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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
P I LOT T R A I N I N G GU I D E
GLOBAL 5000 DIFFERENCES
APPENDIX 1
Appx-30 For Training Purposes Only
Sept 04
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.
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.
P P P
P
P P
P
P
FUEL
AUX
23°C
APU
23°C
TOTAL FUEL
353OOLBS
146OOLBS
AUX
61OOLBS
146OOLBS
FUEL USED
3OOLBS
LO PRESS
32°C 32°C
LO PRESS
GX_appx_013
P P P
P
P P
P
P
FUEL
AUX
23°C
APU
23°C
TOTAL FUEL
353OOLBS
146OOLBS
AUX
61OOLBS
146OOLBS
FUEL USED
3OOLBS
LO PRESS
32°C 32°C
LO PRESS
P P P
P
P P
P
P
FUEL
AUX
23°C
APU
23°C
TOTAL FUEL
353OOLBS
146OOLBS
AUX
61OOLBS
146OOLBS
FUEL USED
3OOLBS
LO PRESS
32°C 32°C
LO PRESS
GX_appx_014
For Training Purposes Only
Sept 04
Appx-31
P I LOT T R A I N I N G GU I D E
GLOBAL 5000 DIFFERENCES
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.
The FUEL synoptic page represents the center tank transfer system in operation, with
both engines running.
P P P
P
P P
P
P
FUEL
AUX
23°C
APU
23°C
TOTAL FUEL
331OOLBS
135OOLBS
AUX
61OOLBS
135OOLBS
FUEL USED
52OOLBS
LO PRESS
32°C 32°C
LO PRESS
Center Transfer
Pumps
GX_appx_015
P I LOT T R A I N I N G GU I D E
GLOBAL 5000 DIFFERENCES
APPENDIX 1
Appx-32 For Training Purposes Only
Sept 04
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
　
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