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defueVtransferselectorvalveasl lowingthetmppedwing
fuel to transfer to the opposite box-beam fuel tank.
Note
Premature automatic wing motive flow valve
shutoff may occur because of formation of
air bubbles in the wingtip fuel thermistors.
Pilot selection of ORIDE with the
WING/EXT TRANS switch will reenable
fuel transfer.
2-51 ORIGINAL
NAVAIR 01-F14AAD-1
TRANSFER HIGH-LEVEL
REFUELINGS VHAVLTVOEF F PILOTVALVE OEFUELINGiTRANSFER
SHUTOFF
\
SELECTOR VALVES
VALVE
FUEL AND AIR
SIGHT VENT HlGH-LEVEL OVICK-DISCONNECTS FUELING AND TRANSFER LINE
REFUELING AND TRANWER
SHUTOFF VALVE
/
OVERbOARD
VENT LOW-LEVEL
PILOT
VALVE
LOW-LEVEL
PILOT
VALVE
Figure 2-34. Wing and External Tank Fuel Transfer
ORIGINAL
Note
l ORIDE transfer should not normally be
used unless AUTO transfer fails to complete
transfer ofwing or external tank fuel.
ORIDE use when the wing tanks are dry
may allow air to enter the box-beam tanks,
reducing the efficiency of gravity transfer
to the sump tanks.
l When the thermistor in either cell No. 2
or 5 is uncovered, the WING/EXT
TRANS switch will be deenergizedfr om
OFF to AUTO. This automatic feature is
to ensure all wing and external fuel has
beent ransferred.A Aer 5 seconds,t he pilot
may reset this switch to OFF.
A weight-on-wheels inhibit function prevents opening
of the wing motive flow shutoff valve. To transfer
wing fuel during ground operations, the WINCYEXT
TRANS switch must be set to ORIDE to bypass the
weight-on-wheels function.
Activation of fuselage fuel dump automatically initiates
wing fuel transfer in sequence after external tank
transfer by automatically moving the WINCYEXT
TRANS switch to AUTO if in OFF. Positioning the
REFUEL PROBE switch to ALL/EXTD also releases
the solenoid holding the WING/EXT TRANS switch in
OFF.
2.14.4.5 External Tank Transfer. External tank
transfer is also controlled by the WMG/EXT TRANS
switch. When external tanks are installed, transfer from
the wings and external tanks occurs concurrently. Transfer
from the wings and external tanks cannot be accomplished
separately; however, the external tanks should
complete transfer before the wing tanks. External tank
fuel is transferred by bleed air pressure regulated to
25 psi. Maximum transfer rate of each external tank
is approximately 45,000 pph. External tank fuel transfer
into the fuselage is controlled by the same valves that
control wing transfer. Fuselage level is controlled by
the refueling/transfer shutoff valves and, until both the
defuel/transfer valves are commanded open, external
tank fuel can only transfer into the box-beam tank
located on the same side of the aircraft.
External tank transfer can be checked on the deck by
placing the WMG/EXT TRANS switch to ORIDE, or
selecting FLT GR UP with the MASTER TEST switch
and noting depletion of external tank fuel quantity. In
addition, when FLT GR UP is selected, the GO/NO GO
light on the MASTER TEST panel is illuminated by a
pressure switch in the aircraft pressure line leading to
the external tanks and indicates status of line pressure.
NAVAIR 01.Fl4AAD-1
Since FLT GR UP serves to bypass the landing gear
down interlock in the external tank transfer circuit, the
WtNG/EXT TRANS switch may remain in the AUTO
(normal) position for this check.
Note
l Verifying tank operation by observing
fuel transfer is both time consuming with
a full fuselage fuel load and aggravates
fuel slosh loads in the external tanks during
catapult launch.
l Engine rpm above idle may be required to
provide sufficient bleed air pressure for a
satisfactory check.
2.14.4.6 Vent Valve Failure. The vent valves in the
right and left box-beam tank are always commanded
open with the sump tank interconnect valve, making the
right and left feed groups a common system. This function
occurs when the low-level thermistor in cell No. 2
or 5 is uncovered. To equalize the static pressure head
at the interconnect valve, the fuel in the sump tanks will
seek a common level. At matched engine demands, each
engine will feed from its own side and negligible flow
will occur across the sump tank interconnect valve. If a
vent valve fails to open, the additional vent pressure on
top of the fuel on the vented side creates a pressure
differential between the let? and right sump tanks and
results in migration through the interconnect valve to the
side with the inoperative vent valve. Therefore, sump
　
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