICE CH.

The cabin smoke detector is used by avionics rack area in 9

SMOKE CABIN SMOKE
Global 5000

CAUTION MESSAGES (AMBER)

CAS MESSAGE DESCRIPTION

AFT XFER FAIL No aft tank in Global 5000

AFT XFER OFF SCHED No aft tank in Global 5000

SMOKE CABIN FAIL Not available in Global 5000. Used in avionics rack area

ADVISORY MESSAGES (CYAN)

CAS MESSAGE DESCRIPTION

AFT R/D VALVE OPEN No aft tank in Global 5000

AFT XFER FAULT No aft tank in Global 5000

AFT XFER OFF SCHED No aft tank in Global 5000

STATUS MESSAGES (WHITE)

CAS MESSAGE DESCRIPTION

AFT FUEL XFER OFF No aft tank in Global 5000

AFT FUEL XFER ON No aft tank in Global 5000

Global 5000 equipped with -9 FMQGC. Fuel recirculation automatic with -9 FMQGC
FUEL RECIRC ON
hence no message

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The following table lists the smoke messages for Global Express and Global 5000 for
comparative purposes.

GLOBAL EXPRESS GLOBAL 5000

Smoke avionics bay Smoke avionics bay

Smoke cabin Smoke avionics rack

Smoke baggage Smoke baggage

Smoke FWD LAV Smoke FWD LAV

Smoke AFT LAV Smoke AFT LAV

Smoke closet Smoke closet

SMOKE DETECTION
The following smoke detectors are installed on the “green” configuration of the
(Global 5000) aircraft:
• Forward avionics bay
• Aft avionics bay
• Avionics rack
• Baggage compartment (but not functionally connected)
The smoke detectors installed in the lavatories, cabin and closets are installed by the
completion center(s). Also, the completion center(s) is/are responsible for functionally
connecting the baggage compartment smoke detectors once the interior has been
installed.
The FIDEEX control unit and the avionics system have built-in provisions for the
smoke detectors for the baggage compartment, lavatories, avionics bay, and cabin
closets. The smoke detectors are checked during power-up and during pilot initiated
test. The flight deck activates the following warning devices:
• Flashing master WARNING lights (glareshield)
• Appropriate smoke warning message on EICAS
• Sounds the appropriate smoke warning voice message in the flight compartment
Fire suppression for the baggage compartment, lavatories and cabin closets is provided
via hand-held portable fire extinguishers. Provisioning and certification of the smoke
detectors and hand-held extinguishers are the responsibility of the completion center
and are not further described in this chapter.

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1 AVIONICS BAY
• Smoke detection
2 CLOSET – 2A...FWD; 2B...AFT
• Smoke detection
3 LAVATORY – 3A...FWD’ 3B...AFT
• Smoke detection
4 MAIN LANDING GEAR BAY 2
(x2, R & L, left not shown) 3
• Overheat detection
• Suppression by lowering gear
5 CABIN – Position varies per interior
• Smoke detection (GX only) 10
6 BAGGAGE COMPARTMENT
• Smoke Detection
7 MAIN POWERPLANT ZONE 1
• Dual loop fire detection, loops common with zone 2 1
• Two shot halon fire extinguishing system
8 MAIN POWERPLANT ZONE 2 – Core
• Dual loop fire detection, loops common with zone 1 5
• Two shot halon fire extinguishing system
9 APU COMPARTMENT
• Dual loop fire detection
• Two shot halon fire extinguishing system
10 AVIONICS RACK
• Smoke detection (G5000 only). Considered integral
part of avionics bay for “Smoke Warning” message
NOTE 4
The Cabin, Closet, Lavatory, and Baggage
compartment fire protection zones are shown here for
reference only. These are not part of the green A/C,
except the Baggage Compartment smoke detector
which is installed, but not functional.
3
6

7 F/X 7
F/X 2

FIDEX

8 8

9
GX_appx_032

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AVIONICS AND COCKPIT DISPLAY VENTILATION (Global 5000)

The ventilation of the components installed in the avionics bay and the displays in the
cockpit is similar to the Global Express. The only changes come from the 32” deplug
impact on the ducting and the addition of the above floor avionics rack.
For the rack ventilation, a supply/extract system is installed.
The supply system draws underfloor air through a rack-mounted fan (AV RACK FAN)
and blows it on the electronic boxes via 12 piccolo tubes installed in the central part of
the rack, 6 on each side on the central frame, 2 per shelf so as to ensure an even
distribution of the temperature and avoid warm spots. The supplied air is filtered
before passing through the fan and being injected into the rack.
A second set of 12 piccolo tubes, used to exhaust air, is installed on the rack, 6 piccolo
tubes on the forward side of the rack and 6 on the aft side of the rack, 2 tubes per shelf.
These piccolos are connected via 2 lines to the underfloor avionics fan. The forward
exhaust line is tapped into the cockpit display exhaust line and the aft exhaust line (AV
FAN) is run separately back to the AV FAN manifold.
The rack and avionics bay fans can run at two speeds and are controlled the ACSC.
Refer to page 13-33 for control and operations.
The avionics fans ON/OFF switching logic is based on aircraft altitude. The fans are
on at an altitude of less than 30,000 feet with a default to always ON in the event of
loss of altitude data from the DAUs.

Above Floor
AV Rack Avionics Rack
Fan &
Filter
Avionics
Exhaust Fan

AIR
FROM
UNDER UNDER FLOOR
FLOOR
AVIONICS EQUIPMENT
GX_appx_033

MAIN
DOOR

Display Units Forward Outflow

Valve

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FMS AIRCRAFT TYPE (Global 5000)

The aircraft type can be found on the PERF INIT page. For the Global 5000, it should
read: G5000-L1.

000PERFORMANCE INIT 1/5

Note: 0ACFT TYPE TAIL #0
GEX005V2 = 96,000 lb Global G5000–L1
00000001152Z ––––––O
GEX006V2 = 98,000 lb Global
0PERF MODE
G5000-L1 = G5000
FULL PERF ORO

GX_appx_034

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GLOBAL 5000 FUEL SECTION

This section describes the fuel system for the Global 5000 aircraft.
Chapter 11 of the Pilot Training Guide describes the fuel system for the Global
Express. If you operate a Global Express, do not read this section, proceed directly to
Chapter 11.

SUMMARY OF GLOBAL 5000 FUEL SYSTEM CHANGES

The Global 5000 fuel system is a modified version of the Global Express fuel system.
In order to accommodate the reduced range requirements for Global 5000, the aircraft
total fuel capacity is reduced to maximum 5361 U.S. gallons (36,200 lb @ 6.75 lb/U.S.
gal). The fuel system changes are as follows:

AFT FUEL TANK REMOVAL

The entire aft fuel tank and its distribution equipment located in the aft equipment bay
is removed. Also, all the aft tank functions and their associated EICAS and synoptic
indications are deleted. As a result, the Cockpit Fuel Control Panel and Refuel/Defuel
Panel is modified to reflect this change. Also, the routing of engine feed and recirc
lines in the aft equipment bay are modified to accommodate The removal of the aft
tank structure.

CENTER TANK FUEL QUANTITY LIMITATION

The maximum fuel quantity in the center tank, achieved by pressure refueling, is
limited to 903 gallons, compared with 1655 gallons in the Global Express. The
existing high level shutoff methods used to stop refueling of the center tank is retained
for the Global 5000 aircraft, but the shutoff threshold is reduced by means of a
FMQGC software change. The change in aircraft pressure refuel quantity is reflected
in the placard located near the single point pressure refueling station and in the AFM
Limitations section.
Also, the maximum fuel quantity in the center tank achieved by gravity refueling is
limited to 830 gallons, vs. 1650 gallons in the Global Express. A dedicated Gravity
Fill Valve installed inside the center tank shuts off the gravity refueling when the
maximum capacity is reached. Also, the change in aircraft gravity refuel quantity is
reflected in the placard located near the center tank gravity port and in the AFM
Limitations section.

AUTOMATIC CONTROL OF FUEL RECIRCULATION SYSTEM

The fuel recirculation system is automatically controlled by the fuel computer
(-9 FMQGC), in order to provide the ability to maintain fuel tanks temperature within
the approved limits for prolonged flight at cold ambient temperatures.

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GLOBAL 5000 FUEL SYSTEM – DETAILS

Fuel is contained in a wet wing box structure, which is sealed to form the three main
separate wing tanks. The tanks are vented to atmosphere and slightly pressurized by an
air scoop located on the lower surface of each wing. A scavenge pump purges fuel
from the vent lines and a climb vent, located in each main wing tank, provides
ventilation when the airplane is in a nose up attitude.
Each engine is supplied with fuel from its respective feed tank which contains two
alternating current or AC primary pumps, and one Direct Current (DC) backup (or
Aux) electrical boost pump. The transfer system maintains the feed tanks full during
all attitudes, and provides automatic transfer of fuel from the center tank and aft tank
to the main wing tanks.
Lateral balance between left and right main tanks is controlled automatically by the
Fuel Management and Quantity Gauging Computer (FMQGC), or manually through
switch selections in the flight compartment.

Feed Tanks

DC Pumps
(start, emergency
and wing transfer)

AC Motor Pumps
(transfer)

Center Tank Engine Driven

Pumps

AC Motor Pumps
(engine feed)

Main Wing Tank

GX_appx_001

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Flight deck control is provided on the overhead panel, and fuel quantity and warnings
are displayed on EICAS.
A single point pressure refuel/defuel adapter is provided which is connected to a
manifold containing shutoff valves. Pressure refueling can be done either
automatically or manually. Gravity filling is provided for each wing tank and for the
center tank.
A dual channel FMQGC continuously monitors the following:
• Fuel quantity indicating
• Left, right engine and APU feed
• Wing to wing balance (wing XFER)
• Center tank transfer
• Refuel/Defuel
Any fault detected by the fuel system computer is annunciated on Engine Indication
and Crew Alerting System (EICAS) in the form of a visual and/or aural alert, and/or
maintenance diagnostics.

FUEL TANKS
All fuel is carried in three integral tanks (left wing, right wing and center wing).
The inboard section of each wing is designated as a feed tank, from which each engine
draws its fuel. Fuel flows from the outboard sections of each wing tank, into the feed
tank (by gravity), through swing check valves in the baffles of each main tank. The
check valves allow fuel flow in the inboard direction only. This will restrict large fuel
movements, and limit center of gravity shifts in airplane changes of attitude. Fuel is
also transferred into the feed tanks, from the center fuselage by the transfer system.

DESCRIPTION

FUEL SPECIFICATIONS
For information on fuel additives, temperature limitations and approved fuels, refer to
AFM - LIMITATIONS Chapter 2.
Fuel remaining in a tank when the appropriate fuel quantity indicator reads zero is not
usable. Based upon a fuel density of 6.75 lb/U.S. gallon, the maximum usable fuel
load for each fuel tank is given below:

PRESSURE REFUEL (+0 / -1% WING TANKS, +0 / -2% CENTER TANK)

Tank Volume Fuel Mass †

Left main tank 8,435 liters 2,229 U.S. gal 6,825 kg 15,050 lb

Right main tank 8,435 liters 2,229 U.S. gal 6,825 kg 15,050 lb

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PRESSURE REFUEL (+0 / -1% WING TANKS, +0 / -2% CENTER TANK)

Center tank 3,418 liters 903 U.S. gal 2,775 kg 6,100 lb

Total 20,288 liters 5,361 U.S. gal 16,425 kg 36,200 lb

† based on a fuel density of 0.809 kg/liter (6.75 lb/U.S. gal), rounded to the nearest 25 kg or 50 lb. Fuel Mass is
provided for reference only and should not be considered limiting.

GRAVITY REFUEL (AIRPLANE LEVEL)

Tank Volume Fuel Mass †

Left main tank 7,760 liters 2,050 U.S. gal 6,275 kg 13,850 lb

Right main tank 7,760 liters 2,050 U.S. gal 6,275 kg 13,850 lb
Center tank 3,142 liters 830 U.S. gal 2,550 kg 5,600 lb

Total 18,662 liters 4,930 U.S. gal 15,100 kg 33,300 lb

† based on a fuel density of 0.809 kg/liter (6.75 lb/U.S. gal), rounded to the nearest 25 kg or 50 lb. Fuel Mass is
provided for reference only and should not be considered limiting.

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FUEL AND WATER DRAINS

Center Wing
Wing Fuel Tank Gravity Fuel Fill
and Water Drain
Wing Fuel Tank
and Water Drain
Gravity Fuel Fill Wing Fuel Tank
Gravity Fuel Fill

Center Fuel Tank

Water Drains

LEGEND
GX_appx_002

UPPER SURFACE

LOWER SURFACE

All tanks have flush self-closing water drain valves, installed at various low points, to
permit draining of any accumulated water or residual fuel. They are located at the low
point of each wing. Three gravity fill caps are provided for wing and center tank
gravity refueling.

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AC BOOST PUMPS
Two AC boost pumps, also referred to as primary boost pumps, are located in each
feed tank. They normally supply fuel to the engines in all airplane ground and flight
mode operations. Each pump is capable of maintaining an engine (fuel demand) in all
modes of engine operation. The two pumps are continuously on, whenever the engine
is operating and AC power is available. Both boost pumps (two on each side) may be
inhibited by selection of one of the individual switches on the fuel control panel. The
boost pumps are controlled automatically through the Alternating Current Power
Center (ACPC), when a fuel command is received.

DC AUXILIARY PUMPS
DC powered auxiliary pumps (AUX pumps) one in each feed tank, are used for the
following:
• APU starting
• Wing to wing transferring of fuel
• Engine feed in the event of an AC boost pump failure
• During takeoff and landing with at least one of the following:
Flaps > 0°, landing gear down and in flight, or low wing fuel condition (600
pounds each wing)
Each AUX pump may be inhibited by selecting off a switch on the fuel control panel.
The pumps are automatically controlled by the Secondary Power Distribution
Assembly (SPDA).

NOTE
When an AUX pump is used for wing transfer mode of operation
and an AC pump fails, priority is given to the engine feed system
and the automatic wing transfer operation will be inhibited.
Manual override of the automatic selection is possible via the
fuel control panel.

CENTER TRANSFER PUMPS

Two center transfer pumps (controlled by the FMQGC) are used to transfer fuel from
the center tank to the main wing tanks. There is no manual selection available to
transfer fuel from the center tank to the wings.

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VENT SYSTEM
An open vent (no float valves or flame arrestors) system is used to control the pressure
in the fuel tanks. It consists of vent line tubing and ram air inlet/outlet scoops, to
ensure adequate venting of all fuel tanks. The vent lines connect the two air scoops to
the fuel tanks, and the fuel tanks to each other. The lines are drained of fuel which is
returned to the feed tanks during operation. The low point of the main vent line is
continuously scavenged by a jet pump.
The vent line distribution is to a high point in the fuselage, preventing fuel from
reaching either of the two ram outlets and spilling overboard. If any fuel passes the
high point, it is collected by the surge box and is drained back to the tank before it
reaches the outlet. Each surge box vent line tubing runs vertically along the fuselage
side wall, and is coupled to the wing, center and aft tanks.
The vent system is fully redundant, such that any single blockage does not affect the
venting capability.

VENT SYSTEM SCHEMATIC

CENTER
LEFT WING RIGHT
SURGE TANK SURGE
BOX BOX
GX_appx_003

LEFT WING TANK RIGHT WING TANK

AIR AIR
SCOOP SCOOP

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PRESSURE RELIEF VALVES

Relief valves are used to protect the tanks from over pressurization, in the case of
failure of the vent system and/or refuel shutoff valve. They are located in the wing and
center tanks.

FUEL MANAGEMENT QUANTITY GAUGING COMPUTER (FMQGC)

The FMQGC consists of a dual channel computer with BITE, utilizing capacitance
type probes in each tank to continuously measure the quantity of usable fuel. The fuel
computer performs all digital processing related to the system control and indication
and performs computations associated with fuel gauging system requirements. The
following schematic represents inputs and outputs of various components and systems
operations.

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FMQGC SCHEMATIC

ENGINE INDICATING AND CREW ALERTING SYSTEM AND

CENTRAL AIRCRAFT INFORMATION MANAGEMENT SYSTEM

Fire Handles
APU On Boost Pumps INHIB Fuel Quantities
L Engine On Wing Transfer Mode Fuel Temperature
R Engine On XFEED Mode EICAS Messages
Caution
COCKPIT COCKPIT FUEL Advisory
CONTROL
PANEL PANEL Status
EICAS Inputs from
other sources
Displays Data:
Total Fuel Quantity
Individual Tank Quantities
Preselect Quantity
Alert Messages
REFUEL/
DEFUEL
FMQGC PANEL

CHANNEL CHANNEL
FUEL SYSTEM 1 2
COMPONENTS

SENSOR DATA:
TANK PROBES
PUMP PRESSURE SWITCHES COMPENSATORS
SOV’S POSITION FEEDBACK
GX_appx_004
DENSITOMETER
TEMPERATURE
HI/LO LEVEL
CENTER WING
TANK

LEFT WING TANK RIGHT WING TANK

AFT TANK Legend

Input and output
Input or output

Appx-20 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

FUEL CONTROL PANEL

The fuel control panel is located on the overhead panel in the flight compartment. The
fuel control panel defines the operational modes, component controls, and component
inhibits.
The fuel control panel has switches, which when selected, override the automatic
control of certain components within the fuel system. Switch selections from this
panel are sent to the ACPC. The ACPC will then control the system from the inputs
received from the panel. The switch lamps come on when selected in combination
with certain EICAS messages, which represent the panel configuration or failure
within a given system.

FUEL CONTROL PANEL

WING XFER Switch

• AUTO selection – Provides a means of transferring fuel from one
wing to the other. Controlled by the FMQGC.
• or selection – A left to right, or a right to left selection,
provides a means of tranferring fuel (in the direction of the arrow) from
one wing tank to the other.
• OFF selection – Provides a method of inhibiting wing to wing transfer.
XFEED SOV Switch AUX PUMP Switch
FUEL
• FAIL light – Will come on L WING XFER R • OFF light – Indicates that
when the valve does not WING FEED AUTO WING FEED the right auxiliary pump has
INHIBIT INHIBIT
go to the commanded been disarmed. The left
AUX PUMP AUX PUMP
position. AUX PUMP has similar
• OPEN light – When the logic.
OFF OFF
switch is selected, the
crossfeed valve opens and OFF
interconnects the engine XFEED SOV
PRI PUMPS PRI PUMPS RECIRC Switch
feed lines. FAIL • OFF light – Indicates that
OFF OPEN OFF the FRTT valve is open
PRI PUMPS Switch when commanded by flight
• OFF light – Indicates that L RECIRC R RECIRC crew.
both left wing primary INHIBIT INHIBIT
GX_appx_005

pumps have been

disarmed. The right PRI OFF OFF
PUMPS switch has similar
logic.

For Training Purposes Only Appx-21

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

FUEL SYSTEM SYNOPTIC PAGE

The FUEL synoptic page provides an overview of system status, as represented below
with both left and right engines running and no transferring of fuel taking place.

FUEL SYNOPTIC PAGE

DC Auxiliary Pump

TOTAL FUEL FUEL FUEL USED Center

362OO LBS OLBS Transfer
61OOLBS Pump
15O5OLBS 15O5OLBS
AUX P P P P AUX

AC P P
Boost
Pumps
–1O °C –1O °C
P P

APU

GX_appx_006
32 °C 32 °C
LO PRESS LO PRESS

Appx-22 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

EICAS PHILOSOPHY
The following represents the EICAS symbols and flow line logic for the fuel synoptic
page. The symbols are shown in serviceable and failure conditions.

VALVE AND FLOW LINE LOGIC

DIRECTION OF FLOW

VALVE VALVE
NOT FAILED FAILED

OPEN

CLOSED

TRANSIT

INVALID

PUMP AND FLOW LINE LOGIC

DIRECTION OF FLOW

P
OFF
PUMP P
FAILED
ON
P
ON
P
INVALID
GX_appx_007

PUMP P
FAILED
OFF

For Training Purposes Only Appx-23

Sept 04
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FUEL SHUTOFF VALVE DISPLAYS

WING Transfer SOV

Controlled by the FMQGC or the
WING XFER switch on the fuel
control panel.

TOTAL FUEL FUEL FUEL USED Fuel Crossfeed SOV

8OOO LBS 32OOOLBS Controlled by the
OLBS switch on the Fuel
Control Panel. It is
4OOOLBS 4OOOLBS used to interconnect
AUX P P P P AUX the engine feed lines.

APU Feed Shutoff Valve

Engine Feed P P • Activated by the RUN
Shutoff Valve position switch on the
• Applicable engine FIRE APU control panel.
DISCH handle. • Also controlled by the
23 °C 23 °C
APU FIRE DISCH
NOTE: The engine run P P
handle.
switches activate the
HPSOV located in the
FMU not these shut-off
valves. These are only
APU
activated by the “FIRE
DISCH” handle.
GX_appx_008

32 °C 32 °C
LO PRESS LO PRESS

Appx-24 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

FUEL FILTER, QUANTITY AND TEMPERATURE READOUT

Wing Fuel Quantity Fuel Quantity Readout

Indicates fuel quantity, in the (Center Fuselage Tank)
respective wing tank, in Indicates fuel quantity, in the
pounds (lbs). center tank, in pounds (lbs).

Total Fuel Quantity

Fuel Used Quantity Readout
Indicates fuel quantity, in all
Indicates fuel quantity burned.
fuel tanks, in pounds (lbs).

TOTAL FUEL FUEL FUEL USED

Bulk Fuel Temperature
Readout
359OO LBS 2OOLBS • Green – Temperature of
61OOLBS fuel in tanks is between
149OOLBS 149OOLBS -35°C and +54°C.
• Amber – Temperature of
AUX P P P P AUX fuel in tanks is lower than
-35°C or greater than
+54°C.
P P With Fuel Recirculation
system On:
• Green – Temperature of
fuel in tanks is between
23 °C 23 °C -35°C and +10°C.
P P • Amber – Temperature of
fuel in tanks is lower than
-35°C or greater than
+10°C.
APU

Fuel Filter Flow Line

32 °C 32 °C • Green – Indicates normal
LO PRESS
fuel flow to the engine.
LO PRESS
GX_appx_009
• Amber – Fuel pressure
drop exists across the filter,
flow line from the filter to
the engine turns amber.

Engine Inlet Fuel Temperature Fuel Filter

• Green – Engine fuel • Green – Indicates normal
temperature is > 5°C. fuel flow through the filter.
• Amber – Engine fuel • Amber – Fuel pressure
temperature is < 5°C. drop exists across the
filter.

For Training Purposes Only Appx-25

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

FUEL PUMP DISPLAYS

L or R DC Auxiliary Pumps
• ON – For takeoff and landing, primary pump
failure, and wing transfer of fuel.

NOTE: The AUX PUMP cannot be used to support Center Transfer Pumps
the engine feed system and wing transfer at the Controlled by the FMQGC and
same time. In auto, engine feed will have priority transfers center tank fuel to the
over wing transfer. Manual overide is always wing tanks. No manual control.
possible.

• OFF – When commanded by the switch on the

Fuel Control Panel.
– When both primary pumps are on and no wing
transfer is required.

TOTAL FUEL FUEL FUEL USED

325OO LBS 56OOLBS
61OOLBS
132OOLBS 132OOLBS
AUX P P P P AUX

P P

23 °C 23 °C
P P

APU
GX_appx_010

32 °C 32 °C
LO PRESS LO PRESS

L or R AC Boost Pumps
• ON – At all times with the engines
running.
• OFF – When commanded by the
switch on the Fuel Control Panel.

Appx-26 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

FUEL QUANTITY AND INDICATION

The fuel quantity gauging system is an ac-type capacitance system. Fuel quantity
probes, compensators, densitometers, temperature sensors and high level detectors are
inputs received by the FMQGC. The FMQGC uses this acquired data to compute the
fuel quantity for each tank and total fuel quantity remaining on board the airplane.
The FMQGC outputs the computed individual fuel tank, total quantity and fuel
temperature for EICAS display. The fuel system computer corrects for airplane pitch
attitude and presents the corrected information of individual tank quantities, and total
fuel quantity displayed on EICAS. The FMQGC can display quantity in either pounds
(standard) or kilograms (optional). The primary EICAS page displays fuel quantity in
all fuel tanks, and total fuel in the airplane.

1.54 1.54 YD OFF

<– FUEL
SPD GLD MANU
EPR PARK/EME

73.3 73.3
Total Fuel Readout
T/O Indicates total fuel quantity in
N1 pounds (lbs), of all the tanks.
SYNC • Green – Total fuel quantity is
G valid and in normal range.
789 789 DN D • Amber – A fuel low quantity or
discrepancy exists.
Fuel Flow Readout
Indicates fuel flow in pounds per I
G
ITT I
G
hour (PPH) to the respective N SYNC N
engine. START START
93.4 N2 93.4
575O FF (PPH) 575O NU –TR

Fuel Quantity Readout

115 OIL TEMP 115
(Wing Tank)
81 OIL PRESS 81
Indicates fuel quantity in the
7.2
Fuel Quantity Readout
respective wing tank, in
TOTAL FUEL (LBS) 362OO
LWD (Center Fuselage Tank)
pounds (lbs). Indicates fuel quantity in the
• Green – Left and right tanks 15O5O 61OO 15O5O ND center tank, in pounds (lbs).
GX_appx_011

are balanced. STAB NL • Green – Quantity is valid.

• Amber – A fuel quantity • Amber – A fuel quantity
imbalance exists. EICAS PRIMARY DISPLAY discrepancy exists.

For Training Purposes Only Appx-27

Sept 04
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FLIGHT MANAGEMENT DISPLAY

When both engines are started, the Flight Management System (FMS) fuel quantity
switches from Fuel Quantity Gauge System (FMQGC) to FMS computed fuel
quantity, based on fuel flow data from the engines and APU.
Fuel quantity information to the FMS is used for monitoring and sensing, to assist in
determining a fuel leak. When a fuel leak is detected, a crew alert (“MSG” on the
Primary Flight Display) will be displayed and a message will appear on the scratchpad
of the FMS CDU.

000ACTIVE FLT PLAN 1/4 0PERFORMANCE INIT–LB 5/5

0ORIGIN
0BOW PASS/@ LB0 0BOW PASS/@ LB0
KPHX
00000001152Z 0/170 51000 5/170
COMPARE FUEL
0055°00154NM CLS 0FUEL (GAUGE) PASS WT00
QUANTITY
SJN
15820 (00+21 .75M/10000A 25000 (23900) 8500
Displays when
the gauge fuel 0059°00121NM CLS 0CARGO GROSS WT00
weight and the ABQ
15820 (00+15 .75M/10000A 200 770500

GX_appx_012
FMS fuel weight
differ by more 0DEPARTURE T.O.INIT0 0DEPARTURE CONFIRM INIT0
than 2% of the COMPARE FUEL QUANTITY COMPARE FUEL QUANTITY
Basic Operating
Weight (BOW).

Appx-28 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

ENGINE FEED SYSTEM

Fuel is provided to each engine from the two AC boost pumps. In normal operation,
both boost pumps are continuously on, and provide all engine fuel flow once the
engine is started. The AC pumps are located in the inboard section of each wing (feed
tank), and each AC pump is powered by a separate bus.
Loss of pressure at any AC boost pump causes the DC pump to come on, to provide a
back up of the remaining boost pump. The DC pumps also come on automatically for
takeoff, based on flaps/slats position and weight on wheels logic.
The engine fuel burn schedule is automatically controlled by the FMQGC to ensure
correct distribution for all airplane configurations.
The engine fuel burn sequence is as follows:
• Fuel from the wing tank will burn first
• When the wing tanks get below 93%, fuel transfers from the center tank to the
wing tank until it is at or above 97%
• When the center tank empties, fuel from the wing tanks continue to burn

For Training Purposes Only Appx-29

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

Engine Feed System Indication

The left FUEL synoptic page below represents the normal engine start mode of
operation. The right engine is started using the Auxiliary Power Unit (APU) as the
source of electrical power and left engine is off. The right Fuel synoptic display
represents the right engine on speed.

TOTAL FUEL FUEL FUEL USED TOTAL FUEL FUEL FUEL USED
353OO LBS 3OOLBS 353OO LBS 3OOLBS
61OOLBS 61OOLBS
146OOLBS 146OOLBS 146OOLBS 146OOLBS
AUX P P P P AUX AUX P P P P AUX

P P P P

23 °C 23 °C 23 °C 23 °C
P P P P

APU APU

GX_appx_013
32 °C 32 °C 32 °C 32 °C
LO PRESS LO PRESS LO PRESS LO PRESS

The FUEL synoptic page below represents airplane configuration with the APU shut
down, both engines on, the AC pumps running, and the DC pumps on standby.

TOTAL FUEL FUEL FUEL USED

353OO LBS 3OOLBS
61OOLBS
146OOLBS 146OOLBS
AUX P P P P AUX

P P

23 °C 23 °C
P P

APU
GX_appx_014

32 °C 32 °C
LO PRESS LO PRESS

Appx-30 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

TRANSFER SYSTEM
Fuel contained in the center tank cannot be fed directly to the engine, but must be first
delivered to the feed tanks by the transfer pumps. The normal sequence of fuel usage is
to transfer center tank fuel into the wings as required, to keep the wings full during
climb and cruise. After depletion of center tank fuel quantity, no further transfer of
fuel is required, since all remaining fuel is contained in the wing tanks.
Control of fuel transfer from the center tank is normally under control of the fuel
computer. There is no manual override for the center tank transfer system.

CENTER TRANSFER
Fuel transfer from the center tank to wing tank is completely automatic through the
control of the FMQGC. The FMQGC monitors the fuel level and quantities in the
wing tank (using fuel probes, compensators, densitometers, and temperature sensors)
to control fuel transfer from the center tank to the wing tanks. Fuel will be transferred
from the center tank and delivered to the wing feed tanks, through the use of two
center transfer pumps.
The FMQGC will start the applicable center transfer pump(s) when each individual
wing tank reaches approximately 93% of its fuel tank capacity. The FMQGC will
automatically stop the center transfer pump(s) when the respective wing tank reaches
greater than 97%, of its fuel tank capacity.

TOTAL FUEL FUEL FUEL USED Center Transfer

331OO LBS 52OOLBS Pumps
61OOLBS
135OOLBS 135OOLBS
AUX P P P P AUX

P P

23 °C 23 °C
P P

APU
GX_appx_015

32 °C 32 °C
LO PRESS LO PRESS

The FUEL synoptic page represents the center tank transfer system in operation, with
both engines running.

For Training Purposes Only Appx-31

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

WING TRANSFER
The wing transfer system permits fuel to be pumped from either side of the airplane to
the other, using the DC auxiliary pumps and motor operated shutoff valves.
The wing transfer system provides a means of correcting lateral fuel imbalance. It may
be used in automatic mode via FMQGC, or manual mode as selected by the cockpit
fuel control panel. Fuel imbalance at a predetermined value will be annunciated on the
EICAS display in the form of a caution message.

AUTO WING TRANSFER

The auto wing transfer mode is only enabled when the slat/flap handle is in the in/zero
position. In this mode, the FMQGC will correct lateral fuel imbalances of 400 pounds
on ground and in flight. The FMQGC will control and operate the DC auxiliary pumps
and wing transfer SOVs as necessary, to pump fuel from the feed tank into the
opposite wing. Once commanded on, the wing transfer system remains on until lateral
fuel imbalance is zero.
In the event of a center tank transfer pump failure, fuel will be transferred from the
operating center tank transfer pump to its respective wing tank. The automatic wing
transfer system will maintain lateral fuel balance, to ensure that fuel contained in the
center tank is available to both engines.

MANUAL WING TRANSFER

In manual mode, the wing transfer system is controlled using the fuel WING XFER
switch. Once selected, the wing fuel transfer continues until the WING XFER switch
is selected off on the fuel control panel. The FUEL synoptic page represents the left to
right wing transfer mode of operation with both engines running.
DC Auxiliary Pump
In wing transfer demand, FUEL
TOTAL FUEL FUEL USED
commanded on by the FMQGC.
1O8OO LBS 292OOLBS
OLBS
54OOLBS 54OOLBS
AUX P P P P AUX

P P
Wing Transfer Shutoff Valve
Commanded on by the FMQGC
or manually by the switch on the 23 °C 23 °C
fuel control panel. P P

WING XFER APU

AUTO

32 °C 32 °C
GX_appx_016

LO PRESS LO PRESS
OFF

Appx-32 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

CROSSFEED
The crossfeed system permits interconnection between the left and right engine feed
lines, using a shutoff valve. This will enable both engines to be fed by either feed tank,
or alternatively, enabling a single engine to be supplied from both feed tanks.
For normal airplane operations, the crossfeed shutoff valve is closed, isolating the feed
lines and ensuring that each engine is supplied fuel only from its own side of the
airplane. Opening the crossfeed shutoff valve interconnects the feed lines, enabling
fuel to flow from one engine feed line to the other.
No automatic means of controlling the crossfeed SOV is provided, and selection has to
be made using the XFEED SOV switch on the fuel control panel.
In single engine operating mode, with the crossfeed shutoff valve opened, fuel flows
from both feed tanks via the AC primary pumps to the single engine, and fuel flow
rates from both sides of the airplane are considered essentially the same. Therefore the
airplane can be flown indefinitely without developing any significant lateral fuel
imbalance.
The FUEL synoptic page below represents the fuel crossfeed mode of operation, with
the crossfeed shutoff valve selected open, left engine shut down, left engine feed
shutoff valve closed, and the right engine running.

TOTAL FUEL FUEL FUEL USED

112OO LBS 286OOLBS
OLBS
56OOLBS 56OOLBS
AUX P P P P AUX
XFEED SOV
Engine Feed
Shutoff Valve FAIL
P P
Commanded off OPEN
when the fire handle
is pulled. 23 °C 23 °C
P P
Crossfeed Shutoff
Valve
Crossfeed shutoff
GX_appx_017

APU valve is selected

open by the switch
on the fuel control
panel.
32 °C 32 °C
LO PRESS LO PRESS

A secondary use of the crossfeed system (as a back-up to the wing transfer system) is
to provide means of correcting lateral C of G imbalances, by temporarily inhibiting the
flow of fuel from the light side of the airplane. Fuel will then be supplied to both
engines from the “heavy” side until lateral fuel balance is within desired limits.

For Training Purposes Only Appx-33

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

CAUTION
The possibility of engine flameout could occur if the
crossfeed valve is not opened prior to inhibiting the fuel
pumps.

In this operating mode, the crossfeed valve is selected open via the XFEED SOV
switch on the fuel control panel. The fuel pumps on the light side of the airplane are
turned off, using the applicable AUX PUMP and PRI PUMP switches. Fuel will then
be supplied from the heavy side of the airplane only, thereby correcting the lateral fuel
imbalance. Crossfeed continues in this mode until the crew deselects the switches after
lateral balance is achieved.

NOTE
It is important that the crew monitor system operation in this
mode, since crossfeed will continue until manually deselected.

In the event that a lateral fuel imbalance occurs outside design limits, it will be
annunciated on EICAS, prompting the crew to take action.
The FUEL synoptic page below represents the fuel crossfeed mode (backup) of
operation. The system is shown with the crossfeed shutoff valve selected open, left
auxiliary pump inhibited, left forward and aft boost pumps inhibited, and both engines
running.

TOTAL FUEL FUEL FUEL USED XFEED SOV

112OO LBS 296OOLBS
FAIL
OLBS
OPEN
56OOLBS 56OOLBS
L AUX P P P P AUX
WING FEED Crossfeed Shutoff
INHIBIT
AUX PUMP
Valve
P P Crossfeed shutoff
valve is selected
OFF
open by the switch
23 °C 23 °C on the fuel control
P P
PRI PUMPS panel.

OFF
APU
GX_appx_018

32 °C 32 °C
LO PRESS LO PRESS

Appx-34 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

APU FUEL FEED

The APU start capability is normally provided by the DC AUX pump(s). The fuel
supplied to the APU is taken from the right engine feed line. The APU can also be fed
from the left engine feed line using the left DC AUX pump (powered by DC ESS bus)
and opening the crossfeed shutoff valve (BATT bus). A motor operated fire shutoff
valve is used in the APU feed line, in order to isolate the flow of fuel to the APU in
case of a fire or rotor burst.
The FUEL synoptic page top view represents the APU during the starting sequence,
with the DC pump running and battery power only as the single source of electrical
power. In the lower view, the APU is fed from the right engine feed line using the AC
pumps.

TOP VIEW FUEL

TOTAL FUEL FUEL USED
353OO LBS 3OOLBS
61OOLBS
Note: APU starting and 146OOLBS 146OOLBS
left and right engines
AUX P P P P AUX
are off.

P P
APU Feed
Shutoff
Valve
23 °C 23 °C
P P

APU

32 °C 32 °C
LO PRESS LO PRESS

LOWER VIEW TOTAL FUEL FUEL FUEL USED

353OO LBS 3OOLBS
61OOLBS
146OOLBS 146OOLBS
AUX P P P P AUX

P P

Note: 23 °C 23 °C
APU on speed, left P P
and right engines on,
and AC electrics
established. APU
APU – green outline
indicates on-speed.
GX_appx_019

32 °C 32 °C
LO PRESS LO PRESS

For Training Purposes Only Appx-35

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

FUEL RECIRCULATION SYSTEM

The Fuel ReCirculation system is designed to prevent the bulk fuel temperature from
reaching the freezing point by recirculating heated fuel to the wing fuel tank. The
FMQGC will turn on recirc when the altitude is > 34,000 feet, AND the bulk
temperature drops below – 20°C, or average temperature drops below – 9°C, and turn
off recirc when the bulk temperature reaches 5°C or altitude is < 33,800 feet, or either
engine is turned off. It will turn both sides on or off at the same time.
Cold fuel circulated through the Fuel Cooled Oil Cooler (FCOC) where the heat from
the engine oil is transferred to the fuel. The Fuel Return To Tank (FRTT) valve allows
the heated fuel to return to the wing fuel tank.
When the FRTT valve is open, fuel returns to the wing tank through the recirculation
line. Heated fuel is then distributed to the number 1 and 2 cell of the wing fuel tank.
No fuel is distributed to the number 3 cell as it will have emptied before the local fuel
temperature reaches – 40°C (F). The recirculation line is fitted with a check valve to
prevent crossflow or fuel propagation due to a ruptured line.

CENTER TANK
CELL1 Center Transfer Pump

Wing Transfer Shutoff Valve

CELL2
P P Auxilliary DC Pump
P P

CELL3 P P
TS TS
TS
P P TS

TS

Main AC Pumps
Engine Feed
Shutoff Valve

Bulk Fuel
Temperature

Heated Fuel
GX_appx_020

FCOC Recirculation Line FCOC

Temperature Fuel-Return-to-Tank
TS Sensor
Valve

Appx-36 For Training Purposes Only

Sept 04
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PILOT TRAINING GUIDE APPENDIX 1

The wing fuel tanks are fitted with many fuel temperature sensors; the left wing has
two and the right wing has three. With the Fuel Recirculation OFF, the Fuel
Management and Quantity Gauging Computer (FMQGC) reads all temperature sensor
but will display only the lowest temperature. When the Fuel Recirculation system is
ON, the FMQGC computer reads the inboard temperature sensor as it will be the one
who reads the highest temperature.
Operation of the Fuel Recirculation System is allowed only during cruise flight above
34,000 feet.
Display of system status is provided through EICAS messages. A L (R) FUEL
RECIRC FAIL caution message will be displayed on the EICAS status page when the
FRTT valve is not in the commanded or allowed position. Finally, the L (R) FUEL
RECIRC OFF status message will be displayed when the crew selects system off.
The FUEL HI TEMP caution message is posted when the bulkhead fuel temperature
exceeds 54°C when the Fuel Recirculation System is inoperative. To prevent the
system from operating above the freezing level, the set point has been reduced to 10°C
when the system is selected on.

For Training Purposes Only Appx-37

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

REFUEL/DEFUEL SYSTEM
Pressure refueling/defueling operations are controlled from the refuel/defuel control
panel. Pressure refueling can be accomplished in “MANUAL” or “AUTO” mode of
operation.
Gravity filling via a filler point is also provided for the wing and center tanks.

GRAVITY FILL CAP

Grounding
Point

Grounding
Proximity Points
Sensor

REFUEL/DEFUEL
PANEL
PRESEL
LEFT
CENTER INCR
RIGHT

TOTAL
AFT
PRESEL
DECR
MANUAL
MANUAL
LEFT AUTO
CTR RIGHT
AFT OFF
OPEN
REFUEL
REFUEL START

CLOSE
CLO DEFUEL REFUEL
NO AFT
STOP/
SOV
TEST

REFUEL/DEFUEL
ACCESS PANEL

Grounding
Point

REFUEL/DEFUEL PANEL PRESEL

INCR

LEFT CENTER RIGHT

TOTAL PRESEL DECR

MANUAL AUTO
MANUAL
OFF
LEFT CTR RIGHT START
REFUEL REFUEL
GX_appx_021

OPEN

DEFUEL
CLOSE
C STOP/
SOV
TEST

REFUEL/DEFUEL PANEL

Appx-38 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

REFUEL DISTRIBUTION
Refer to Refuel Schematic for component location, recognition, and operation.
All fuel tanks can be refueled either automatically (by the FMQGC) or manually (by
the refuel/defuel panel). The recommended pressure is 50 psig for pressure fueling.
A balance line in each tank is used during refueling to transfer fuel to the most
outboard section of the wing.
The filling sequence of the wing compartment during pressure refueling is as follows:
• Cell 2 is filled directly by the refuel system, fuel flows inboard by gravity into
• Cell 1, which is the inboard section including the feed tank. After inboard cells 1
and 2 are completely filled
• Cell 3 is filled to capacity by overflow of cell 2 fuel through the balance tube
connecting cells 2 and 3
High level sensors installed in each tank automatically close the refuel/defuel SOVs, if
the maximum fuel level capacity is reached. Relief valves augment the normal vent
system to prevent overpressure in case of overfilling a tank.
As with the wing tanks, automatic refueling of the center tank is controlled by the
FMQGC, with automatic shutoff commanded by the high level sensor.

For Training Purposes Only Appx-39

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

REFUEL/DEFUEL SCHEMATIC

Refuel/Defuel Shutoff Valves

FUEL DISTRIBUTION LINES
Manifold
LEFT MAIN REFUEL
REFUEL
RIGHT MAIN FUEL DEFUEL TO
Center Tank FMQGC
PANEL
CENTER REFUEL/DEFUEL Refuel/Defuel
AFT REFUEL/DEFUEL Check Valve
AND MAIN DEFUEL
Defuel Shutoff
Valve Single Point
Refuel Adaptor
1
LL
CE
Baffled Ribs
2
LL
CE
3
LL
CE

H H

GX_appx_022
RV
H H
RV RV
Balance
Relief Valve Tube
Crossfeed Suction Defuel High Level
Valve Check Valve Sensor

Appx-40 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

NORMAL FUEL LOADING

The normal fuel loading logic as planned by the FMQGC is as follows: Note that when
the refuel process starts, fuel flows to all of the tanks at the same time until they reach
the planned amount.
• Wing tanks only if the required fuel load is equal to or less than the wing tank
capacity
• Any fuel in excess capacity of the wing tanks is placed in the center tank

NOTE
The fuel computer always strives to keep between 0 and 400 lb
maximum lateral imbalance, however, the software allows the
imbalance to reach 1100 lb before shutting down and going into
INHIB mode.

Fuel Imbalance Limitations

GROUND/CONFIGURED FOR FLIGHT - CLEAN

WING TANK FUEL LOAD
TAKEOFF/LANDING CONFIGURATION

Less than 19,450 lb 1,100 lb 1,100 lb

19,450 to 20,250 lb 1,100 to 600 lb 1,100 lb

Greater than 20,250 lb 600 lb 1,100 lb

For Training Purposes Only Appx-41

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

REFUEL/DEFUEL PANEL

Quantity Displays

REFUEL/DEFUEL PANEL PRESEL

INCR
PRESEL INCR/DECR
LEFT CENTER RIGHT Switch
Increases or decreases
the preselected quantity
TOTAL PRESEL DECR
for AUTO refueling

MANUAL AUTO
MANUAL
OFF
LEFT CTR RIGHT START/STOP/SOV TEST
REFUEL REFUEL START
OPEN Switch
START – Starts automatic
refueling
STOP/SOV TEST – Stops
DEFUEL
C
CLOSE STOP/ automatic refueling and
SOV performs SOV test.
TEST

MODE SELECTOR
LEFT/CTR/RIGHT
OFF – No power to panel
MANUAL Switches
AUTO / REFUEL – Selected when aircraft to be
Manually controls
fueled automatically to a preselected fuel load.
valves open or closed.
GX_appx_023

MANUAL / REFUEL – Selected when fuel tanks filled

manually by operator.
MANUAL /DEFUEL – Selected when defueling
aircraft by manually opening tank SOV’s.

Appx-42 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

FAULT REPORTING
Fault reporting is in the form of error messages which will appear in the display
windows of the refuel/defuel panel.
The following illustration represents one example of fault reporting:

LEFT CENTER RIGHT

GX_appx_024
10000 6100 10000
REPEATER
26100 REPEATER This indicates that two
TOTAL PRESEL panels are powered on.

ERROR MESSAGES
The following messages may be displayed on the refuel/defuel panel if a fault exists:
INHIBIT
In manual refuel or defuel mode, displayed when a tank switch is in the OPEN
position. In pressure defuel mode, displayed when an engine is on (no fire handles
pulled). In auto mode, displayed when the preselected fuel quantity is invalid, airplane
is in CAIMS maintenance mode, or the SOV shutoff test fails.
FULL
Displayed when the high level shutoff has been activated.
LOAD ERROR
In auto refuel mode, displayed when an invalid fuel distribution is selected. Example,
one tank contains more fuel than the target quantity assigned by the automatic
distribution.
IMBAL
Displayed when a predetermined fuel quantity imbalance exists between the left and
right wings.
REPEATER
Displayed in the PRESEL window of the external Refuel/Defuel Panel when two
panels are powered ON. The panel located in the flight compartment is in control and
the outside panel provides quantity display only.
______
Dashes will be displayed for a fuel quantity if the computed value is invalid.
FAILED
Displayed in the PRESEL window if the Refuel/Defuel Panel is not functional.
FMQGC - FAILURE
FMQGC will be displayed in the TOTAL window and FAILURE in the PRESEL
window if the Refuel/Defuel Panel is not communicating with the fuel computer.

For Training Purposes Only Appx-43

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

PRESSURE REFUELING
Pressure refueling is accomplished through the single point refuel/defuel adapter,
located in the right hand wing root, and is controlled by the refuel/defuel control panel.
An optional duplicate refuel/defuel control panel can be installed in the flight
compartment.

NOTE
A SHUTOFF TEST must be carried out prior to all refueling
operations.

If the test is successful, a SOV PASS is displayed in the PRESEL window. If the test
fails, a SOV FAIL is displayed in the PRESEL window.
Pressure refueling may be performed in either “automatic” or “manual” mode. The
airplane does not have a fuel jettison system.
A preselect fuel quantity is used during automatic refueling of the airplane. This
method will allow the airplane to be filled automatically to the desired fuel state
selected.

NOTE
The preselect quantity is the desired final total fuel quantity in the
tanks, and not the quantity to be added.

The computer determines the required distribution of fuel into each of the aircraft
tanks to achieve the preselected value and controls each refuel valve accordingly. The
refuel schedule (planning only) will fill the wings first, then the center tank. If the
center tank is used, it will be fueled to a minimum of 500 pounds to ensure pump
priming. The shutoff point, for each tank, is “anticipated” by the computer by
monitoring the refueling rate to determine the correct shutoff point for each individual
refueling operation.
When auto refueling is terminated by the computer, the quantity showing in the
TOTAL window is equal to that in the PRESEL window.
Auto refueling can be interrupted at any time by moving the START/STOP switch to
the STOP position. Individual tank quantities can be seen in the other two windows of
the display.

Appx-44 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

EARLIER VERSION RDCP REFUEL/DEFUEL PROCEDURES

NOTES
1. The maximum refueling pressure is 50 psig.
2. The Tank Pressure Relief Valves must be tested for proper
function prior to refueling by manually operating the three
external pull handles.
3. Maximum fuel imbalance of 1100 pounds is allowed between
the two main tanks, following which, the tank quantity window on
the RDCP flashes an IMBAL message alternating with the tank
quantities every two seconds.
4. A SHUTOFF TEST of the system must be conducted during
each refueling.

AUTO REFUEL
The procedure for auto refuel is as follows:
• Open the RDCP access panel
• Place the MASTER switch in the ON position
• Allow the FMQGC to conduct BITE test until tank quantities are displayed steady
in all windows

NOTE
If a system fault is detected, the windows will display dashed
lines or error message(s) in the individual tank windows instead
of quantities. Do not proceed without investigating and rectifying
fault.

• Verify no error messages are displayed in any of the individual tank quantity
windows
• Verify all MANUAL tank switches are in the CLOSE position
• Place the MODE SELECTOR switch in the AUTO REFUEL position
• Note the quantities in the TOTAL and PRESEL windows. They should be the
same
• Hold the PRESEL switch in the INCR position until the PRESEL window displays
the desired total fuel quantity
• Connect the refuel tender to the single point adapter and adjust the tender pressure
as desired but not to exceed 50 psig
• Place the START/STOP switch in the START position and release it
• Verify tank quantities show increase
• Place the spring-loaded SHUTOFF TEST switch in the TEST position and hold it.

For Training Purposes Only Appx-45

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

• Verify the PRESEL window displays SOV TEST

• Verify all tank quantities stop increasing to confirm the refuel valves have closed
• Verify the PRESEL window displays SOV STOP alternating with the preselected
value and does not display SOV FAIL
• Release the SHUTOFF TEST switch and verify tank quantities resume showing
increase with the preselected quantity showing steady in the PRESEL window
• The FMQGC shall control the fueling sequence automatically within the required
loading sequence
• When all tank quantities stop registering an increase, verify that the displays in the
TOTAL and the PRESEL window are the same and no error message is displayed
in any of the windows. Each tank window should display the quantity in it as
distributed by the FMQGC in the automatic mode and should add up to the
TOTAL displayed
• Disconnect the tender as required and return the RDCP MASTER switch to the
OFF position
• Secure RDCP access panel

MANUAL REFUELING
In “manual” mode, it permits the operator to select and control the fuel quantity to be
added in each tank through the refuel/defuel panel. In this mode, the high level sensors
automatically close the refuel/defuel SOVs, if the maximum fuel level capacity is
reached.

MANUAL REFUEL
The procedure for manual refuel is as follows:
• Open the RDCP access panel
• Place the MASTER switch in the ON position
• Allow the FMQGC to conduct BITE test until tank quantities are displayed steady
in all windows

NOTE
If a system fault is detected, the windows will display dashed
lines or error message(s) in the individual tank windows instead
of quantities. Do not proceed without investigating and rectifying
fault.

• Verify no error messages are displayed in any of the individual tank quantity
windows
• Verify all MANUAL tank switches are in the CLOSE position
• Verify MODE SELECTOR switch is in the mid position marked AUTO REFUEL

Appx-46 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

• Note the quantities in the TOTAL and PRESEL windows. They should be the
same
• Move the MODE SELECTOR switch up to the position marked MANUAL
REFUEL
• Verify the PRESEL window displays the message MANUAL instead of quantity
• Connect the refuel tender to the single point adapter and adjust the tender pressure
as desired but not to exceed 50 psig
• Select the desired tank MANUAL switches to the OPEN position
• Verify that the selected tank quantities show increase
• Place the spring loaded SHUTOFF TEST switch in the TEST position and hold it
• Verify the PRESEL window displays SOV TEST
• Verify all tank quantities stop increasing to confirm the refuel valves have closed
• Verify the PRESEL window displays SOV STOP alternating with MANUAL and
does not display SOV FAIL
• Release the SHUTOFF TEST switch and verify tank quantities resume showing
increase with MANUAL showing steady in the PRESEL window
• When the desired fuel quantity for the selected tank is displayed on the tank
window, return the MANUAL switch to the CLOSE position to terminate the
fueling operation
• Return the MODE SELECTOR switch to AUTO REFUEL
• Disconnect the tender as required and return the RDCP MASTER switch to the
OFF position
• Secure RDCP access panel

GRAVITY REFUELING
The wing tanks may be refueled through over wing gravity fill adapters located on top
of both left and right wings. It is not possible to completely fill either wing tank by
gravity fueling, since the fill adapters are located outboard and below the maximum
fuel level.
The center tank may be refueled through a gravity fill adapter located on top of the
right hand wing.

SUCTION DEFUELING
Suction defueling of the fuel tanks is carried out by applying suction (recommended
pressure of -8 psig) to the single point refuel/defuel adapter, using the refuel/defuel
control panel.

For Training Purposes Only Appx-47

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

WING TANK
Suction defueling of the wing tanks is accomplished by opening a valve which
connects the refuel/defuel manifold to the engine feed line. This allows fuel to be
drawn out of the tank through the suction defuel check valve in the feed tank.

CENTER TANK
The center tank is defueled through the refuel/defuel shutoff valve.

SUCTION DEFUEL
The procedure for suction defuel is as follows:
• Open the RDCP access panel
• Place the MASTER switch in the ON position
• Allow the FMQGC to conduct BITE test until tank quantities are displayed steady
in all windows

NOTE
If a system fault is detected, the windows will display dashed
lines or error message(s) in the individual tank windows instead
of quantities. Do not proceed without investigating and rectifying
fault.

• Verify no error messages are displayed in any of the individual tank quantity
windows
• Verify all MANUAL tank switches are in the CLOSE position
• Verify the AUTO REFUEL switch is in the mid position marked AUTO REFUEL
• Note the quantities in the TOTAL and PRESEL windows. They should be the same
• Move the MODE SELECTOR switch to the position marked MANUAL DEFUEL
• Verify the PRESEL window displays the message DEFUEL
• Connect the refuel tender to the single point adapter and adjust the tender pressure
to negative 8 psig (suction) maximum
• Select the desired tank MANUAL switches to the OPEN position
• Verify tank quantities show decrease
• When the desired fuel quantity for the selected tank is displayed on the tank
window, return the MANUAL switch to the CLOSE position to terminate the
defueling operation
• Move the MODE SELECTOR switch to AUTO REFUEL
• Disconnect the tender as required and return the RDCP MASTER switch to the
OFF position
• Secure RDCP access panel

Appx-48 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

PRESSURE DEFUELING
Pressure defueling of the fuel tanks is accomplished through the fuel shutoff valves
and single point adapter. Pressure defueling is identical to suction defueling, except
that primary defueling flow is provided by the AC boost pumps or DC auxiliary pump
in each feed tank.

NOTE
AC or DC electrical power is required to operate the airplane
pumps for this procedure.

Direct pressure defueling of the wing tank is accomplished using the AC boost pumps
or DC auxiliary pump in each feed tank.
Direct pressure defueling of the center tank is not possible. Center tank fuel may
however be transferred to the wing tanks using the center tank transfer pumps. From
there, it may then be defueled via the wing tank.

LATER VERSION RDCP REFUEL/DEFUEL PROCEDURES

Differences in Later Refuel/Defuel Panel are as follows:
• The MODE SELECTOR switch is now rotary
• The START/STOP switch now includes the SOV test function
• The master ON/OFF switch is part of the mode selector switch

For Training Purposes Only Appx-49

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

EICAS MESSAGES

FUEL IMBALANCE
Indicates that a fuel quantity imbalance
exists between the left and right wing FUEL COMPUTR FAIL
tanks of: CTR TANK FULL Indicates that both channels of
– More than 1100 lbs (499 kg) in flight Center tank has reached or the fuel system computer have
– Between 600 lbs (272 kg) and 1100 exceeded its computer failed.
lbs (499 kg) on ground or in Takeoff / controlled maximum capacity
Approach configuration. of 6100 lbs.
FUEL LO QTY
Indicates fuel in the left or right
wing tank is less than 600 lbs
L (R) FUEL RECIRC FAIL CTR TANK FULL (272 kg).
Indicates that the FRTT valve is FUEL COMPUTR FAIL
not in the commanded or FUEL IMBALANCE FUEL UNIT MISMATCH
allowed position. FUEL LO QTY The refuel/defuel panel and
EICAS indications are correct
L (R) FUEL RECIRC FAIL but in different units of
FUEL XFER FAIL FUEL UNIT MISMATCH
Transfer from the left wing to the measurements.
right wing has been requested FUEL XFER FAIL
and failed. FUEL XFER ON FUEL XFER ON
FUEL XFER FAIL Indicates that fuel is being
FUEL XFER FAIL transferred from the left wing
FUEL XFER ON tank to the right wing
Transfer from right wing to left
wing has been requested and
FUEL TEMP SENSOR unrequested.
failed. L (R) PRI FUEL PUMPS
WING TO CTR LEAK FUEL XFER ON
Indicates that fuel is being
FUEL TEMP SENSOR transferred from the right wing
On ground, indicates that a fuel tank to the left wing
temperature sensor is failed. unrequested.
With flaps deployed, will be
posted only if the failure requires L (R) PRI FUEL PUMPS
corrective action. Indicates both left or both right
forward and aft primary AC
GX_appx_025

pumps have failed to operate

when requested.

WING TO CTR LEAK

Indicates that the fuel level in
the center tank has increased by
600 lbs or more.

Appx-50 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

EICAS MESSAGES (Cont)

APU FUEL SOV

Indicates that the APU fuel L (R) ENG FUEL SOV
shutoff valve has failed. Indicates that the engine fuel
CTR FUEL XFER FAIL shutoff valve on the affected
Indicates that both left and right side is not in its commanded
center tank pumps have failed state.
to operate when requested.
WING FUEL HI TEMP
APU FUEL SOV Indicates that the left or right
WING FUEL LO TEMP L (R) ENG FUEL SOV wing fuel bulk temperature is
Indicates that either the left or CTR FUEL XFER FAIL above the high temperature
right wing fuel bulk temperature limit.
WING FUEL HI TEMP
is below -35°C. L (R) WING FULL
WING FUEL LO TEMP
L (R) WING FULL Indicates that fuel quantity in
L (R) PRI FUEL PUMP the left or right wing tank has
Indicates that a single primary L (R) PRI FUEL PUMP exceeded its maximum
fuel pump on the affected side L (R) AUX FUEL PUMP allowable value.
has failed to operate when CTR XFER FAULT
requested. XFER VALVE OPEN L (R) AUX FUEL PUMP
FUEL XFER ON Indicates that the auxiliary fuel
CTR XFER FAULT pump on the affected side has
Indicates a center fuel transfer XFEED VALVE FAIL failed to operate when
fault exists (either the left or requested.
right fuel transfer is not
working). XFER VALVE OPEN
Indicates that the wing transfer
FUEL XFER ON valve has failed to close at the
Indicates that the left to right completion of wing transfer
transfer system is in the AUTO operation.
mode of operation.
GX_appx_026

XFEED VALVE FAIL

Indicates that the crossfeed valve
is not in its commanded position.

For Training Purposes Only Appx-51

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

EICAS MESSAGES (Cont)

FUEL XFER ON
XFER VALVE OPEN Indicates that the right to left
Indicates that the wing FUEL XFER ON transfer system is in the
AUTO mode of operation.
transfer valve has failed to XFER VALVE OPEN
close at the completion of FUEL COMPUTR FAULT FUEL QTY DEGRADED
wing transfer operation.
FUEL QTY DEGRADED Indicates that the fuel
FUEL RECIRC ON computer detects a loss of
FUEL COMPUTR FAULT fuel gauging accuracy.
Indicates that either channel L (R) R/D VALVE OPEN
of the computer has failed.

FUEL RECIRC ON
On aircraft with FMQGC
pre-9 the fuel recirculation
system is operating in a
non-allowed configuration
GX_appx_027

Appx-52 For Training Purposes Only

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

EICAS MESSAGES (Cont)

L (R) PRI PUMPS OFF

Indicates that the left or right
forward and aft boost pumps
L (R) AUX PUMP OFF are inhibited.
Indicates that the left or right
FUEL XFER ON
auxiliary pump has been
Indicates that the left to right
inhibited.
L (R) PRI PUMPS OFF transfer system is in the MANUAL
mode of operation.
FUEL XFER ON L (R) AUX PUMP OFF
Indicates that the right to left FUEL XFER ON WING FUEL XFER OFF
transfer system is in the FUEL XFER ON Indicates that transfer of fuel from
MANUAL mode of operation.
WING FUEL XFER OFF left to right, and from right to left
XFEED VALVE OPEN has been selected off.

XFEED VALVE OPEN

L (R) ENG SOV CLSD L (R) ENG SOV CLSD
APU FUEL SOV CLSD Indicates that left or right fuel
Indicates that the crossfeed
shutoff valve is closed.
shutoff valve is open. FUEL RECIRC OFF
FUEL RECIRC OFF
APU FUEL SOV CLSD Indicates that the FRTT valves are
Indicates that APU fuel shutoff closed when commanded by flight
valve is closed. crew.
GX_appx_028

For Training Purposes Only Appx-53

Sept 04
 GLOBAL 5000 DIFFERENCES
PILOT TRAINING GUIDE APPENDIX 1

EMS CIRCUIT PROTECTION

CIRCUIT BREAKER - SYSTEM 1/2

AFCS DOORS
AIR COND/PRESS ELEC
APU ENGINE
BLEED FIRE
CAIMS FLT CONTROLS
COMM FUEL

BRT
CIRCUIT BREAKER SYSTEM BUS
PREV NEXT EMER
STAT SYS BUS CNTL TEST
PAGE PAGE CONT

CB - FUEL SYSTEM 1/5 CB - FUEL SYSTEM 4/5

XFER SOV C DC ESS X IN R ENG FUEL SOV DC EMER DCPC IN

XFER SOV O DC ESS X IN R FWD PRI PUMP AC 3 X IN

XFER SOV C BATT X IN R FUEL RECIRC VLV DC 2 X IN

XFER SOV O BATT X IN R/D MOTOR VALVES APU BATT ASCA IN

APU FIRE SOV DC EMER DCPC IN R/D PANEL COCKPIT APU BATT ASCA IN

FUEL COMPUTR CH A BATT IN R/D PANEL EXT APU BATT ASCA IN

CB - FUEL SYSTEM 2/5 CB - FUEL SYSTEM 5/5

FUEL COMPUTR CH B DC ESS X IN R/D SOL VALVES APU BATT ASCA IN
FUEL R/D CH A APU BATT ASCA IN X FEED SOV C BATT IN
FUEL R/D CH B APU BATT ASCA IN XFEED SOV O BATT IN
L AFT PRI PUMP AC 1 IN
GX_appx_029

L AUX PUMP DC ESS IN

L CTR XFER PUMP AC 1 IN

CB - FUEL SYSTEM 3/5

L ENG FUEL SOV DC EMER DCPC IN
L FWD PRI PUMP AC 2 X IN
L FUEL RECIRC VLV DC 1 X IN
R AFT PRI PUMP AC 4 X IN
R AUX PUMP BATT X IN
R CTR XFER PUMP AC 4 X IN

NOTE: The fuel recirculation protection is not active, TBD by flight test.

Appx-54 For Training Purposes Only

Sept 04