AIRCRAFT SYSTEMS

PREPARED BY
ABASHE TC
ASSISTANT LECTURER AED
AIRFORCE INSTITUTE OF TECHNOLOGY
 LEARNING OUTCOMES
• Discuss the types of Aviation Fuel
• Provide and Overview and intuitive Introduction of the Aircraft fuel System
• Provide an overview and intuitive introduction on the basic types of Aircraft Fuel System
• Explain the basic components of the Fuel System
 AIRCRAFT FUEL SYSTEMS
❖ The fuel system of an aircraft must be capable of providing uninterrupted
supply of fuel at a constant flow rate and constant pressure as
established by the manufacturer to ensure proper engine functioning under
likely operating conditions. This includes any maneuver which forms part of
the aircraft’s certification envelope.

❖ The type and grade of fuel used must always meet the requirements specified
by the engine manufacturer with respect to chemical composition and octane
rating. In this post we’ll cover both the fuel and the fuel delivery system of a
typical light aircraft.
What Jet Fuel Does Each Aircraft Require?
❖ In general aviation, there are two main aircraft fuel types, which are
AVGAS and Jet Fuel.
❖ Choosing the right aviation fuel for your aircraft depends mainly on its
engine type.
❖ AVGAS, or aviation gasoline, is used for piston-engine aircraft.
These types of aircraft fly through the rotation of the propellers which
generate the thrust.
❖ While JET FUEL is used for aircraft with turbine-engine jets. These fly
with the thrust of expelled air.
❖ The main determiner of which aviation fuel to use is your aircraft
engine type.
JET FUEL
Jet fuel is a colorless, refined kerosene-based type of fuel. It is used for
airplanes with turbine engines, like jet engines and turboprops.
❖ Jet Fuel is available in two types, too. Jet A and Jet A1.
❖ What really is the difference between Jet A and Jet A1
Despite some differences in the manufacturing specifications between the two
Jet Fuel types, both can be used interchangeably to operate turbine-engines
airplanes.
The main differences between Jet A and Jet A1 are:
❖ Freezing points. Jet A freezing point is -40°C, while Jet A1 freezes at -47°
The lower freezing point of Jet A1 makes it more suitable for international
long-haul flights, especially the ones overflying polar routes.
❖ Additives: Jet A does not regularly include static dissipater additives. These
additives help to decrease the static charges which could form due to the
movement of Jet Fuel. Jet A1 mostly contains static dissipater additives.
❖ Jet A is mainly used in the U.S, while Jet A1 is more common in the rest of
the world.
AVGAS
❖ Aviation gasoline, or AVGAS, is the type of aviation fuel that powers small
piston-engine airplanes. These airplanes are usually operated by flying clubs,
flight training jets, and private pilots.

❖ AVGAS is the only available airplane fuel that still contains amounts of
tetraethyl lead additive. Tetraethyl lead prevents harming the engine knock or
detonation, which can cause unexpected engine failures. However, it is a toxic
substance for humans in case of inhalation or absorption into the bloodstream.
❖ Jet Fuel Vs. AVGAS – What Are the Differences?
JET FUEL AVGAS
Jet Fuel is easier to obtain, it is reached Takes longer to be distilled when being
earlier than AVGAS during the refining refined. It also requires additional reforming
process of crude oil. and combining processes.
Although it operates huge engines, Jet Fuel More Expensive than Jet Fuel
price is cheaper because of its simple
refining methods.
The number of airplanes operated by The number of airplanes operated by Jet
AVGAS is higher. Fuel is lower.
Sales volume is lower. Sales volume is higher.
OTHER TYPES OF AVIATION FUEL
TS-1
Russia and CIS nations mainly depend on this type of aviation fuel for operating
their airplanes. TS-1 has a low freeze point of -50° C, which makes it essential for
flying in the cold weather of these areas. Moreover, the TS-1 flashpoint is 28°C,
giving it high volatility.
Jet B
Jet B contains a light mixture of about 30% kerosene and 70% gasoline. This type
of airplane fuel is essential in extremely cold countries like Canada and Alaska, as
it has a freeze point of -60° C. However, its dangerously flammable kerosene-
gasoline mixture makes it rare to use.
JP-8
JP-8 is an aviation fuel that mainly operates military aircraft, especially NATO air
forces and the U.S military. This type of aircraft fuel is similar to Jet A1, but JP-8
has additional anti-icing and corrosion inhibitor additives to cover the logistical and
operational differences between military and commercial airplanes.
JP-5
JP-5 is a yellow, kerosene-based airplane fuel that commonly operates military
aircraft fueling. This fuel type is a complex combination of hydrocarbons including
naphthene and alkanes. This mixture gives JP-5 a high flashpoint of 60° C and
allows it to avoid the risk of fire that accompanies aircraft carriers transportation.
 FUEL DELIVERY
The fuel delivery system includes
 fuel tanks and fuel lines,
 Fuel pumps necessary to move the fuel from the tanks to the engine,
 Fuel strainers to prevent contaminated fuel entering the engine,
 A set of valves and vents to control the movement and pressure in the system a
set of fuel level sensors and cockpit gauges.

There are two primary fuel delivery methods typically seen on light aircraft.
❖ The gravity fed system
❖ The pumped system.
 GRAVITY FUEL SYSTEM
❖ A gravity-feed fuel system uses the force of gravity to cause
fuel to the engine fuel-control mechanism.
For this to occur, the bottom of the fuel tank must be high
enough to assure a proper fuel pressure head at the inlet to the
fuel-control component [carburetor] On the engine.
❖ In high-wing aircraft this is accomplished by placing the fuel
tanks in the wings.
❖ In this example fuel flows by gravity from the wing tanks
through the feed lines to the fuel selector valve.
❖ The space above the liquid fuel is vented to maintain atmospheric
pressure on the fuel as the tank empties.
❖ The two tanks are also vented to each other to ensure equal pressure
when both tanks feed the engine.
❖ A single screened outlet on each tank feeds lines that connect to
either a fuel shutoff valve or multi position selector valve.
❖ The shutoff valve has two positions: fuel ON and fuel OFF. If installed,
the selector valve provides four options: fuel shutoff to the engine; fuel
feed from the right wing tank only; fuel feed from the left fuel tank only;
fuel feed to the engine from both tanks simultaneously.(This option can
be used to balance out the fuel distribution if one tank has a larger
volume of usable fuel remaining.)
❖ Downstream of the shutoff valve or selector valve, the fuel passes
through a main system strainer. This often has a drain function to
remove sediment and water. From there, it flows to the carburetor or to
the primer pump for engine starting
 PUMP FED SYSTEM
Low wing aircraft with wing mounted tanks require a pump to move the fuel
from the tanks to the carburetor or injectors. A system dependent on a pump
to feed the engines requires a certain level of redundancy in the form of a
primary main pump and a backup auxiliary pump.
In a multi-engine aircraft, each engine must be capable of operating
independent of one-another, and no fuel pump should be capable of
drawing fuel from more than one tank at a time. A failure of any one
component (excluding a fuel tank) may not result in a loss in power of more
than one engine.
A typical pump-fed, low-wing,
single engine fuel system
During normal operation the main fuel pump, which is
mechanically driven off the engine accessory drive, is sufficient to
deliver fuel at the required pressure and flowrate.
A backup electrical pump, which is driven off the aircraft’s
electrical system, provides system redundancy in the event that
the mechanical pump fails. This auxiliary pump is usually turned
on during critical flight operations such as take-off and landing.
 Fuel pumps-classification
❖ CENTRIFUGAL BOOST PUMPS- The most common type of auxiliary
fuel pump used on aircraft, especially large and high-performance
aircraft, is the centrifugal pump. It is electric motor driven and most
frequently is submerged in the fuel tank or located just outside of
the bottom of the tank with the inlet of the pump extending into the
tank.
❖ A centrifugal boost pump is a variable displacement pump. It
takes in fuel at the center of an impeller and expels it to the
outside as the impeller turns.
❖ Centrifugal fuel pumps located in fuel tanks ensure positive
pressure throughout the fuel system regardless of temperature,
altitude, or flight attitude thus preventing vapor lock. Submerged
pumps have fuel proof covers for the electric motor since the
motor is in the fuel.
 EJECTOR PUMPS
Some aircraft use ejector pumps to help ensure
that liquid fuel is always at the inlet of the pump. A
relatively small diameter line circulates pump
outflow back into the section of the tank where
the pump is located. The fuel is directed through a
venturi that is part of the ejector. As the fuel rushes
through the venturi, low pressure is formed. An
inlet, or line that originates outside of the tank
pump area, allows fuel to be drawn into the
ejector assembly where it is pumped into the fuel
pump tank section.
 FUEL SYSTEM FOR A GAS TURBINE
ENGINE
❖ Aircraft fuel tanks in civil aircraft are normally located in the
wings or fuselage.
❖ In many gas turbine engines, the fuel system for regulating
the flow of fuel to the combustion chamber consists of one
or more fuel nozzles arranged in the combustion chamber, a
fuel pump for pressurizing fuel from the fuel supply, a fuel
metering unit for controlling the flow of fuel to the fuel
nozzles and one or more fuel manifolds fluidically
connecting the fuel metering unit to the fuel nozzles
❖ During engine start-up, fuel is pumped from the fuel
supply to the fuel metering unit by the fuel pump and,
once a sufficient start-up pressure is attained, the
pressurizing valve of the fuel metering unit opens and
fuel is supplied to the fuel nozzles via the fuel manifold.
❖ Thereafter, the metering valve of the fuel metering unit
modulates the rate of fuel flow from the fuel supply to
the nozzles
 FUEL FLOW CONTROL
❖ The basic control action is to control a flow of fuel and air
to the engine to allow it to operate at its optimum
efficiency over a wide range of forward speeds, altitudes
and temperatures while allowing the pilot to handle the
engine without fear of malfunction.
❖ Control of power or thrust is achieved by regulating the fuel
flow into the combustor.
❖ The usual method of providing such control is by means of a fuel
control unit (FCU) or fuel management units (FMU). The FCU/FMU
is a hydromechanical device mounted on the engine. It is a
complex engineering mechanism containing valves to direct
fuel and to restrict fuel flow, pneumatic capsules to modify flows
according to prevailing atmospheric conditions, and
dashpot/spring/damper combinations to control acceleration
and deceleration rates.
Fuel control system
❖ This circuit also shows the way in which fuel is used as a
cooling medium for oil by passing it through the way in which
fuel is used as a cooling medium for oil by passing it through a
Fuel Cooled Oil Cooler (FCOC).

❖ On some military aircraft the fuel system receives a

demand from the weapon release switch or gun
trigger to preempt weapon release. This allows fuel
flow to the engines to be modified to prevent an
engine surge resulting from disturbance of the intake
conditions from missile exhaust, shock from the gun
muzzle or smoke from the gun breech. This facility is
known as ‘fuel dip’.
 ENGINE STARTING SEQUENCE
❖ The availability of high pressure air throughout the bleed air
system lends itself readily to the provision of motive power to
crank the engine during the engine start cycle.
❖ . On the ground the engines may be started in a number of
ways:
1.By use of a ground air supply cart
2.By using air from the APU – probably the preferred means
3. By using air from another engine which is already running
❖ The supply of air activates a pneumatic starter motor
located on the engine accessory gearbox. The engine
start cycle selection enables a supply of fuel to the
engine and provision of electrical power to the ignition
circuits.
❖ During the start, it is necessary to monitor the tachometer, the
oil pressure, and the exhaust gas temperature. The normal
starting sequence is:
1. Rotate the compressor with the starter;
2. Turn the ignition on; and
3. Open the engine fuel valve, either by moving the throttle to
idle or by moving a fuel shutoff lever or turning a switch.
❖ Adherence to the procedure prescribed for a particular engine
is necessary as a safety measure and to avoid a hot or hung
start. A successful start is noted first by a rise in exhaust gas
temperature.
STARTER MOTOR
Turbine engine starters have a critical role in starting of the
engine
❖ In the case of a turbine engine, the starter must turn the
engine up to a speed that provides enough airflow through
the engine for fuel to be ignited.
❖ Then, the starter must continue to help the engine
accelerate to a self-sustaining speed.
❖ If the starter turns the turbine engine up to a self sustaining
speed, the engine start process will not be successful. There
are only a few types or methods used to turn the engine.
❖ Almost all reciprocating engines use a form of electric
motor geared to the engine.
❖ Modern turbine engines use electric motors,
starter/generators (electric motor and a generator in the
same housing), and air turbine starters