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tank replenishmento f fuel to the sidew ith the failed vent
valve will come primarily from the opposite sump tank
because the head pressure at the interconnect valve (E)
may be higher than that at interconnects A, B, C, or D
(Figure 2-3 1). A fuel quantity imbalance will occur with
the side of the properly operating vent valve decreasing
more rapidly than the malfunctioning side. The boxbeam
tank with the malfunctioning vent valve will eventually
vent through the overflow pipe when the
respective fuselage tank (cell No. 2 or 5) is empty. If for
any reasont he fuel is not transferredo ut of ther espective
fuselage tank, the imbalance will continue until the
vented sump tank fuel quantity is low enough to uncover
the interconnect valve and line (256 pounds approximately).
This permits venting of the unvented side and
permits use of the balance of the fuel in the sump tanks.
Vent valve malfunctions can created isconcertingf uel
imbalancesA. lthough engineo perationi s not affecteda nd
all of the fuel in the aircraft is available, AB use should be
avoidedw henl ow-feedg roupf uel quantitiesa rei ndicated.
If both engine/boospt umps are operating,t herei s no advantage
in using the cockpit fuel FEED switch to attempt
to correct the imbalance. Positions other than NORM
may simply aggravate the imbalance.
2-53 ORIGINAL
NAVAIR 01-F14AAD-1
2.14.5 Fuel Quantity Balancing. Fuel quantity
balancing is not normally required prior to completion
of wing/external tank transfer or until one fuselage tape
drops below 4,500 pounds. The procedure requires use
of the FEED switch that opens the sump tank interconnect
valve, joining the FWD/R and AFT/L systems.
With a high quantity in the FWDiR group, the greater
static headp ressurep, articularly in noseupa ttitudes,c an
cause overfilling of the AFT/L group. To prevent this,
the FEED switch should be returned to NORM before
the AFT/L tape reaches 6,200 pounds.
When the FEED switch is moved to select the highfuel
quantity side, the following occurs:
1 Sump tank interconnect valve opens and provides
a fuel path between the right and left tanks.
2. Both box-beam tank vent valves open and provide
equal vent pressure on top of the fuel in each boxbeam
tank, regardlesso f the fuel level.
3. Fuselage motive flow shut off valve on the nonselected
(low-fuel quantity) side closes and terminates
the last sourceoftransferofthat fuselage fuel
into its respective box-beam tank.
4. Motive flow isolation valve opens and provides path
for nonselecteds ide motive flow pressuret o reach
the opposite side. Thus motive flow transfer should
maintain a 611b1o x-beamt ank on the selecteds ide.
5. Both defuel/transfcr selector valves open and permit
either wing/external tank to transfer into either
wing box-beam tank.
The higher static pressure head created by the full
box-beam tank on the selected side results in the nonselected
side engine feeding primarily from the sump tank
interconnect rather than interconnects A, B, C, or D.
With both engines feeding from the fuel in primarily one
side, the correction rate of the fuel quantity imbalance
is essentially a function of engine demand.
During AB operations, NORM shall be
selected. FWD or AFT could deplete fuel
in sump tanks.
Aircraft attitude will have a significant influence
on the direction of fuel movement
if FWD or AFT is selected. Nosedown
attitude will transfer fuel forward, and
noseup attitude will transfer fuel aft.
2.14.6 Fuel Transfer/Feed During Single-Engine
Operation. Loss of an engine before the low-level
thermistor in either cell No. 2 or 5 is uncovered will
terminate all motive flow transfer on the failed side.
External tank fuel will continue to transfer if room is
available in the failed side fuselage tanks. If no pilot
action is taken, the operating engine will feed only from
its own side. This will lead to a fuel imbalance that can
normally be corrected through the use of the fuel FEED
switch. Selecting the high side (inoperative engine side)
results in the following:
1. Selected side fuselage motive flow shutoff valve
is opened.T he valve was commandedc losedw hen
the FUEL PRESS caution light illuminated.
2. Operating side fuselage motive flow shutoff valve
is closed and stops operating side fuselage fuel
transfer into the box-beam tank.
3. Motive flow isolation valve opens. Operating side
motive flow pressure now powers the inoperative
side. Failed side fuselage fuel will begin transferring
into its respective box-beam tank.
4. Sump tank interconnect valve opens and provides
　
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