CTR TK XFR vs CTR TK PUMP

Disclaimer: 

▪︎This content is Not an official document and does not represent the views of Airbus or any other aviation authority.

▪︎The information provided may be incorrect or misinterpreted and should not be relied upon for decision-making. 

▪︎Always refer to official documents and consult with a qualified aviation professional before making any decisions based on the information provided in this blog post.

▪︎The information provided in this blog post is based on personal study and review.

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CTR TK XFR vs CTR TK PUMP

Each type of A320 aircraft has a different fuel system, 

and one of the most distinguishable features is the CTR TK XFR and CTR TK PUMP.

center tank fuel transfer

 

while center tank fuel transfer controls the flow of fuel from the center tank to the innter tanks.
center tank feeds fuel to the engines. 

center tank fuel pump

and the overhead panel is also different from each other.

 

 

 

center tank xfr button and center tank pump pushbotton

If there is a CTR TK PUMPS LO PR ECAM, the center tanks would be unusable, while the center tank CTR L + R XFR FAULT (VALVES NOT FULLY OPEN) ECAM is still usable via gravity.

 

 

 

MODE SEL pb-sw

 

MODE SEL pb-sw is on (MAN),

Flight crew manually controls the center tank transfer valves with the CTR TK XFR pushbutton switches.

or

Flight crew manually controls the center tank pumps with the center tank pumps' pushbutton.

 

 

CTR TK XFR or CTR TK PUMP will open or runs if man mode is selected on the MODE SEL pb-sw. 

 

 

If you refer to the Flight Crew Operating Manual (FCOM), the MODE SEL PB is used in certain procedures, such as addressing center tank transfer faults or low center tank pump pressure. 

Additionally, there is a cautionary note regarding the Fuel Mode Selector PB during ground preparation

 

 

Fuel Leak Procedure.

 

If we detect a fuel leak late, the ECAM advisory will trigger and guide you through the fuel leak procedure. The ECAM advisory typically activates when there is a difference between wing fuel quantities exceeding 1500 kg. 

(though this value may vary by aircraft).

Even though there is a limitation on the maximum allowed fuel imbalance as specified in the FCOM, there is a note indicating that, in exceptional conditions such as fuel system failure, the stated values for maximum fuel imbalance may be exceeded without significantly affecting the aircraft's handling qualities

 

When dealing with this procedure, it's important not to confuse the Mode Selector Pushbutton and the Fuel Crossfeed Pushbutton. However, the descriptions in the FCOM can be confusing compared to the QRH.
When reading the fuel leak procedure, it's crucial to follow the correct steps, even though they are on different pages.

 

The initial significant step in the QRH is to differentiate between a leak confirmed from the engine/pylon, which may be indicated by excessive fuel flow, low N1, or a visual inspection, and a leak from the engine/pylon that is not yet confirmed or a leak that has not been located.

 

If the leak from the engine/pylon is not confirmed or the leak has not been located, the next step is to turn off the CTR TK XFR or CTR pumps and monitor the fuel quantities in the wing tanks.

(Both wing tanks depletes at a similar rate step is not a separate step)

 

If one wing tank depletes faster than the other,  shut down the engine on the side with the suspected fuel leak.

Monitor the fuel leak again. if the leak stops, we can use crossfeed engine as required.

If the leak continues even after shutting down the engine,

and we can suspect a wing leak, it may consider restarting the engine.