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side of the airplane. Fuel will then be supplied to both engines from the heavy side until lateral fuel
imbalance is within desired limits.
CAUTION
The possibility of engine flameout could occur, if the crossfeed valve
is not opened prior to inhibiting the fuel pumps.
In this operating mode, the crossfeed valve is selected open via the XFEED SOV switch on the
fuel control panel. The fuel pumps on the light side of the airplane are turned off, using the
applicable AUX PUMP and PRI PUMP switches. Fuel will then be supplied from the heavy side of
the airplane only, thereby correcting the lateral fuel imbalance. Crossfeed continues in this mode
until the crew deselects the switches after lateral balance is achieved.
NOTE
It is important that the crew monitor system operation in this mode,
since crossfeed will continue until manually deselected.
FUEL
Rev 2A, Apr 11, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
12−10−9
TRANSFER SYSTEM (CONT'D)
Crossfeed (Cont’d)
In the event that a lateral fuel imbalance occurs outside design limits, it will be annunciated on
EICAS, prompting the crew to take action.
Crossfeed Shutoff
Valve
Crossfeed shutoff
valve is selected
open by the switch
on the fuel control
panel.
L
WING FEED
INHIBIT
FGF1210_009
AUX PUMP
OFF
PRI PUMP
OFF
XFEED SOV
FAIL
OPEN
FUEL
TOTAL FUEL
26300 LBS
FUEL USED
9316 LBS
12900 LBS 14900 LBS
5816 LBS
AUX AUX
23 °C 23 °C
P
P
P P P
APU
32 °C
P
P
P
32 °C
The FUEL synoptic page represents the fuel crossfeed mode (backup) of operation. The system is
shown with the crossfeed shutoff valve selected open, left auxiliary pump inhibited, left forward
pumps inhibited and both engines running.
FUEL
Flight Crew Operating Manual Rev 2A, Apr 11, 2005
CSP 700−5000−6
Volume 2
12−10−10
ENGINE FEED SYSTEM
Fuel is provided to each engine from the two AC boost pumps. In normal operation, both boost
pumps are continuously on and provide all engine fuel flow once the 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 tanks will be consumed 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.
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.
FGF1210_010
FUEL
TOTAL FUEL
35316 LBS
FUEL USED
300 LBS
14900 LBS 14900 LBS
5516 LBS
AUX AUX
23 °C 23 °C
P
P
P
APU
32 °C
P
P
P
32 °C
P P
FUEL
TOTAL FUEL
35316 LBS
FUEL USED
300 LBS
14900 LBS 14900 LBS
5516 LBS
AUX AUX
23 °C 23 °C
P
P
P
APU
32 °C
P
P
P
32 °C
P P
LO PRESS LO PRESS
FUEL
Rev 3, Apr 25, 2005 Flight Crew Operating Manual
CSP 700−5000−6
Volume 2
12−10−11
ENGINE FEED SYSTEM (CONT'D)
Engine Feed System Indication (Cont’d)
The FUEL synoptic display below represents airplane configuration with the APU shutdown, both
engines on speed, AC pumps running and the DC pumps on standby.
FGF1210_011
FUEL
TOTAL FUEL
35316 LBS
FUEL USED
300 LBS
14900 LBS 14900 LBS
5516 LBS
AUX AUX
23 °C 23 °C
P
P
P
APU
32 °C
P
P
P
32 °C
P P
FUEL
Flight Crew Operating Manual Rev 3, Apr 25, 2005
CSP 700−5000−6
　
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