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EICAS DISPLAY
1
787 Flight Crew Operations Manual
Fuel -
Controls and Indicators
12.10.6 Boeing Proprietary
51.1
25.7
0.0
LBS X 1000
CROSSFEED
R MAIN
FWD DC
AFT
FWD
CENTER
L R
L MAIN
APU
AFT
25.4
TOTAL
FUEL
FUEL TEMP +13c
MIN FUEL TEMP -37c
MULTIFUNCTION DISPLAY
787 Flight Crew Operations Manual
Fuel Chapter 12
System Description Section 20
Boeing Proprietary 12.20.1
12.20 Fuel-System Description Introduction
The fuel system supplies fuel to the engines and the APU. The fuel is contained in
a center tank, and left and right main tanks.
Refer to Chapter 7, Engines, APU, for a description of the engine and APU fuel
systems.
Fuel Quantity
Fuel quantity is measured by sensors in each tank. Total fuel quantity is displayed
on the primary EICAS display. Tank quantities and total fuel quantity are
displayed on the FUEL synoptic display.
Expanded fuel indications showing the left main, center, and right main tank
quantities are displayed when non-normal conditions occur.
Fuel Temperature
Fuel temperature is displayed on the primary EICAS display. The temperature is
normally displayed in white. It is displayed in amber when the fuel temperature
approaches maximum or the fuel freeze temperature entered on the flight
management system CDU. During jettison, the TO REMAIN quantity replaces the
EICAS display static air temperature and fuel temperature indications.
Fuel temperature and minimum fuel temperature are also displayed on the fuel
synoptic display.
Fuel Pumps
Each fuel tank contains two AC–powered fuel pumps. A single pump can supply
sufficient fuel to operate one engine under all conditions.
The two center tank fuel pumps are override/jettison pumps. These pumps have a
higher output pressure than the left and right main tank fuel pumps. The center
tank pumps override the main tank pumps so that center tank fuel is used before
wing tank fuel.
When the main tank fuel pump switches are off, the switch PRESS lights
illuminate and the EICAS advisory messages FUEL PUMP (L, R, FWD, or AFT)
display. When the center fuel pump switches are off, the switch PRESS lights and
pump pressure EICAS messages are inhibited.
787 Flight Crew Operations Manual
Fuel -
System Description
12.20.2 Boeing Proprietary
When less than all engines/generators are operating, there may not be sufficient
electrical power to operate all fuel pumps. In such cases, the fuel system
automatically determines the best pumps to operate depending on how much
electrical power is available. Certain fuel pumps may be load shed until enough
electrical power is available. The indications that a fuel pump has load shed are
that the pump switch PRESS light is illuminated and the pump is labeled LOAD
SHED on the fuel synoptic.
The left main tank contains a DC–powered fuel pump. It has no controls or
indicators, other than the fuel synoptic display. The DC pump operates
automatically to provide fuel to the APU when AC power is not available and the
APU selector is ON.
Surge tanks are provided in each wing, outboard of each main tank. Fuel in the
surge tanks and fuel remaining in the refueling manifold is drained into the main
tanks.
Fuel Pump Operation
Before start, the main tank pump switches should all be pushed ON.
Before start, with center tank quantity more than 9,500 pounds, the center tank
pump switches should be pushed ON.
During flight, when the FUEL LOW CENTER message displays, the center tank
pump switches should be pushed off. The condition statement for this message is
contained in Section 12.30, Fuel System EICAS Messages.
If a center pump has low output pressure, the fuel pump switch PRESS light
illuminates and the message FUEL PUMP CENTER (L or R) displays.
With the main tank pumps ON, a scavenge system operates automatically to
transfer any remaining center tank fuel to the main tanks. Fuel transfer begins
when either main tank quantity is less than 36,000 pounds and the center tank
pumps are off. The system is inhibited if the engine is on suction feed.
Suction Feed
When main tank fuel pump pressure is low, each engine can draw fuel from its
corresponding main tank through a suction feed line that bypasses the pumps. As
the airplane climbs, dissolved air is released from the fuel in the tank due to the
decrease in air pressure. This air may collect in the suction feed line and restrict
fuel flow. At high altitude, thrust deterioration or engine flameout may occur as a
result of the fuel flow reduction.
　
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