Fuel Quantity - Ultracomp 52QT, Right Wing Tank

TASK 28-42-00-810-828-A
Fuel Quantity - Ultracomp 52QT, Right Wing Tank

WARNING: OBEY THE FUEL SAFETY PROCEDURES.

WARNING: WHEN YOU DO WORK ON THE FUEL SYSTEM WIRING, YOU MUST USE TEST EQUIPMENT THAT IS APPROVED (REFER TO INTERNATIONAL OR NATIONAL SPECIFICATIONS FOR INTRINSICALLY SAFE TEST EQUIPMENT: EN50020, UL913 OR EQUIVALENT). TEST EQUIPMENT THAT IS NOT APPROVED CAN CAUSE FIRE OR AN EXPLOSION.

1. Possible Causes

FQIC [3QT]
aircraft wiring
shorting plug 4044VC-A
water contamination
microbiological contamination
unwanted material
HARNESS-RIGHT WING, TANK A [58QT]
HARNESS-RIGHT WING TANK B [64QT]
ULTRACOMP-RIGHT WING TANK [52QT]
fused connector 4044VC-A
Fused connector 4044VC-A
HARNESS-CHAN A, R WING TK INR [13QT2]
HARNESS-CHAN B, R WING TK INR [14QT2]

2. Job Set-up Information
A. Fixtures, Tools, Test and Support Equipment

REFERENCE	QTY	DESIGNATION
No specific	AR	MULTIMETER - STANDARD

B. Referenced Information

REFERENCE	DESIGNATION
TSM TASK 28-11-00-810-809-A	Fuel - Unwanted Material (Debris) In The Left (Right) Wing-Tank (Outboard of the Rib2)
TSM TASK 28-42-00-810-879-A	The Fuel Quantity Indications Go Inoperative Or Degraded Associated With Multiple Fuel Probe Failures Due To Water & Microbiological Contamination
AMM 12-11-28-650-003	Pressure Refuel with Automatic Control
AMM 12-32-28-281-001	Drain Water Content
AMM 12-32-28-281-003	Sample Fuel for Microbiological Contamination Analysis
ESPM 2052210
ESPM 2052220
ESPM 2053210
AMM 24-41-00-861-002	Energize the Aircraft Electrical Circuits from the External Power
AMM 24-41-00-862-002	De-energize the Aircraft Electrical Circuits Supplied from the External Power
AMM 28-10-00-910-001	Safety Procedures When You Do Work in a Fuel Tank
AMM 28-10-00-910-002	Access to the Fuel Tanks and the Work Areas
AMM 28-11-00-600-003	Removal of Microbiological Particles
AMM 28-25-00-869-001	Fuel Transfer
AMM 28-42-00-740-003	Interrogation of the FQIS Input Parameters Pages
AMM 28-42-00-740-009	Interrogation of the (SIMMONDS/GOODRICH) FQIS Trouble Shooting Data
AWM 284204
AWM 284210
AWM 284212
CMM 284212
AMM 28-42-34-000-001	Removal of the Fuel Quantity-Indicating Computer (FQIC)
AMM 28-42-34-400-001	Installation of the Fuel Quantity-Indicating Computer (FQIC)
AMM 28-42-43-000-005	Removal of the Wing Tank Harness
AMM 28-42-43-000-006	Removal of the Wing-Tank Inner-Cell Group A Harness
AMM 28-42-43-000-007	Removal of the Wing-Tank Inner-Cell Group B Harness
AMM 28-42-43-000-008	Removal of the Wing Tank Fuel Quantity Indicating Probe Fused/Shorting Plug Connectors
AMM 28-42-43-400-005	Installation of the Wing Tank Harness
AMM 28-42-43-400-006	Installation of the Wing-Tank Inner-Cell Group A Harness
AMM 28-42-43-400-007	Installation of the Wing-Tank Inner-Cell Group B Harness
AMM 28-42-43-400-008	Installation of the Wing Tank Fuel Quantity Indicating Probe Fused/Shorting Plug Connectors
AMM 28-42-48-000-001	Removal of the Ultracomp
AMM 28-42-48-400-001	Installation of the Ultracomp
AMM 31-32-00-860-001	Procedure to Get Access to the SYSTEM REPORT/TEST Menu Page
AMM 31-60-00-860-001	EIS Start Procedure
AMM 31-60-00-860-002	EIS Stop Procedure
TSM TASK 28-42-00-03	QUANTITY INDICATING - TASK SUPPORTING DATA

3. Fault Confirmation
Subtask 28-42-00-865-074-A ** ON A/C NOT FOR ALL

A. Table of the circuit breakers used in this procedure:

PANEL	DESIGNATION	FIN	LOCATION
** ON A/C NOT FOR ALL
49VU	FUEL/FQI/CHAN/1	1QT	A13
121VU	FUEL/FQI/CHAN/2	2QT	M27

Subtask 28-42-00-710-077-A ** ON A/C NOT FOR ALL

B. Test

NOTE: The FQIS is a positive DC capacitive system. In such a system the fuel probes (which are the sensors) operate as capacitors. The dielectric of the capacitors is:

fuel if a fuel probe is covered with fuel
air if a fuel probe is not covered with fuel.

Each fuel probe operates as a variable capacitor with a capacitance value related to the ratio of the fuel probe covered in air or fuel. This is because the permittivity of the fuel is approximately two times that of air. Thus the fuel is a component part of the electrical FQIS.

If water (and/or other unwanted materials) gets into a fuel-tank, it can cause problems. Example, it can cause a partial or a complete short circuit between the two concentric tubes of the fuel probe.

It is very important that the water in each fuel tank is kept to a minimum. The procedures given in the MPD and AMM must be fully completed. A failure to do so can cause the problems that follow:

water contamination
microbiological contamination
chemical contamination
local fuel-tank corrosion
engine corrosion
the engine fuel filters to become blocked
the aircraft is out of service for a long period some time in the future while the microbiological contamination is removed
possible aircraft safety issues.

In this procedure the sensor is a ultracomp.
In normal operation the ultracomp stays fully covered (immersed) in fuel because it is installed near the fuel tank floor.
The ultracomp outer protective cover contains the two assemblies that follow CMM 284212:

a velocity-of sound and temperature sensor assembly
a capacitor assembly.

The capacitor assembly calculates the dielectric constant (permittivity).
The velocity of sound is used to calculate the density.
The temperature sensor is used to correct the density for changes in temperature.
These values (plus all the capacitance values from each of the fuel probes) are necessary for the FQIC 3QT to accurately calculate the fuel load of the aircraft.

(1) If you are:

not sure that the AMM refuel and all the MPD scheduled servicing tasks (related to water and microbiological contamination of the fuel) have been correctly done, do the TSM procedure (Ref. TSM TASK 28-42-00-810-879)
sure that the AMM refuel and all the MPD scheduled servicing tasks (related to water and microbiological contamination of the fuel) have been correctly done, do step (2).

(2) If available read (Ref. TFU 28.42.00.038).
(3) To keep the number of computer replacements (with no fault found) to a minimum, do the power on BITE test of the FQIS as follows:

NOTE: The right wing tank must contain 1000kg (2200lb) of fuel to fully test the ultracomp 52QT.

(a) If the FQIS is not energized:
1 Close the C/Bs 1QT and 2QT.
2 Energize the Aircraft Electrical Circuits from the External Power AMM 24-41-00-861-002.
(b) If the FQIS is energized, reset the FQIC as follows:
1 Open the C/Bs 1QT and 2QT.
2 Wait 10 seconds.
3 Close the C/Bs 1QT and 2QT.

NOTE: For the FQIC to do a (new) power up BITE test, a power supply interrupt (interval) of more than 10 seconds is necessary. This gives the current status of the FQIS components.

(4) Do the EIS Start Procedure (ECAM only) AMM 31-60-00-860-001.
(5) On the ECAM control panel, push (in) the FUEL P/BSW.
(6) Make sure that the FUEL page shows on the ECAM lower display unit.
(7) Wait 300 seconds.
(8) Continue as follows:

NOTE: The FUEL page FQIs will show XXs in amber color, for 35 seconds, during the FQIC power up BITE test.
A FQIS sensor fault must be sensed by the FQIC for 60 seconds before the applicable LRU identification is transmitted to the CFDS as unserviceable. The fault message is shown on the MCDU when set to SYSTEM REPORT/TEST (FUEL) and the FQIS STATUS page.

(a) Do the procedure to get access to the SYSTEM REPORT/TEST menu page AMM 31-32-00-860-001.
(b) When the SYSTEM REPORT/TEST menu page comes into view, push the line key adjacent to FUEL.
(c) When the FUEL menu page comes into view, push the line key adjacent to FQIS STATUS.
(9) Examine the FQIS STATUS page.
(a) Make a record of the messages shown (or use the PRINT function to get a copy).
(b) When you have got a copy or print, press the RETURN key on the MCDU.
(c) When the FUEL menu page comes into view, push the line key adjacent to INPUT PARAMETERS.
(10) Examine the INPUT PARAMETER VALUES (page 1 - FQIS INPUT PARAMETERS).
(a) Make a record of the page 1 (or use the PRINT function to get a copy).
(b) When you have got a copy or print, press the NEXT PAGE key on the MCDU.
(11) Examine the INPUT PARAMETERS (page 2 - FQIS PROBE CAPACITANCES).
(a) Make a record of the page 2 (or use the PRINT function to get a copy).
(12) Compare the original failure and your records with those that follow:

if the FQI goes inoperative or degraded and is associated with multiple fuel probe failures, do the procedure (Ref. TSM TASK 28-42-00-810-879)
if multiple fuel probe messages are given on the FQIS STATUS page with multiple values on the I/P PARAMETER page 1 and page 2 (shown with a - (dash) or out of range (see the note below)), do the procedure (Ref. TSM TASK 28-42-00-810-879)
if the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG is shown (and/or the RIGHT UCMP - K, T, V, and DENS values on the I/P PARAMETER page 1 and/or the related right wing-tank ultracomp capacitance value on page 2) are shown with a - (dash) or out of range, do Para. 4.A.
if the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG is not shown and the values shown on the I/P PARAMETER pages are correct, go to step (13).

NOTE: If the input parameter values are calculated (in the FQIC 3QT) they are shown (displayed). This is also true when the parameters are out of range. A - (dash) is shown if a parameter is not measured. Example, because of a fuel-probe sensor detector failure. Out of range values of more than the display capability are shown as the maximum value of the display.

The normal range of fuel-probe capacitance values (at dry and full) can be got from the Tank Units DC Capacitance Values 28-42-00-03 TSM TASK 28-42-00-03.

(13) If (after the Fault Confirmation Test given before) the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG is not shown:

the first time, no troubleshooting work steps are necessary
the second time (intermittent/spurious fault), go to step (14).

(14) Set the MCDU to FQIS INPUT PARAMETERS, Page 1 AMM 28-42-00-740-003.
(15) Examine the R ULTRACOMP 52QT values:

permittivity UCMP K (1.893 to 2.361)
temperature UCMP T (-66.5 to 105.0)
velocity UCMP V (990.0 to 1665.0).

NOTE: The fuel temperature shown as UCMP T should bear a close relationship to the fuel temperatures shown as TEMP which are derived from the wing tank number 2 probes 54QT1(2). Both temperatures have a relationship to the aircrafts recent transit/local air temperature, and conditions.

(16) Set the MCDU to INPUT PARAMETERS, Page 2 (FQIS PROBE CAPACITANCES).
(17) Examine the R ULTRACOMP 52QT capacitance value (54.45 to 132.45).
(18) If in steps (15) and (17) the values shown are not in the correct range (as shown by the figures in brackets) or not shown, go to Para. 4.A.
(19) If the fault is not shown on the FQIS STATUS (intermittent/spurious), set the MCDU to one of the applicable FUEL options as follows:

the LAST LEG REPORT
the PREVIOUS LEGS REPORT.

(a) Press (in) the line function key to the right of the failed LRU.

NOTE: Hexadecimal coded Trouble-shooting Data related to the original intermittent/spurious failure report is now shown. This data can be decoded AMM 28-42-00-740-009.

The Trouble-shooting Data can also be accessed in the same manner from the FQIS STATUS for currently failed LRUs.

(b) With the decoded data available, go to Para. 4.A.

NOTE: OPTIONAL TESTING:
If a DC Capacitance Fuel System Tester, and a PSDA321-1 Test Set is available, measurements can be taken before a decision is made to go into or close up a fuel tank of the dielectric sensor, and a GO/NOGO indication given of the velocimeter ultrasonic transducers, and temperature sensors.
The Tester can be connected to the FQIC rack connector or the related tank wall connector. See P. Block 301 for the Tank Units DC Capacitance Values.

Subtask 28-42-00-710-077-B ** ON A/C NOT FOR ALL

B. Test

NOTE: The FQIS is a positive DC capacitive system. In such a system the fuel probes (which are the sensors) operate as capacitors. The dielectric of the capacitors is:

Fuel if a fuel probe is covered with fuel
Air if a fuel probe is not covered with fuel.

Aater contamination
Microbiological contamination
Chemical contamination
Local fuel-tank corrosion
Engine corrosion
The engine fuel filters to become blocked
The aircraft is out of service for a long period some time in the future while the microbiological contamination is removed
Possible aircraft safety issues.

A velocity-of sound and temperature sensor assembly
A capacitor assembly.

(1) If you are:

Not sure that the AMM refuel and all the MPD scheduled servicing tasks (related to water and microbiological contamination of the fuel) have been correctly done, do the TSM procedure (Ref. TSM TASK 28-42-00-810-879)
Sure that the AMM refuel and all the MPD scheduled servicing tasks (related to water and microbiological contamination of the fuel) have been correctly done, do step (2).

(2) If available read (Ref. TFU 28.42.00.038).
(3) To keep the number of computer replacements (with no fault found) to a minimum, do the power on BITE test of the FQIS as follows:

NOTE: The right wing inner cell must contain 1500kg (3300lb) of fuel to fully test the ultracomp 52QT.

NOTE: For the FQIC to do a (new) power up BITE test, a power supply interrupt (interval) of more than 10 seconds is necessary. This gives the current status of the FQIS components.

If the FQI goes inoperative or degraded and is associated with multiple fuel probe failures, do the procedure (Ref. TSM TASK 28-42-00-810-879)
If multiple fuel probe messages are given on the FQIS STATUS page with multiple values on the I/P PARAMETER page 1 and page 2 (shown with a - (dash) or out of range (see the note below)), do the procedure (Ref. TSM TASK 28-42-00-810-879)
If the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG is shown (and/or the RIGHT UCMP - K, T, V, and DENS values on the I/P PARAMETER page 1 and/or the related right wing-tank ultracomp capacitance value on page 2) are shown with a - (dash) or out of range, do Para. 4.A.
If the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG is not shown and the values shown on the I/P PARAMETER pages are correct, go to step (13).

NOTE: If the input parameter values are calculated (in the FQIC 3QT) they are shown (displayed). This is also true when the parameters are out of range. A - (dash) is shown if a parameter is not measured. Example, because of a fuel-probe sensor detector failure. Out of range values of more than the display capability are shown as the maximum value of the display.

The normal range of fuel-probe capacitance values (at dry and full) can be obtained from the Tank Units DC Capacitance Values 28-42-00-03 TSM TASK 28-42-00-03.

(13) If (after the Fault Confirmation Test given before) the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG is not shown:

The first time, no troubleshooting work steps are necessary
The second time (intermittent/spurious fault), go to step (14).

(14) Set the MCDU to FQIS INPUT PARAMETERS, Page 1 AMM 28-42-00-740-003.
(15) Examine the R ULTRACOMP 52QT values:

Permittivity UCMP K (1.893 to 2.361)
Temperature UCMP T (-66.5 to 105.0)
Velocity UCMP V (990.0 to 1665.0).

NOTE: The fuel temperature shown as UCMP T should bear a close relationship to the fuel temperatures shown as TEMP which are derived from the wing tank number 2 probes 92QT1(2). Both temperatures have a relationship to the aircrafts recent transit/local air temperature, and conditions.

The LAST LEG REPORT
The PREVIOUS LEGS REPORT.

(a) Press (in) the line function key to the right of the failed LRU.

(b) With the decoded data available, go to Para. 4.A.

4. Fault Isolation
Subtask 28-42-00-810-077-A ** ON A/C NOT FOR ALL

A. Procedure

NOTE: The Ultracomp 52QT is in the right wing and located between Ribs 2 and 3.

(1) Temporarily replace the FQIC 3QT with a serviceable item AMM 28-42-34-000-001 and AMM 28-42-34-400-001.

NOTE: The step (1) has been included because it is important to make sure that the FQIC is serviceable before you start more steps.

(2) If the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG:

is not shown (and the related input parameter values show correct), complete the installation of the FQIC [3QT] AMM 28-42-34-000-001 and AMM 28-42-34-400-001
is shown (and the related input parameter values stay incorrect), do step (3).

(3) Remove the temporary installed serviceable FQIC 3QT AMM 28-42-34-000-001 and return it to stores.
(4) Get access AMM 28-42-43-000-008 to the:

tank wall connectors 4039VC2-A and 4040VC2-A
shorting plug 4044VC-A.

(5) Disconnect the:

tank wall connectors 4039VC2-A and 4040VC2-A
shorting plug 4044VC-A.

(6) Do a visual inspection and electrical tests of the aircraft wiring AWM 284204, AWM 284210 and AWM 284212 between the FQIC rack connector 3QT-A and the tank wall connectors 4039VC2-A and 4040VC2-A as follows:

NOTE: Each capacitive fuel probe is supplied with an alternating current drive from the FQIC.
The fuel probes in a tank group (harness) share the drive and drive return (two aircraft wires) between the FQIC rack connector and the connector 4044VC-A.
The connector 4044VC-A is adjacent to and below its related tank wall connector 4040VC2.
In the connector 4044VC-A:

the drive wire divides to supply each of the related fuel probes, in parallel
the drive return wire also divides to connect to each of the related fuel probes,in parallel. All of the discrete drive and drive return wires then go to the tank wall connector 4040VC2-A.
Diodes located on a circuit card assembly in the ultracomp half wave rectify the output signal. The positive going, dc current signal (in proportion to the capacitance value/fuel dielectric) is routed directly from the tank wall connector 4040VC2-A to the FQIC rack connector.
The density (Velocity of Sound - VOS)/temperature section of the ultracomp is connected (by two wires) to the tank wall connector 4039VC2 and routed directly to the FQIC rack connector.

(a) Visual Inspection
Make sure that good lighting is available.
Do a visual inspection and look for distortion (bent, pinched or stretched), damage (broken, chafed or cut), discoloration, overheating (burnt, melted or arcing), liquid contamination, loose electrical connection, or incorrect assembly of the items that follow:

FQIC rack connector 3QT-A, pins 13K, 14K, 3A, 7A and 4D
92VU shelf receptacle 210VC and connector 210VC-A
92VU shelf receptacle 214VC and connector 214VC-A
receptacle 1970VC and connector 1970VC-A
receptacle 1521VC and connector 1521VC-A
receptacle 2973VC and connector 2973VC-A
receptacle 7110VC and connector 7110VC-A
receptacle 7155VC and connector 7154VC-A
pressure seal feedthrough 4016VP
pressure seal feedthrough 4018VP
shorting plug 4044VC-A and receptacle 4044VC-A
connector 4039VC2-A, pins H, J
connector 4040VC2-A, pins <Z, GG and AA
adjacent and related connecting wires.

(b) Electrical Tests
Do a continuity test ESPM 2052210 and a test for a short circuit ESPM 2052220 of the wires that follow:

Right Wing Group A AWM 284204

FQIC rack connector 3QT-A, pin 13K to connector 4039VC2-A, pin H (ultracomp, VOS-TEMP, HIGH)
FQIC rack connector 3QT-A, pin 14K to connector 4039VC2-A, pin J (ultracomp, VOS-TEMP, LOW)

Right Wing Group B AWM 284210 and AWM 284212

FQIC rack connector 3QT-A, pin 3A to connector 4040VC2-A, pin <Z (ultracomp signal)
FQIC rack connector 3QT-A, pin 7A to connector 4040VC2-A, pin GG (common drive return)
FQIC rack connector 3QT-A, pin 4D to connector 4040VC2-A, pin AA (common drive).

shorting plug 4044VC-A to the receptacle 4044VC AMM 28-42-43-400-008
tank wall connectors 4039VC2-A and 4040VC2-A to their related receptacles.

(e) Install the initial FQIC 3QT AMM 28-42-34-400-001.
(f) Do the test given in Para. 3.B.
(7) If the fault continues:
(a) Do a check for water contamination as given in the procedure 'Drain Water Content' AMM 12-32-28-281-001.
(b) Do a check (sample) for microbiological contamination AMM 12-32-28-281-003. If the results are MODERATE or HEAVY, do the applicable procedure or action AMM 28-11-00-600-003.

NOTE: Different microbiological contamination test kits are available. If no water is present in the drained sample, it is important to use a kit which can test contamination in the fuel phase. It is also important you make sure you use a kit which is correct for the timescale for the results availability.

(c) Get access to the right wing-tank AMM 28-10-00-910-001 and AMM 28-10-00-910-002.
(d) If during the steps to get access to the fuel probe you find:
1 Microbiological contamination in the fuel-tank, do the steps that follow:
a Make a record of what you have found in the aircraft technical log.
b Remove all the microbiological contamination AMM 28-11-00-600-003.
2 Debris unwanted material (example, locking wire or an aircraft fastener), do the TSM procedure for Unwanted Material (Debris) In The Left (Right) Wing-Tank (Outboard of the RIb2) (Ref. TSM TASK 28-11-00-810-809).
(8) Do a check of the HARNESS-RIGHT WING, TANK A [58QT] AWM 284204 and replace, if necessary, AMM 28-42-43-000-005 and AMM 28-42-43-400-005.
(9) Do a check of the HARNESS-RIGHT WING TANK B [64QT] AWM 284210 and replace, if necessary, AMM 28-42-43-000-005 and AMM 28-42-43-400-005.
(10) If the harnesses 58QT and 64QT are serviceable, replace the ULTRACOMP-RIGHT WING TANK [52QT] AMM 28-42-48-000-001 and AMM 28-42-48-400-001.

NOTE: If the right wing tank ultracomp 52QT is replaced, 1000kg (2200lb) of fuel must be put in the right wing tank before you can fully test the ultracomp.

Subtask 28-42-00-810-077-B ** ON A/C NOT FOR ALL

A. Procedure
(1) Transfer the fuel from the applicable wing tank AMM 28-25-00-869-001.
(2) Drain the residual water completely from the tank.
(3) Refuel the applicable wing tank with clean fuel AMM 12-11-28-650-003.
(4) Temporarily replace the FQIC 3QT with a serviceable item AMM 28-42-34-000-001 and AMM 28-42-34-400-001.

NOTE: The step (4) has been included because it is important to make sure that the FQIC is serviceable before you start more steps.

(5) If the message R ULTRACOMP 52QT or R ULTRACOMP 52QT/WRG:

Is not shown (and the related input parameter values show correct), complete the installation of the FQIC [3QT] AMM 28-42-34-000-001 and AMM 28-42-34-400-001
Is shown (and the related input parameter values stay incorrect), do step (6).

(6) Remove the temporary installed serviceable FQIC 3QT AMM 28-42-34-000-001 and return it to stores.
(7) Install the initial FQIC 3QT AMM 28-42-34-400-001.
(8) Get access to the fused connector 4044VC-A AMM 28-42-43-000-008.
(9) Remove the fused connector 4044VC-A.

NOTE: Each capacitive fuel probe is supplied with an alternating current drive from the FQIC.
The fuel probes in a tank group (harness) share the drive and drive return (two aircraft wires) between the FQIC rack connector and the fused connector 4044VC-A.
The fused connector is adjacent to and below its related tank wall connector.
In the fused connector:

The drive wire divides to supply each of its related fuel probes, in parallel
The drive return wire also divides to connect to each of its related fuel probes, in parallel through a fuse.

All of the discrete drive and drive return wires then go to the tank wall connector 4040VC2-A.

(10) Use a MULTIMETER - STANDARD to do a check for continuity, of the related in line fuse AWM 284210 between the pins K and L.
(11) If the continuity test shows:
(a) The fuse has continuity (serviceable), install the serviceable fused connector and continue with step (12).
(b) The fuse is open circuit (first time unserviceable):
1 Replace the fused connector 4044VC-A with a serviceable item.
2 Do the test given in Para. 3.B.
(c) The fuse is open circuit (second time unserviceable):
1 Continue with step (12), only replace the fused connector 4044VC-A when the cause of the short corcuit has been identified and corrected.
(12) Get access to the tank wall connector 4040VC2-A and 4039VC2-A and the the fused connector 4044VC-A AMM 28-42-43-000-008.
(a) Disconnect the:

Tank wall connectors 4039VC2-A and 4040VC2-A
Fused connector 4044VC-A.

(13) Remove the FQIC 3QT AMM 28-42-34-000-001.
(14) Do a visual inspection and electrical tests of the aircraft wiring AWM 284204 AWM 284210 between the FQIC rack connector 3QT-AA and the tank wall connectors 4040VC2-A and 4039VC2-A as follows:
(a) Visual Inspection
Make sure that good lighting is available.
Do a visual inspection and look for distortion (bent, pinched or stretched), damage (broken, chafed or cut), discoloration, overheating (burnt, melted or arcing), liquid contamination, loose electrical connection, or incorrect assembly of the items that follow:

FQIC rack connector 3QT-AA, pins 4J, 7G, 5F, 13A and 14A
92VU shelf receptacles 210VC and 214VC and connectors 210VC-A and 214VC-A
Receptacles 1521VC and 1970VC and connectors 1521VC-A and 1970VC-A
Receptacle 2973VC and connector 2973VC-A
Receptacle 7110VC and 7154VC and connectors 7110VC-A and 7154VC-A
Pressure seal feedthrough 4016VP and 4018VP
Fused connector 4044VC-A and receptacle 4040VC2
Connector 4039VC2-A, pins H and J
Connector 4040VC2-A, pins <Z, GG and AA
Adjacent and related connecting wires.

(b) Electrical Tests
Do a continuity test ESPM 2052210 and a test for a short circuit ESPM 2052220 of the wires that follow AWM 284204 AWM 284210):

FQIC rack connector 3QT-AA, pin 4J to connector 4040VC2-A, pin <Z (ultracomp signal)
FQIC rack connector 3QT-AA, pin 7G to connector 4040VC2-A, pin GG (common drive return)
FQIC rack connector 3QT-AA, pin 5F to connector 4040VC2-A, pin AA (common drive)
FQIC rack connector 3QT-AA, pin 13A to connector 4039VC2-A, pin H (ultracomp, HI VOS-TEMP signal)
FQIC rack connector 3QT-AA, pin 14A to connector 4039VC2-A, pin J (ultracomp, LO VOS-TEMP signal).

Fused connector 4044VC-A AMM 28-42-43-400-008
Tank wall connectors 4039VC2-A and 4040VC2-A.

(e) Install the FQIC 3QT AMM 28-42-34-400-001.
(f) Do the test given in Para. 3.B.
(15) If the fault continues:
(a) Do a check for water contamination as given in the procedure 'Drain Water Content' AMM 12-32-28-281-001.
(b) Do a check (sample) for microbiological contamination AMM 12-32-28-281-003. If the results are MODERATE or HEAVY, do the applicable procedure or action AMM 28-11-00-600-003.

(c) Get access to the applicable fuel tank AMM 28-10-00-910-001 and AMM 28-10-00-910-002.
(d) If during the steps to get access to the fuel probe you find:
1 Microbiological contamination in the fuel-tank do the steps that follow:
a Make a record of what you have found in the aircraft technical log.
b Remove all the microbiological contamination AMM 28-11-00-600-003.
2 Debris unwanted material (example, locking wire or an aircraft fastener), do the TSM procedure for Unwanted Material (Debris) In The Left (Right) Wing-Tank (Outboard of the RIb2) (Ref. TSM TASK 28-11-00-810-809).
(16) Do a check of the HARNESS-CHAN A, R WING TK INR [13QT2] AWM 284204 ( AWM 284210) and replace, if necessary, AMM 28-42-43-000-006 and AMM 28-42-43-400-006.
(17) Do a check of the HARNESS-CHAN B, R WING TK INR [14QT2] AWM 284204 ( AWM 284210) and replace, if necessary, AMM 28-42-43-000-007 and AMM 28-42-43-400-007.
(18) If the fault continues, replace the ULTRACOMP-RIGHT WING TANK [52QT] AMM 28-42-48-000-001 and AMM 28-42-48-400-001.

NOTE: If the right wing ultracomp 52QT is replaced, 1500kg (3300lb) of fuel must be put in the right wing inner cell before you can fully test the ultracomp.

5. Close-up
Subtask 28-42-00-942-079-A ** ON A/C NOT FOR ALL

A. Close-up and Removal of Equipment
(1) Do the EIS Stop Procedure AMM 31-60-00-860-002.
(2) If necessary, de-energize the aircraft electrical circuits AMM 24-41-00-862-002.
(3) Make sure that the access panel 574BB (674BB) opened during this trouble-shooting procedure is closed.
(4) Make sure that the work area is clean, clear of tool(s) and other items.
(5) Remove the ground support and maintenance equipment, the special and standard tools and all other items.

[Rev.8 from Aug 2018] 2026.04.04 04:29:02 UTC