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indicating crew alerting system (EICAS).
The EICAS uses the data for the FUEL quantity
display, and for CAS messages to alert the
pilot of a low fuel quantity level (in either
wing) or a failure of the gauging system.
OPERATION
Fuel Servicing
Fuel servicing includes procedures necessary for
fueling, and procedures used to check the fuel
for contamination or condensation. The fuel is
serviced through the flush-type cap on the outboard
section of either wing (Figure 5-5).
Refueling
Refuel in areas that permit the free movement
of fire equipment. Follow approved
grounding procedures for the airplane and
Figure 5-4. Sump Drain Valves
Figure 5-3. Fuel Tank Filler
Figure 5-5. Fuel Tank Servicing
CITATION MUSTANG OPERATING MANUAL
510OM-00 5-5
the fueling equipment. There is one approved
grounding point under the outboard end of
each wing (Figure 5-6).
Refuel to the bottom of the standpipe to achieve
maximum usable fuel for flight planning. If the
fuel tank is filled above the bottom of the
standpipe, there may not be room for expansion,
which can result in fuel spillage through
the fuel vents.
Approved fuels and additives for operation of
the aircraft are listed in the “Limitations” section
of the AFM. Use of avgas is not approved.
Defueling
Defueling must be performed as a maintenance
function.
FUEL DISTRIBUTION
DESCRIPTION
The right side of the wing fuel system is identical
to the left side, except for a fuel transfer
valve in the right tank and a fuel temperature
probe in the left tank.
COMPONENTS
Electric Boost Pumps
Electric boost pumps are used for:
• Engine starting
• Low fuel supply pressure
• Fuel transfer
A 28-VDC boost pump is in each engine feed
bay. Either boost pump can be controlled automatically
or manually. Circuit protection
for the boost pumps is in the aft J-box.
Primary Ejector Pumps
The primary ejector pump is submerged in
fuel in each engine feed bay (Figure 5-7). The
pump utilizes a small jet of high-pressure
“motive flow” fuel (from the respective engine
fuel pumps). The fuel passes through a venturi,
pulls a larger low-pressure flow of fuel
from the feed bay, and pumps it back to the engine.
Some of the resulting flow also provides
motive flow to the scavenge ejector pumps. The
primary ejector pump has no moving parts. It
operates whenever motive flow is available.
Scavenge Ejector Pumps
A scavenge ejector pump constantly transfers
fuel from the forward and outboard areas
of each tank to its engine feed bay. This ensures
the engine feed bay is full and the primary
ejector and electric boost pump are
submerged in fuel until the wing tank is nearly
empty and the fuel level is drained in the feed
bay. Each scavenge ejector pump receives
low-pressure motive flow from the same side
Figure 5-6. Grounding Point
INLET
OUTPUT
SUCTION
EJECTOR PUMP
MOTIVE
FLOW
Figure 5-7. Primary Ejector Pump
CITATION MUSTANG OPERATING MANUAL
5-6 510OM-00
primary ejector pump or (when operating)
the same side electric boost pump.
Fuel Transfer Valve
There is a fuel transfer valve in the right engine
feed bay. It opens or closes to allow flow
between left and right wing tanks. It is normally
closed. The valve is a direct-acting solenoid
valve, controlled by the FUEL TRANSFER
selector on the lower instrument tilt panel
(Figure 5-8). The valve works with the boost
pump on the side from which fuel is being
transferred. When fuel transfer is commanded
by the pilot, the valve opens and the boost
pump is energized. Fuel is pumped from the engine
feed bay into the opposite engine feed
bay through a small opening that limits the
transfer flow. Circuit protection for the transfer
valve is provided by the L and R FUEL
CONTROL circuit breakers in the aft J-box.
The fuel transfer valve is not powered when the
battery switch is in the EMER position.
Firewall Shutoff Valves
Firewall shutoff valves for each engine are in
the respective aft wing fairing (between the
wing and fuselage). In the event of a fire, the
valves shut off fuel flow to the respective engine
on pilot command. The valves can be
commanded closed by the FADEC in the event
the normal shutdown valve fails. Circuit protection
for the shutoff valves are provided by
the L FEED BUS #2 and R FEED BUS #2,
through the respective L and R FIREWALL
CUTOFF circuit breakers on the aft J-box.
　
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