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Circuit breaker protection is provided on the RIO
essentiaNl o. 1 circuit breakerp anelb y the R FIRE EXT
cf7ircuit breaker and the L FIRE EXT (7C5) circuit
2.13.1 Fire Extinguisher Pushbuttons. The discharge
pushbuttons for the tire extinguishing system are
located behind the FUEL SHUT OFF handles. The
FUEL SHUT OFF handle for the at&ted engine must
be pulled to make the pushbutton for that engine
accessible (see Figure 2-28). If the letI or right fm
extinguishing pushbutton is activated, the contents of
both extinguishing containers are discharged into the
selected engine and its accessory section. Since it is a
one-shot system, both system advisory lights, ENG
FIRE EXT and AUX FIRE EXT, will illuminate and
remain illuminated after containerp ressuresd rop below
a preset level.
2.13.2 Fire Extinguisher Advisory Lights. tie
advkoty lights are provided to indicate low pressure in
the fire extinguishing agent containers. The lights, ENG
FJRE EXT and AUX FIRE EXT, illuminate when
container pressure drops 90 psi below a nominal pressure
of 600 psi at 70 OF (see Figure 2-28).
2.13.3 Fire Extinguisher Test. The fue extinguishingsystemistestedbyraisingandmtatingtheMASTER
TEST switch to FIRE DETiEXT and depressing the
knob the FIRE warning lights will illuminate. The fm
extinguishing system initiates a self-test indicated by
either a GO or NO GO light. If the fm extinguisher test
passes, the GO light illuminates; if the NO GO light
illuminates or if both or neither GO and NO GO lights
illuminate, the system has not tested properly and a
failure exists somewhere in the system.
2.14 AIRCRAFT FUEL SYSTEM
The aircraft fuel system normally operatesa s a split
feed system, with the let3 and aft tanks feeding to the left
engine and the right and forward tanks feeding the right
engine (refer to FO-6). Except for the external tanks, the
system uses motive flow fuel to transfer fuel. The supply
of high-pressure fnel fk3m engine-driven motive fuel
pumpso perateslk el ejectorp umpst o transferf uel without
the need of moving parts. The system is not dependent
on eleztrical power for normal fuel transfer and feed.
Total internal and external fuel quantity indication is
provided, with a selective quantity readout for individual
tanks. Fuel system management requirements are minimal
under,normal operation for feed, tmnsfer, dumping,
and refueling. Sutlicient cockpit control is provided to
manage the system under failure conditions. The aircrafi
fuel system is designed so that all usable fuel will normally
be depleted under two- or single-engine operating
conditions before an engine flameout occurs from
tie1 starvation. However, with complete motive flow
failure, engine fuel starvation can occur with usable fuel
aboard.
Note
All fuel weights in this manual are based on
the use of JF-5 fuel at 6.8 pounds per gallon,
JP-4 tieI at 6.5 pounds per gallon, or m-8
fuel at 6.7 pounds per gallon.
2.14.1 Fuel Tankage. Figure 2-29 shows the general
tkel tankage arrangement in the aircraft. The fuel
supply is stored in eight separatef.u selage cells, two
wing box cells, two integral wing cells, and (optional
loading) two external foe1 tanks.
2.14.1.1 Sump Tanks. The engine feed group, consisting
of the left and right box-beam tanks and the left
and right sump tanks, span the fuselage slightly forward
ofthemid-ce.nterofgravity,Fuelineachbox-beamtank
gravity flows to its respective sump tank. The sump
ORIGINAL 240
NAVAIR Ol-FlrlAAD-1
Figure 2-28. Fire Extinguishing Switches and Advisory Lights
WAFFPJUFxUETE SR LES LPFAEDUGMCUEETAML ISV PTE
Figure 2-29. Fuel Tanks
2-41
O-FSOD-,
ORIGINAL
NAVAIR 01-F14AAD-1
tanks (self-sealing) are directly connected to the boxbeam
tanks and contain the turbine-driven boost pumps.
The feed tanks supply fuel to the engine. A negative-g
check valve traps fuel in the feed tank during negative-g
flight.
. Zero- or negative-g flight longer than 10
seconds in AB or 20 seconds in MIL or
less will deplete the fuel sump tanks (cell
Nos. 3 and 4). resulting in flameout of
both engines.
l AB operation in the zero to negative OSg
regime may result in air ingestion into the
fuel boost pumps, causing possible Al3
blowout or engine flameout.
. With fuel in feed group below 1,000
pounds, AI3 operation could result in AB
blowout.
Note
AB operation with less than 1,000 pounds in
either feed group may illuminate the FUEL
PRESS light because of uncovering of the
boost pump inlet.
　
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