The strainer is a wire mesh cage with a flange at one end. The strainer is attached to the jet pump at this flange. The strainer removes contamination from the fuel that enters the related jet pump.
C. Control Valve
(Ref. Fig. 009)
The primary components of the control valve are:
-
the valve body with a mounting flange
-
the ball valve with its valve spindle
-
the drive assembly.
The valve body holds the ball valve which has a bore of 38.1 mm (1.5 in). The ball valve has a master key-way that engages with the valve spindle. The valve spindle also has a master key-way that engages with the drive assembly.
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Jet Pump and Strainer - Detail
Figure 008
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1 1
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Control Valve 153QM(154QM) and Control Valve Actuator 11QL(12QL)
Figure 009
1EFF : 301-399, 1 28-26-00Page 13 1 1 May 01/04 1 1 1CES 1 The mounting flange of the valve body is attached to the upper face of the center (transfer) tank bottom skin with four studs and two countersunk bolts. The studs also attach the drive assembly to the lower face of the center (transfer) tank bottom skin. The drive assembly has a flange to which the actuator is attached and a location slot to make sure the actuator engages correctly. A set of O-ring seals prevent a leakage of fuel through the mounting flange.
D. Control Valve Actuator 11QL(12QL)
(Ref. Fig. 009)
The actuator has an electrical motor that drives a differential gear to turn the ball valve through 90 deg. Limit switches in the actuator control this 90 deg. movement and set the electrical circuit for the next operation. A V-Band clamp attaches the actuator to the flange of the drive assembly. A location peg makes sure that the actuator engages correctly. The see/feel indicator gives an indication of the valve position without removal of the actuator.
7. Operation/Control and Indication________________________________
(Ref. Fig. 005, 006)
The main transfer system is usually controlled automatically, but it can be
controlled manually when necessary. For system operation it is necessary to
have:
-
the 28VDC BUS 1 (103PP) and the 28VDC BUS 2 (204PP) energized
-
the circuit breakers 1QL, 2QL and 3QL closed.
A.
Automatic Operation
(Ref. Fig. 002)
The Fuel Level Sensing Control Unit (FLSCU) has automatic control of the
main transfer system when you:
-
push in the MODE SEL P/BSW (4QL)
-
push in (ON) the CTR TK L XFR (CTR TK R XFR) P/BSW (5QL, 6QL). The control valves (153QM, 154QM) are automatically set to open or closed, independently of each other. The jet pumps (157QM, 158QM) will supply fuel to the related wing tank, as necessary, when the control valves are open.
The main transfer system operates as follows:
-the auto control relays (7QL, 8QL) are energized and the control valves are given signals to open, independently of each other
-a control valve will not open if the related FULL sensor (27QJ1, 27QJ2) is wet
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-
a control valve will open when the related UNDERFULL sensor (26QJ1, 26QJ2) is dry and the related LOW LVL sensor (21QJ, 22QJ) is wet
-
a control valve will close when the related FULL sensor (27QJ1, 27QJ2) becomes wet again
-
a signal is given to the time delay relay (9QL, 10QL) when the related LOW LVL sensor (21QJ, 22QJ) becomes dry. The related control valve stays open for five minutes and then closes
-if a LOW LVL (21QJ, 22QJ) sensor becomes wet during this five minute period the related control valve will stay open. This cycle continues until the LOW LVL sensor stays dry for the five minute period. The related control valve then closes and the center (transfer) tank is empty
-FAULT INHIBIT relays do not let the FAULT annunciators come on during the five minute period.
B. Manual Operations
The crew have manual control of the transfer system when they:
-release out (MAN) the MODE SEL P/BSW
-push in (ON) the CTR TK L XFR (CTR TK R XFR) P/BSW.
In this configuration the jet pumps will run continuously until the CTR TK L XFR (CTR TK R XFR) P/BSW is released out (OFF).
C. Main Transfer System Fault Indication
(1) P/BSW FAULT annunciators
The main transfer system has FAULT annunciators on:
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