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FUELING MANUAL ( FMA )

i Rev. 01 Date: MAR-22-07

FUELING MANUAL

ii Rev. 00 Date: Dec-11-06

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GENERAL Introduction 1

MAINTENANCE CONSORTIUM FUELING MANUAL

INTRODUCTION This Fueling Manual has been prepared in accordance with the Grupo TACA Maintenance Consortium Airlines, policies and where applicable to the requirements of the International Organization of Civil Aviation (Organizacin de Aviacin Civil Internacional O.A.C.I), the Civil Aviation General Law and its rules. Therefore abiding the requirements of the Air Carrier and the Applicable Regulating Agencies. Grupo TACA Maintenance Consortium is not an air carrier, but rather is a term to encompass the following FAR Part 129.14 air carriers:

- LACSA Airlines - TACA International Airlines - TACA-Peru

Costa Rica, El Salvador, Peru.

In addition, the following operators are associates of the Grupo TACA Maintenance Consortium and have adopted the use of the Grupo TACA Fueling Manual.

- AVIATECA Airlines - TACA Costa Rica

Guatemala, Costa Rica.

For reference in this manual, Grupo TACA Maintenance Consortium can be referred to as "Grupo Taca", "The Company", and/or "The Operator".

The CIVIL AVIATION AUTHORITY (AUTORIDAD DE AVIACION CIVIL A.A.C, DIRECCION GENERAL DE AVIACION CIVIL D.G.A.C) can be referred to as "Civil Aviation Authority", "Authority" or "Aeronautical Authority"

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This manual explains the technical policies and procedures that are applicable to the Airline, which operates within the approved Limitations and Operations Specifications regulations or any other requirement that the Civil Aviation Authority deems convenient. Every aircraft listed in the Limitations and Operations Specifications will be operated according to the specifications and/or requirements described in Airworthiness Certificate, Flight Manual and its Type Certificate.

The Airline will permit that the inspectors of the Aeronautical Authority audit the inspection system, records and general capacity at any time, as required. When the Aeronautical Authority request it, the Airline will produce in a timely manner, all the document and requirements requested.

When the content of this manual disagrees with any regulation or with the approved Aircraft Flight Manual, the latter regulatory source should prevail. Any detected discrepancy must be brought to the attention of the Quality Assurance Director for the corresponding correction. All operating and maintenance personnel must comply with the instructions established in this manual, in addition to the laws, regulations and procedures of the State where the operations take place and that are related to their field of work.

The use of manuals that are not approved and/or accepted by the Aeronautical Authority is not allowed. It is the responsibility of the Quality Assurance Director or his designee to ensure that all the information contained in this manual is accurate and update.

The responsible party for the quality in the distribution process and availability of volumes of the Fueling Manual is the Technical Publications Chief, monitored by the Quality Assurance Department.

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Security is the most important factor of the Airline, which requires the highest degree of care through every phase of operation. Employees are responsible while performing their duties.

In order to carry out safe operations, all the employees must be familiar with the laws, rules, regulations and procedures that have a direct relationship with the development of their functions and obligations. To that effect, these requirements are included in the content

provided in the recurrent trainings.

The procedures and instructions in this manual are based in the latest technical information. These have been established in order to plan and carry out commercial flights according to the policies of the Company.

The Airline guarantees that all the assigned personnel with direct participation in the ground and flight operations, is properly instructed, have demonstrated their capacity in company policies and procedures, in order to maintain the highest degree of safety.

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GENERAL INDEX
PAGE NUMBER 1

COVER Introduction List of Effective Pages Record of Revisions General Index Manual Change Request Highlights of Changes Manual Distribution Manual Control Electronic Manual Control Revision of Information Identification of new/amend Information Manual Approval Definitions

1 1 1 1 1 1 1 1 1 1 1

AIRCRAFT FUELING

Grupo Taca Maintenance Consortium Airbus Aircraft Differences General Jet Fuel Standards Fuel Acceptance Fuel Equipment Checks Hydrant Systems Checks Refueler Requirements Fueling Vehicle Checks Visual Test Membrane Filtration Test Refueling Procedures Fueling Agent Responsibility Fueling With Passengers On Board Refueling using mobile jetways Airlines Maintenance Responsibility Airlines Quality Assurance Responsibility Waiver /Variance Sample Waiver Request Sample Grant of Waiver
A319/ A320/A321 PROCEDURES Refuel/Defuel System - Description And Operation Manual (Magnetic) Indicators - Description And Operation SUPPLEMENT 01

1 2 4 6 6 7 9 12 18 20 21 31 32 35 35 36 36 40 41

1 22 1

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MANUAL CHANGE REQUEST

Any person assigned to the organization may submit a request through their supervisor to change or modify information contained in this manual The request will be submitted to the Maintenance Review Board (MRB) using the following format: Name/Department of Requestor: Signature of Approving Department Supervisor: Signature of Approving Department Director: List the manual; section, page and paragraph propose to be revised: Enter your requested change or attach it to this page:

The MRB will review the request and if they concur, will forward it to the Quality Assurance Director for inclusion in the next manual revision to be submitted to the Civil Aviation Authority. If the request is refused by the MRB, they will notify the initiator. The notification will list the reasons why the request was not approved. All revisions in this manual will be coordinated with the Quality Assurance Director, before being published and approved, in order to assure there will not be any conflict with other manuals, as well as to keep updated the Aeronautical Authority Statement of Compliance. The Quality Assurance Department will coordinate with the Training Department, if the changes proposed in this manual require training.

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GENERAL Highlights of Changes


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HIGHLIGHTS OF CHANGES

The following amendments of the Fueling Manual (FM) revision 04 have been changed. SECTION List of Effective Pages Highlights of Changes Manual Distribution Manual Control Manual Control Supplement 01 PAGES 1, 3 and 5 1 1 1 3 2 DETAIL OF CHANGES Modified as Revision 04. Description of changes contained in Revision 04. Updated media used for manual distribution and users required to have a controlled copy. Removed obsolete verification procedure. Updated Revision Transmittal Sheet Updated E190 fuel tolerance.

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MANUAL DISTRIBUTION
The Quality Assurance Department will be responsible of monitoring the revision and distribution of this manual to every holder. In addition, it will be able to establish and modify the policies of the Manual Distribution process. The Technical Publications Department will be responsible for distributing a hardcopy or electronic copy (CD) of the manual and keep a current record of the distribution list. This is available in form QA-104/06-QA-F. Distribution. Civil Aviation Authority. Quality Assurance Manager. Quality Control Manager. Maintenance Manager. Station Manager. Station Maintenance Provider. Station Service Provider.

For those holders that do not have access to electronic devices, the Department of Technical publications will provide a hard copy through the Companys mail.

Distribution of Manual to subcontractors The distribution of the Airline manuals to subcontracted companies in locations other than the main base will be the responsibility of the airline station manager. He should provide a copy to the subcontracted company

Availability of Manuals to personnel at locations other than the outstations Occasional access to the airline manuals will be necessary during operations to other that the outstations. These operations may include unscheduled flights, diversions due to maintenance or weather, charter, etc. If the required manual is not available onboard the aircraft, the airline personnel requesting the information will coordinate with the Maintenance Control Center (MCC) to provide them with copies either by fax or by means to the locations where the document is required. In case of problems with the electronic systems, the user must request copies to the Technical Publications Department.

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MANUAL CONTROL

The Master Hardcopy manuals are assigned to the Civil Aviation Authority and the Technical Publications Department, who will be responsible to keep a master list with their location and current status of each revision. Technical Publications Department will be responsible for controlling the appropriate distribution and keeping track of the current revisions status. Each responsible holder must update it by completing the Record of Revisions Sheet. A copy of all the proposed revisions will be sent to the Aeronautical Authority for their approval and acceptance. After the approval, copies must be made of the revision(s), of the approval and acceptance letter of the Aeronautical Authority, and of the new listing of effective pages with the signature of approval and acceptance of the Aeronautical Authority by the Technical Publications department. These must be distributed among the responsible parties of the manual. Once each holder receives the revision, it must be inserted and/or change the corresponding pages, write down the revision information in the record of revisions sheet and return the revision transmittal sheet (see page 3 of this section) to the Technical Publications Department. The Technical Publications Department will maintain an original copy of the manual. Every holder will perform the physical revisions of this manual.

Person Responsible of the Manual The Quality Control Manager is responsible for the revision of the procedures described in this manual for the accomplishment of current operational assignations. Each user is directly and solely responsible of completing the assigned tasks. They are also directly responsible of establishing the necessary mechanisms to accomplish the procedures requested by the airline and by certain established standards. Any proposed procedure modification must first be submitted to the person responsible of the manual for his approval. This person has the prerogative to make, accept or reject modifications that affect the different departments in the execution of the procedures. Said modifications or rough drafts must be submitted to the approval of the Maintenance Review Board before being implemented. The MRB is composed by the person responsible of each manual and includes the users assigned by the persons responsible of each manual.

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Once the Maintenance Review Board revises it, it is sent to the Quality Assurance Department, who verifies that the proposed changes to the manual do not interfere with other manuals in the company. This department is also responsible for the updating of the accomplishment letter. The Quality Assurance Department will submit these revisions to the Aeronautical Authority for its acceptance and approval. After the approval, the operational departments are responsible of the logistics involved in the implementation of the modification. The users of this manual who are also directly involved in the operations of the company must be acutely aware of its contents.

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ELECTRONIC MANUAL CONTROL

The Fueling Manual is maintained on line. Technical Publication area is in charge to update the manual during the following three days since was notified about the new revision. This allows employees to get immediate access to information directly from their computer without having to ask supervisors or find the information in paper manuals. It also speeds communication by reducing the time to disseminate information and permits the documentation to be easily found, it is cost efficient since it takes fewer resources, time, paper, etc., reduces revision time significantly and allows the manual administrator complete control over the posted documentation. It is the responsibility of the supervisor to ensure that all employees have accessibility and enough resources to this information. The manual is located in the company network with Internet style specially built to deploy and administer Airline information. This web-based environment is accessible through the Intranet (enlace.taca.com), for airline employees and through the Internet (conexion.taca.com) for third-party and service providers. It delivers interactive information to employees as well as to the applicable regulatory agencies. This site is secured and exclusive to company employees and of the applicable Regulatory Agencies, access to the system is allowed through a registered password with read only privileges, this will ensures that no one will tamper with the posted information. When a username and a password are required by any Airline employee, the Help Desk Department will be contacted to obtain access to this site at helpdesk@taca.com. The employee name, employee number, position and department are required to acquire such access, once the Help desk has verified this information, it will provide the user name and password.

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REVISION OF INFORMATION

Each person responsible of a manual should revise the manual and if there are any changes he should submit a Manual Change Request and should implement the changes as necessary. Handwritten modifications and revisions are not allowed, except in those occasions that require an immediate modification or revision because of a security issue.

Uncontrolled Copies All distribute copies form the master manual are considered as controlled copies, in those cases where an additional copy (complete or partial) is needed, it must specify that is for reference only and must be identified as uncontrolled copy. List of distribution is controlled by the Technical Publications Department. The copies that may circulate in the companys premises or outside of them must have the original seal of the department it belongs to so it can be considered valid. No copies are allowed if they are not in compliance with this procedure.

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IDENTIFICATION OF NEW/AMENDED INFORMATION

When a new revision is issued, a line along the left margin will identify all amended material. This vertical line will be keep only in the pages affected in the current revision with new /amended information.

Every revision is updated in the header (column three) of each page with the date and number of revision without affecting the rest of the manual.

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MANUAL APPROVAL
A duplicated set of effective pages along with a copy of the revision signed by the person responsible of the manual will be forward to the Federal Aviation Administration and to the Aeronautical Authority for their approval and acceptance. If the Federal Aviation Administration/Aeronautical Authority approves/accepts the revision, the inspector will sign and date the List of Effective Pages and return it to the Quality Assurance Department for its distribution to all the corresponding areas. The Quality Assurance Department will place the original copies of the revisions in the Master Manual located at the Quality Assurance Director and mark the record of revisions sheet accordingly. The Quality Assurance Director maintains the original manual to prove that the information available at the Portal has been approved and accepted by the Federal Aviation Administration/Aeronautical Authority. The Quality Assurance Director is responsible for keeping and ensuring that all the manuals are updated. Additionally, it is also responsible to submit new revisions to the Federal Aviation Administration/Aeronautical Authority for their approval and acceptance. The Technical Publications Department will notify the holders of the status of the latest revision on a monthly basis. A list with the operations publications may be found in every flight cabin of each aircraft. The flight crew and the mechanics must make sure that these documents are always on board during each flight.

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DEFINITIONS Terms and definitions peculiar to the petroleum and aviation industry in handling jet fuel. Adsorption: A separation method where one component is concentrated on the surface of a porous solid. Surfactants (surface-active-agents) are separated from jet fuel by adsorption on clay. API: American petroleum Institute. API Gravity: The petroleum industrys scale and method of measuring density of liquid petroleum products. Ambient Temperature: The air temperature surrounding a specific area. ASTM: American Society for Testing and Materials. Clay Treatment Vessel: A filtration vessel equipped with bulk clay, clay bags, or clay canisters use for removing surfactants (surface-active-agents) from jet fuel. Coalescence: The property of a coalescer element to bring together very fine droplets of free and entrained water to form large droplets which are heavy enough to fall to the bottom (sump) of filter/ separator vessel. Coalescer Element: The first stage cartridges in a filter/ separator vessel that removes solid particles and coalesces free water from jet fuel. It is upstream of the separator cartridge. Contaminants: Substances either foreign or native, which may be present in jet fuel, that detracts from its performance.

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Cyclone Separator: A device that uses the principal of centrifugal force to cause the contaminate in jet fuel to settle to the bottom of a vessel without the use of filtration media. Deadman Control: A control device, which must be physically held open by the system operator to allow fuel to flow. When released, fuel flow stops automatically. Density: The amount of mass (weight) in a unit volume of material. Differential Pressure (Delta P): The measured difference in pressure between any two points, generally between inlet and outlet connections on filtration vessels. Direct Reading Differential Pressures Gauge: A pressure gauge, which automatically displays the differential pressure between the inlet and outlet connections of filtration vessels. Disarming Action: The rendering of elements in filtration systems incapable of performing their designed functions; e.g. Coalescers incapable of coalescing water and separator elements incapable of separating water from fuel. Dissolved Water: Water, which is in solution in jet fuel. This water is not free water and cannot be removed by conventional means. Effluent: Stream of fluid at the outlet of filtration vessels. Elements: A generic term given to different types of decontamination media installed in various types of filtration vessels. Emulsion: A dispersion of two dissimilar immiscible droplets in a continuous liquid phase. Endrained Water: Small droplets of free water in suspension that may make jet fuel appear hazy or cloudy.

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Filter: A decontamination device to remove solid particles form fuel. Filter Membrane (Millipore) Test: A standard test in which jet fuel is passed through a small filter membrane housed in a plastic holder. The cleanliness of the fuel can be determined by measuring the residue or amount of solid contaminates left on the membrane. Filter/ Separator: A filtration vessel which removes solids and coalesces free water from jet fuel. All filters/ separators are equipped with two types of cartridges. Coalescer elements (first stage) and separator elements (second stage). Fixed Base Operator (FBO): Common title for aircraft fuelling agents or vendors at airports. Flash Point: The lowest fuel temperature at which the vapor above the fuel will ignite. Floating Suction: Pump suction piping with floatation capability used to draw the cleanest product from the upper level of the fuel in a jet fuel storage tank. Free Water: Water in fuel other than dissolved water/ free water may be in the form of droplets or haze suspended in fuel (entrained water or an emulsion) and / or water layered at the bottom of the container holding the fuel. Freeze Point: The coldest fuel temperature at which the last fuel wax crystals disappear when fuel physically changes from a solid back to a liquid when warmed. Hydrophilic: Attracts water or is water wetting. Has an affinity form water. Opposite of hydrophobic. Hydrophobic: Repels water or is non-water wetting. Resists attracting water. Opposite of hydrophilic. Immiscible: Liquids which are mutually insoluble. Opposite of miscible.

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Influent: Stream of fluid at the inlet of filtration vessels. Joint Use Fueling Systems: Where two or more users share and receive fuel from a common pipeline system Micronic Filter: A filtration vessel equipped with pleated paper cartridges designed to remove solid particles from aviation fuels. Micron (Micrometer): A unit of linear measurement. One micron is equal to 0.000039 inches and approximately 25,400 microns equals one inch. Miscible: Liquids which are mutually soluble. Opposite of immiscible. NIST: National Institute of Standards and Technology. NFPA: National Fire Protection Association. Particulates: Solid contaminates found in jet fuel, i.e. dirt, rust, sand and fibers. Pre-Check Valve: A device used to check the operation of the automatic high level shut-off equipment on tank trucks form preventing fuel spills. Prefilter: A high dirt holding capacity Micronic Filter with pleated paper cartridges installed upstream of other filtration units. Prefilters are designed to extend the useful life of other more expensive filtration media in a fuel distribution system exposed to high solid levels. Pressure Drop: See Differential Pressure. Product: Unless indicated otherwise, it will mean jet fuel.

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PSI: Pounds per Square Inch. Relative Density: The ratio of weight of any volume of fuel to the weight of an equal volume of water. Sometimes referred as Specific Gravity. Separator Element: The second stage cartridge or shroud in a filter/ separator vessel that allows passage of jet fuel but repels free water. It is located downstream of the coalescer cartridge. Setting Time: The time allowed for water or dirt entrained in jet fuel to drop to the bottom (sump) of the fuel storage tank. Specific Gravity: See Relative Density. Sump: A chamber or depression installed at the bottom of a fuel storage tank or filtration vessel to facilitate the collection and removal of contaminates. Sump Fuel: Fuel removed from storage tanks, filtration vessels, and aircraft refuellers while performing routine quality control tests and equipment maintenance. Surfactants: An acronym for surface-active-agents that are chemical substances or detergent like compounds frequently found in jet fuels. These chemicals disarm the water removing capability of coalescer cartridges in filter/ separators. Clay treatment is the primary means in removing surfactants from jet fuel. Surge Tanks: Small tanks that collect fuel from high-pressure relief valves on hydrant trucks. Thermo Hydrometer: A hydrometer with a built in thermometer used in determining fuel density and measuring fuel temperature simultaneously.

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Thief (Sump) Pump: A small pump having a suction line, which extends to the low point of a fuel storage tank for the purpose of drawing off water which may have accumulated. Turbine Fuel: Various kerosene and naphtha based fuels manufactured to be used in jet engines. Vendor: See fixed base operator (FBO). Water Fuel: Fuel that is contaminated resulting from exposure to biological activity, surfactants, oil/ water separators, chemicals, petroleum product mixed, surface drains, and from other various water/ solid combinations. Water Defence System: A device which senses the predetermined level of free water in filter/ separator sumps and automatically stops the flow of fuel to prevent downstream contamination. Water Slug: A large amount of free water. Working Tank: The fuel storage tank being used to supply fuel to aircraft refuelers tanker trucks or to hydrant systems.

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AIRCRAFT FUELING

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AIRCRAFT FUELING AND SURVEILLANCE PROCEDURES GRUPO TACA MAINTENANCE CONSORTIUM AIRBUS AIRCRAFT DIFFERENCES

Grupo TACA Maintenance Consortium uses either through lease or interchange agreement aircraft of the consortium. For those aircraft, the following concern regarding fueling procedures is applicable.

Maintenance Consortium Airbus A319 and A320 aircraft have an important difference within their fleet. Some of the first generation aircraft are configured in Lbs. while the newer aircraft are configured in Kgs. GRUPO TACA maintenance consortium airline members personnel cannot overlook this or their subcontractors since it may, although remote, be cause for an incident if the right amount of fuel is not being serviced. Grupo TACA Maintenance Consortium airline members are evaluating the possibility of modifying those first generation aircraft (configured in Lbs.) to reconfigure them to Kgs. However this is pending Airbus response.

Meanwhile, to preclude any possibility of error in providing the right amount of fuel, whether in Kgs. or Lbs. on a particular aircraft, the Operations Department of each TACA Group Maintenance airline

member, provides automatically in their flight plan the amount, and adequate measure (Kgs. or Lbs) for each specific aircraft. Nevertheless, to cover any additional concerns or mistakes, training is obligatory for personnel related to the fueling of the aircraft within Grupo TACA Maintenance Consortium airline member and especially with subcontracted personnel in these differences. Additionally, each aircraft has placards in the cockpit that indicates to the crew if the aircraft is configured in Kgs. or Lbs. Each logbook binder is being placarded to indicate to maintenance personnel the correct configuration, and finally, the fueling station (refuel/defuel control panel 800VU) has a placard indicating to the fueling provider the appropriate configuration (Kgs. or Lbs.)
The following Grupo TACA Maintenance Consortium aircraft are configured in Lbs.: N451TA, N452TA and N453TA. The remaining aircraft are configured in Kgs

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GENERAL 1 2

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1.

General

A.

This chapter of this manual, as required by CAA local authorities and Civil Aviation Regulations contains the Airline accepted standards for fuel handling procedures, facilities, inspections, and fuel tests to ensure that quality jet fuel is being safely dispensed to company aircraft.

B. The standards accepted by Grupo TACA Maintenance Consortium are derived from Air Transport Association (ATA) Specification No 103, Guidelines for Aviation Fuel Quality Control and Operating Procedures for Joint Into plane Fueling Services, and manufacturers maintenance manuals.

C. A copy of ATA 103 and JIG current Standards will provide to the Civil Aviation Authority by Quality Assurance Department.

D. All fuel quality assurance and maintenance records for equipment and delivery organizations should be available for inspection during normal working hours.

E. The company is to be notified whenever new, additional replacement, overhauled, major repaired or modified fueling equipment is placed into service for fueling company aircraft. At the companys option, all fueling equipment may be inspected and approved for use prior to fueling company aircraft. (subcontractors under JIG standard must comply with JIG 4.15)

F. A waiver to the standards and procedures in this manual that will not compromise fuel quality, safety or security may be granted because of extenuating circumstances. A request for a waiver shall be in writing to the Airline Quality Assurance Director or his designee, according the requirements acceptable for the Authority, and shall contain all pertinent details, and reasons why a waiver is required. Approvals shall specify an expiration date and any related stipulations. The operator shall maintain on file the written waiver approval so long as it is effective (See page 35 37 of this chapter for an example of a waiver).

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G. If visible contamination is found, fueling must be discontinued from that source and the company must be notified. Fueling shall not be resumed from the system until the source of contamination is found and removed.

H. If for any reason a fueling system becomes inoperative so as to impair the companys operations, the company must be notified

I.

All inspections and tests specified on this manual shall be performed by qualified personnel.

J. The agencies contracted by the Airline to provide fuel servicing must assure that all personnel performing fuel servicing must follow the procedures described on this fueling manual. The Airline is responsible for assuring that all fuel-handling personnel are properly trained in the Airlines Fueling Manual procedures. Written records of employee training shall be maintained at the Station Manager office.

K. Fuel, which is removed from an aircraft because of possible contamination, shall be held in quarantine until laboratory tests have been performed to determine its acceptability.

L. Product de-fueled from an aircraft for purposes other than contamination should be returned to the airline from which it was removed. De-fueled product may not be delivered to another company aircraft or any other companys aircraft without approval.

M. The contract agency shall establish procedures for reporting of any observed deficiencies or safety hazards by its employees to their superiors.

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N. All applicable laws governing the handling of fuels and other fluids and gases shall be strictly

complied with. Compliance with local regulations on weights and measures at points
O. All applicable laws governing weights and measures must be complied with. In general, these laws require that local sellers of weights and measures test and approve the accuracy of equipment from which fuel is sold.

P. A copy of this manual will be available to all Airlines Line Stations, Fueling Companies and sections of the Main Base Maintenance Department

Q. Before the airplane is refueled, the mechanic in charge of the maintenance operation could request a fuel sample and check for Bright/Clear visual test and Water Detection test. This is done as a random test in order to verify the fuel quality.

R. The Airlines auditors must inspect the contract into plane subcontractor in accordance with the audit program, once a year, to verify compliance of these requirements, including records. The Quality Assurance Department will monitor this process.

2. Jet Fuel Standards

A.

The fuel shall conform to American Society for Testing and Materials (ASTM) specification D1655 (according ATA 103), ISO 3170 and ASTM D4057 (according JIG), Latest revision and shall be of the Aviation Kerosene type, Jet A or Jet A-1.

(1)

In all phases of handling, the fuel shall be clear and bright. The odor of the fuel shall not be nauseating or irritating.

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Note: The color of a jet fuel generally ranges from water white to light straw or amber. Other colors may be an indication that the fuel is been contaminated by other product or unauthorized additives.

(2)

API gravity must be from 37 through 51 degrees, corrected to 60 degrees F. In those cases, when the fuel is being received through a multiproduct pipeline, the flash point change shall not exceed 5oF (3oC) and the final flash point shall be not less than 100oF (38o C).

(3)

If there is a sudden change in the API gravity of 1 degree or more from the same source or supplier, immediate investigation is required. The vendor shall stop receipt of fuel from the source until the reason for gravity change is determined.

B. The following guidelines are established for fuel cleanliness utilizing other tests. However, the limits specified require further investigation, and are not to be used for rejection criteria

TEST Color Membrane * ASTM D-2276

FUEL DISPENSED FROM FUEL DISPENSED STORAGE A2, A3 2 gallon Dry Rating 3 gallon Wet Rating (max) INTO AIRCRAFT A2, A3 2 gallon Dry Rating 3 gallon Wet Rating (max)

Free Water Test

15 PPM (max)

15 PPM (max)

* American Society for Testing and Materials, Method D-2276.

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3.

Fuel acceptance

The guidelines outlined in the acceptable standards shall apply for fuel acceptance by dedicated or multiproducts pipeline and or transport truck. Prior to delivery, the airport facility operator should receive a shipping document that should contain at least: a) Visual Appearance in white bucket b) API gravity c) Distillation d) Flash Point e) Freezing Point f) Water reaction interface rating

g) Water separation (MSEP) h) Copper Strip Corrosion i) Existent Gum

The shipping document should include all delivery information. i.e. destination.

When the product is received through a multi-product pipeline a flash point test should be performed at the point of receipt, based in the ASTM D1655 properly test. Fuel not meeting the ISO 3170, ASTM D1655 and ASTM D4057 shall be rejected. (Subcontractors under JIG standard must comply with reference JIG 2.2 a y b). 4. Fuel Equipment Checks

Fuelling equipment shall be maintained in sound condition at all times in order to ensure a reliable and safe fuelling service. Maintenance work shall be scheduled so that all units receive thorough attention in accordance with the equipment manufacturers instructions.

All relevant routine checks shall be performed according the intervals daily, monthly, quarterly, bi-annual and annually as specified the standard used by the contracted company.

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The results of all significant checks and testing shall be recorded on documents, which are readily available, kept up to date and retained for a minimum of one year. Records may be held on computers provide that a back up system is in place.

The person who carried out the checks should sign all records. For computer generated records, a password protected access system, traceable to the individual person, is acceptable as an alternative to a signature. Records of all daily, weekly and monthly checks shall be retained for at least one year. Records of all less frequent routine checks, filter membrane test results and log books on all non-routine matters shall be retained for at least three years.

5.

Hydrant System Checks

A.

General 1. The following checks must be performed on all hydrant-fueling systems servicing company aircraft and at the frequencies specified according the standard used. Additional tasks or more frequent checks may be required based on local conditions. 2. All personnel engaged in ramp operations must be continuously observant of abnormal conditions that may exist in and around fuel pits. Any fuel leaks, fire/safety hazards, or adverse conditions must be reported immediately.

3. Hydrant systems or segments of hydrant systems not in daily use must have all daily, monthly, quarterly, semi-annual and annual checks current and recorded before the equipment is returned to service. Based on fuel test results, flushing may be required by aircraft operator prior to use. Records must indicate when systems are out of service.

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The following items shall be including in the daily inspection (ATA 103 requirements only) 1. Hydrant pit. Perform daily visual inspection o the hydrant pits and all components, pits should be clean and free of standing liquid. Correct deficiencies in a timely manner 2. Emergency Fuel Shutoff Stations. In a daily interval verify that all emergency fuel shutoff stations on the ramp have clear access, a sign or placard identifying EFS location. Any deficiencies are to be corrected immediately.

The following items shall be including in the monthly inspection (ATA 103 requirements only) 1. Isolation Valve Pits and Control Vaults. Check emergency access, fuel leaks, standing liquid and debris, general condition of all components, verify proper operation of valves. Correct any deficiencies found. 2. Hydrant Valve Assembly. Check the hydrant pit valve and sense line connectors, verify operation of the hydrant pit valve, and check for leaks, excessive coupler mating flange wear and loose or missing fasteners. Correct any deficiencies. 3. Low Point Drains. Open all low point drains until all water or sediment is removed, flush a minimum of two gallons at each low point until clear fuel is obtained to ensure positive removal of all contaminants and replace missing tags or markings to pit lids or low point drain valves as required ensuring proper identification. (Daily according JIG 5.2.2) 4. Emergency Fuel Shutoff. Verify the satisfactory operation of the emergency shutoff system, by actuating one or more of the control devices for each zone coordinate the shutoff test with any group having an interest in the operation of the facility, each control device must be tested at least once a year.

The following items shall be including in the quarterly inspection (ATA 103 requirements only) 1. High Point Vents. Bleed all high point vents to ensure the removal of all entrapped air, continue to bleed air until clear fuel is present, bleed high point vents more frequently if pipeline was drained or modified allowing air entry into system.

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2. Surge Absorbers. Where installed, check the general condition and operating pressure setting of each unit, recharge as required. 3. Leak Detection and Piping Isolation Systems. Check the satisfactory operation of pipeline leak detection systems and pipeline monitoring wells, monitoring devices and fuel flow shutoff valves are to be tested.

The following item shall be including in the annual inspection (ATA 103 requirements only) 1. Cathodic Protection. Where installed confirm satisfactory operation of cathodic protection systems.

6.

Refueller Requirements

A.

All aircraft fueling equipment including tank trucks, hydrant carts and fueling cabinets, must be comply with the provisions in this section. There must be no visible fuel leaks. Tires, wheels, wheel studs/ nuts must be maintained in good condition at all times. Electrical equipment, including lights, light lenses and wiring, must be maintained in a safe and operational condition. Windows must be clean and free of cracks and crazing.

B.

All aircraft fueling equipment must have a Filter/ Separator or a Full-Flow Fuel Monitor. Filter/ Separators must meet the specifications of API 1581, Group II, Class C, latest edition. Filter/ Separators must be equipped with an automatic water defense system, which will cause fueling to stop when activated by excessive water. Float or electronic probe systems must include provisions for an operational test. Full-Flow Fuel Monitors must meet the IP Specifications 1583 and qualification Procedures- Aviation Fuel Filter Monitor with Absorbent Type Elements, latest edition. Full-Flow Fuel monitors, when used in systems with static fuel pressure in excess of 180 psig. Must be equipped with a differential pressure device, which will prevent excessive inlet pressure from rupturing elements in the event of complete blockage

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C.

All filtration vessels must include: Air elimination provisions; Direct reading pressure differential gauges with an accuracy of +/-2 PSI; Manual sump drains valves with handles spring loaded to the closed position are recommended; upstream and downstream membrane sampling connection, including probes and dust covers; pressure relief valves or other devices which will prevent over pressurizations due to thermal expansion of fuel, including a means for accommodating relieved fuel.

D.

All fueling vehicles shall be assigned to a single grade of product. Although, when it is necessary to change fuelling equipment from permanent service on product to permanent service on another (jet fuel and avgas) a grade changing procedures must be followed. (see JIG item 5.7.2)

The following items shall be installed on all mobile jet fueling equipment:

(1)

Handheld deadman control.

NOTE: Deadman systems sometimes include an override switch. This is for operation only in emergencies. If not of the push button type it shall be safety wired and sealed in the non bypassed position. Written procedures shall be used to control the use of the override.

(2) Safety interlock system all pressure fuelling vehicles shall be fitted with an interlock system to prevent drive away, roll away and jet blast blow away during fuelling of aircraft.

(3) Emergency fuel flow shut-off system accessible from the ground. In Tank trucks the emergency fuel shutoff system should also close the tank outlet valve(s). Units equipped with a lift or platform must have an emergency fuel shutoff control accessible from the lift or platform, in addition to one accessible from the ground. In Hydrant vehicles the system should stop the fuel flow by automatically closing the hydrant pit valve upon activation. Each emergency fuel shutoff control must completely stop fuel flow within a maximum of 5 percent overrun.

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(4) Pressure control systems (50 PSI). All jet fuel delivery equipment shall be fitted with pressure control systems (primary and secondary) to protect aircraft from excessive flow and shock pressures which can damage aircraft fuel systems. (5) Fueling pressure gauge visible to the operator during aircraft fueling operations that should have a minimum face diameter of 4 inches and accuracy of plus or minus 2% of full scale. Digital pressure displays shall have a minimum character height of inch.

(6) Fuel hose meeting API 1529, BS 3158, type C, latest edition, APO 1529, hoses, as applicable. Nozzle swivels must have the collar secured by lock rings or safety wired collar retention screws.

(7) Manual Isolation Valves. Equipment with multiple aircraft delivery hoses must have a manual isolation valve installed upstream of each delivery hose.

(8) Dust Covers. Dust covers or other protective devices must be used to prevent debris from accumulating on mating surfaces of hydrant couplers and aircraft fueling nozzles.

(9) Strainers and Swivels. Aircraft fueling nozzles must be equipped with 100 mesh strainers (ATA 103) and 60 meshes (JIG 3.1.6).

(10) Manual shut-off valve upstream of each delivery hose.

(11) Additional Requirements for Refueling Trucks (ATA 103, 2-7, 16 only)

(12) Fire extinguishers. Hydrant trucks and Carts must be equipped with a minimum of one 20pound dry chemical fire extinguisher, securely mounted on opposite sides of the truck and readily accessible. Refueling Trucks must have a minimum of two 20-pound dry chemical fire extinguisher readily accessible securely mounted on opposite sides of the truck. Seals must be intact. Current inspection, testing and recharging records must be attached.

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(13) Electrostatic Bonding System (ATA 103, 2-7, 14 and JIG 3.1.11)

(14) Fuel Quantity Measurement Meter. (ATA 103, 2-7, 13 and JIG 4.9)

(15) Sign, Placards & Labels (ATA 103, 2-7, 15 and JIG 6.5.1 b )
7. Fueling Vehicle Checks

A. General

The following periodic checks must be performed by qualified individuals on all fueling vehicles, hydrant carts and direct fueling cabinets servicing company aircraft and at the frequencies specified. Additional tasks or more frequent checks may be required based on local conditions

(1) General Condition all relevant routine checks including colorimetric filter membrane test, hose and hose end strainer checks, deadman and interlock performance tests and bonding wire continuity shall be preformed and the tests recorded. Report and correct any condition that needs immediate attention; i.e. faulty brakes, faulty tires, broken or defective glass, defective windshield wipers, defective exhaust system, inoperable safety features, missing lights and lenses, etc. For any visible fuel leaks, the vehicle is to be immediately removed from service until corrective action is taken to repair the leaks. (Daily, weekly and monthly according JIG A3.1, 4.4, 4.5, 4.7.2, 5.2; daily and monthly according ATA 103, 2-8, 3.1, 3.2, 3.4, 3.5, 3.8, 4.4)

(2)

Filter Sumps Perform white bucket test of filter sumps. Immediately report abnormal amounts

or condition of contamination, especially if brown colored and/or brackish-smelling water samples are observed. Record findings of first sample taken. Remove unit from service if unable to obtain clean, dry sample after three samples have been drained (Daily according ATA 103 2-8, 3.2 and JIG A1.2.1)

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(3)

Filter Differential Pressure Check filter differential pressures under normal maximum flow

conditions. Remove vehicle from service if differential pressures exceed 15 PSI filter (separator) or full flow 22 psi (monitor) or sudden drop in differential pressure is noted. Record differential pressure. (Daily according ATA 103, 2-8, 3.3 and JIG A1.2.2)

(4)

Deadman Controls Check the satisfactory operation of deadman control system if

unsatisfactory, remove fueling vehicle from service until corrected. (Time to shutdown is approximately five seconds). (Daily according ATA 103, 2-8, 3.4 and monthly according JIG 4.7.2)

(5)

Safety Interlocks verify the proper operation. (Daily according ATA 103, 2-8, 3.5 and weekly

according JIG 4.4)

(6)

Nozzle Fueling Pressure Check and record nozzle delivery (primary) fueling pressure.

Normal fueling pressure should not exceed 50 psi. (Daily according ATA 103, 2-8, 3.6 and quarterly according JIG 4.7.1)

(7)

Hoses, Swivels and Nozzles Check condition of all fuel hoses, swivels and nozzles for wear,

damage and leakage. Check hoses for damage. Check tightness of all swivel attachment screws and hose couplings. Any item that is defective or is leaking must be replaced, or repaired before being use to service aircraft. (Daily according ATA 103, 2-8, 3.6; monthly according JIG A3.1)

(8)

Grounding Reels, Cables and Clamps Check condition of static grounding reels, cables,

clamps, and connections. Defective equipment should be replaced or repaired prior to use. Continuity must be checked after maintenance to static bonding systems. (Daily according ATA 103, 2-8, 3.8; daily and weekly according JIG 4.5)

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(9)

Lift Platforms Check the general condition and proper operation of lift platforms. If

deficiencies are noted, remove fueling vehicle from service until corrected. (Daily and monthly according ATA 103, 2-8, 3.9, 4.9 and JIG appendix A6 without interval details)

(10)

Fire Extinguishers Verify that fire extinguishers are in their proper places with

unobstructed access for immediate use. If the seal is broken, or inspection tag missing or found an obvious physical damage remove replace fire extinguisher prior to fueling aircraft. (Daily and monthly according ATA 103, 2-8, 3.10, 4.7; monthly according JIG 4.17)

(11)

Surge Waste Tanks If Applicable Atmospheric surge tanks, thermal relief tanks, or waste

fuel tanks are to be checked or drained. (Requirement daily according ATA 103, 2-8, 3.11 only)

(12)

Air Tank. Drain all moisture from air tanks to prevent damage to air system components

and freezing during cold weather (Daily requirement according ATA 103, 2-8, 3.12 only)

(13)

Tanker Troughs Check tanker troughs for water. If standing water is present, check

trough drains for plugging, and use extra care in inspecting compartment and filter drains to ensure that water has not entered the fuel system. Clean troughs and drains as required (Daily according ATA 103, 2-8, 3.13 and JIG 5.2.1)

(14)

Tanker Sumps Perform white bucket check of each tank compartment. If contamination is

present, continue draining until all contaminants are removed and fuel is clear. Additional sump checks are required during and immediately after inclement weather conditions. Remove unit from service if unable to obtain clean, dry sample after three samples have been taken. Report unusual contamination to the airline if it is likely to affect operations. (Daily according ATA 103, 2-8, 3.14 and JIG 5.2.1)

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(15)

Tanker Bottom Loading Before bottom loading tankers, manually operate the pre-check

test provisions to ensure the satisfactory operation of the high-level shutdown system. (Daily according ATA 103, 2-8, 3.15 and without interval defined according JIG Appendix A6)
(16)

Filtration Test and Free Water Test Perform a color membrane Millipore and free water

detection test downstream of all filter/separators or fuel monitor vessels on all aircraft fueling vehicles. Ratings are to be made after the membrane is completely dry using the official ASTM Rating Guide Color Membrane document D-2276, or equivalent (Shell, gammon). Please refer to Jet Fuel Standards of this section, for acceptable standards (Color membrane A2 or A3). (Monthly according ATA 103, 2-8, 4.1 and JIG A1.2.3)
(17)

Ground cable continuity Check electrical continuity on grounding and bonding system.

Detective equipment must be repaired or replaced prior to servicing aircraft. (Monthly according ATA 103, 2-8, 4.2 and weekly according JIG 4.5)
(18)

Nozzle Screens Remove nozzles and examine screens for particles or other solid

contaminants. If particles are found, Investigate sources of contamination, which could be from inner hose lining, pipe rust, sand, low point sediment, equipment failure, seals, gaskets, etc. and take appropriate corrective action. Screens are to be cleaned, or are to be replaced if damaged. (Monthly according ATA 103, 2-8, 4.3 and JIG A1.5, 4.14)
(19)

Fuel Hoses Lay hoses out full length with system at full operating pressure and check

hoses for damage. Check couplings at both ends for cracks and signs of slippage or leakage. Replace any defective hoses prior to further servicing of aircraft (Monthly according ATA 103, 2-8, 4.4 and JIG A3.1)

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(20)

Signs, Labels and Placards. Verify that unit is clearly marked with applicable signs,

placards and labels. (Monthly requirements according ATA 103, 2-8, 4.5 only)
(21)

Fuel Meter Seals Where seals meters are installed, verify that calibration seals are intact.

Meter with missing seals may only be used with airline permission and must be calibrated. (Monthly according ATA 103, 2-8, 4.6 and every six months according JIG 4.9.1)
(22)

Emergency Shutdown Systems Verify that each emergency fuel shutdown control device

will completely stop fuel flow. Equipment with defective emergency fuel shutdown systems must be
removed from service until the system has been repaired. (Monthly requirement according ATA 103, 28, 4.8 only)

(23)

Tanker Interiors Check tank compartment interiors from dome cover openings for water,

debris, surfactants, microbial growth and other contaminants. Clean and repair as required. Check epoxy-coated tanks for deterioration (Monthly according ATA 103, 2-8, 4.10; quarterly and annual according JIG 4.13)

(24)

Tanker Vents and Dome Covers Check tank cover latches, hinges, seals and gaskets.

The covers must seal tight to prevent entry of water. Check condition of tank vents for freedom of operation. Verify that hinges are forwarded mounted and will close with forward motion of the vehicle. Correct as required. (Monthly according ATA 103, 2-8, 4.11 and quarterly and annual according JIG 4.13)

(25)

Tanker Trough Drains Manually check trough drains for plugging. Use cable or wire to

ensure that there are no obstructions present. More frequent checks may be required during inclement weather conditions. (Monthly according ATA 103, 2-8, 4.12 and JIG 3.2.6 without interval details)

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(26)

Vehicle Inspection A thorough overall inspection of the unit to identify components with

excessive wear and pending equipment failure.(Quarterly according ATA 103, 2-8, 5.1 and JIG 4.3)

(27)

Pressure Controls Check all primary and secondary pressure control equipment. Adjust as

necessary. Never adjust pressure control equipment while fueling an aircraft. All testing of pressure control equipment should be conducted at a test facility or through test connections on tank trucks. (Quarterly according ATA 103, 2-8, 5.2 and JIG 4.7.1)

(28)

Water Defense Systems/External Check Where water defense systems are installed check

satisfactory operation of water defense systems on all filter/ separators. Filter/separators that have been converted to monitors are not required to have the water defense system checked. (Required quarterly according ATA 103, 2-8, 5.3 only)

(29)

Filter Elements Change Replace filters/ separator filter elements. (Annual according ATA

103, 2-8, 6.1 and JIG A1.3)


Teflon and synthetic separator element may be reused, provided that they are cleaned and tested in accordance with the element manufacturers procedures. Full flow monitor elements are to be replaced after the maximum service life recommended by the manufacturer. A visual inspection of all vessel interiors is to be performed on an annual basis regardless of filter element replacement frequency. Verify that the vessel interior is generally clean and free of water, sediment, evidence of microbial growth or other contamination. Clean interior and repair coating as necessary. Verify that all elements are undamaged and secure.

(30)

Pressure Gauges Verify accuracy of gauges used to monitor fuel delivery to aircraft and

filter differential pressure. All pressure gauges should be accurate to within plus/minus 2 psi over their normal operating range. Replace, or repair and calibrate defective gauges. (Annual according ATA 103, 2-8, 6.2 and every six month according JIG 4.10)

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(31)

Fuel Meters Check meter calibrations. Adjust meters to an accuracy of +0.20% Verify

repeatability of 0.05%. Meters are to be properly sealed up completion of calibration. (Annual according ATA 103, 2-8, 6.3 and every six months according JIG 4.9.1)

(32)

Water Defense System Inspection and Test. Check operation of water defense system in

accordance with annual requirements. (ATA 103, 2-8, 6.4 only)

8.

Visual Test

The purpose of this test is to visually determine the possible presence of surfactants, water and/or solids in turbine fuel. This test must be performed once a day, before any fueling operation takes place. This shall be monitored by the Quality Assurance Department through Quality Audits at the time the facilities are inspected. Fuel samples are obtained in a clean white bucket, glass jar, or stainless steel buckets (see ASTM 4306) from sump drains of filter vessels and tanks and observed for indications of surfactants or presence of water and solids.

Visual Test requirements are:


1. Appearance/color 2. Particulate contaminant (visual) 3. Water (visual). 4. Chemical detector (*) (*)Velcon Hydrokit, Shell Water detector or alternative type such as the POZ-T. The following should serve as a guide to the visual assessment of fuel samples

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SOLID CONTAMINANT INDICATORS

MOISTURE CONTENT INDICATORS

1. Clean 2. Slight Particulate Matter 3. Particulate Matter 4. Dirty

A. Bright B. Hazy C. Cloudy D. Wet (Free of Water) E. Surfactants

(*)Velcon Hydrokit, Shell Water detector or alternative type such as the POZ-T. The following should serve as a guide to the visual assessment of fuel samples

Rating Definitions:

Solid contaminant Indicators

(1)

Clean - Refers to lack of particles, silt or sediment, flakes or dye, rust or solids.

(2)

Slight Particulate Matter - Contains several fine to moderate sized particles.

(3)

Particulate Matter - A sample in which many small particles may be seen floating or settled on the bottom.

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(4)

Dirty - Discoloration or many particles dispersed in the fuel or settled on the bottom

Moisture Content Indicators

a)

Bright - Brightness is a quality independent of the color of the sample and refers to the lack of suspended or free water in the sample. Bright fuel tends to sparkle.

b)

Hazy - A condition resulting from fine droplets of dull hazy appearance. This can be a temporary condition brought about by a drop in temperature. During the first minute, the fuel can appear hazy due to air bubbles.

c)

Cloudy - The result of extremely fine droplets of water dispersed throughout the

sample giving it a milky appearance.

d)

Wet - Any form of free water appearing as droplets or bulk water on the bottom of the

bucket or clinging to the sides.

e)

Surfactant - Slime in the bottom of the bucket or at the fuel/water interface appearing

as a dark brown/black layer; or scum or lacy materials floating in or on the sample.

9.

Membrane Filtration Test

A.

This test provides a field method for detection of particulate matter in jet fuel. It is particularly useful in monitoring the cleanliness of fuel received and in evaluating the performance of filter vessels. Because the method produces results, which are not quantitative, it is not to be used as basis for rejection of the product. It does, however, provide an alert signal, which indicates the need for further investigation using other methods. This shall be monitored by the Quality Assurance Department through quality audits.

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B.

If both single and double color/ particle ratings exceed maximum allowable limits or are in dispute, a matched-weight gravimetric test will govern or fuel will be rejected.

C.

The operator should be cognizant of the fact that a wet membrane may appear darker than a dry membrane. This must be taken into consideration if there is a need for immediate evaluation. Official ratings are to be made after the membrane is completely dry using the official ASTM Rating Guide described in D-2276.

E.

Whether wet or dry, a membrane with visible particles is cause for concern and requires prompt investigation of the condition of filtration equipment

10. Refueling Procedures


A. General

(1)

When fueling the aircraft, the wing tanks are filled equally. If the wing tanks are full and additional fuel is required, fuel center section tank to the level required. The wing tanks may be fueled either by the pressure fueling method or by the overwing gravity method. The center section tank must be fueled by the pressure fueling method, or by transferring fuel from either of the wing tanks.

(2)

A tank with an inoperative indicator may be fueled with any desired quantity by transferring all fuel from the tank with the inoperative indicator. Then fill that tank with a known quantity of fuel, from a tank with an operative fuel quantity indicator.

(3)

During fueling operation, observe and follow all standard fueling precautions and practices.

(4)

The APU shall not be operated during over wing fueling.

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B. Refueling Precautions

(1)

All fueling will be accomplished in accordance with the instructions set forth in this manual.

NOTE: Special attention must be taken to the aircraft metric system configuration (Lbs. or kgs.). See page 1 of this section for aircraft groups detail. (2) Before a person can be considered as qualified to be a fueling operator, they must be familiar

with the operation of the trucks fueling equipment, driving the truck, location and use of the emergency switches and procedures to follow in case of fire or fuel spillage.

(3) When approaching an airplane with a fuel truck, the driver should assure that the area is clear and test the trucks brakes for satisfactory operation before driving into position. The truck must be under control at all times.
(4) When moving a fuel truck in a tight position, a guide man must be posted where he can watch all obstacles and be in the drivers view to give direction.

(5) Fuel trucks should be positioned so that they can be driven or towed away from the aircraft
without backing. A clear path should always be maintained to permit their rapid removal in case of emergency. Fuel trucks may be positioned according the positions approved in the Ramp Operation Manual (MOR), chapter 02.07.02 (Manual de Operaciones Rampa). The operator must at least ensure that the exhaust from the truck is not under any part of the wing or nacelle.

In those cases where the airport policies are requiring different procedures of accommodation and/or position, these provisions prevails or take place instead of TACA requirements, in this case signal man is required, in order to prevent any incident under this circumstances and a waiver will be required from Quality Assurance Director or his designee in written. The AAC will be noticed during the 48 hours after the waiver is issued. A copy of this waiver must be maintained as part of this manual, in conjunction of the Airport Procedures

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(6) Fuel truck operators are not permitted to drive a truck under any portion of the airplane or wing, since ladders or other protruding objects above the truck may cause serious damage to the underside of the wing or the aircraft.

(7) All aircraft fuel servicing must be done out-of-doors and as far away as is practicable from buildings, which may house sources of ignition.

(8)

It is permissible to transfer fuels from one tank truck to another only in case of emergency and if such emergency arises, proper grounding of both trucks must be utilized.

(9)

Dragging the fuel hose and nozzle from one operation to the next by use of the truck is strictly prohibited.

(10) If defective or leaking equipment on the fuel truck is encountered, the operator shall repair or replace such equipment before using the truck to service aircraft.

(11) Do not position any ground equipment under the wing tip during fueling operations. Due to the increased weight of the fuel being added, the wing tip may be deflected downward. Also, fuel tanks are vented through the wing tips, which may produce dangerous and explosive mixture around the wing tip.

(12) Airplane and fuel truck must be correctly grounded using one cable from truck to the aircraft and one cable from truck to Fuel Ground Point or hydrant. If positive grounding cannot be accomplished, the fuel truck and the aircraft must be bonded to neutralize static electricity, prior to fueling.

(13) Deadman controls will never be blocked open.

(14) Fueler must be at the aircraft fuel quantity gages to monitor the fueling operation.

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(15) Use of the aircraft battery should be limited to actual need to avoid discharging battery.

(16) Do not remove filler caps or fuel nozzle before aircraft is grounded; also do not remove ground before nozzle is removed.

(17) Fueling is not permitted while the aircraft engine(s) are operating.

(18) Fueling shall not commence or must be suspended when there are lighting discharging within a radius of 5 miles of the airport (Information concerning storm distance, direction of travel and intensity may be obtained from ATC or Wx by telephone or from the Operations Center by radio). The flight crew may be a source for this information if they are onboard.

(19) If fuel vapors or any other hazardous situations are detected in the cabin, the fueling must stop.

C.

Hydrant Pit/Inlet Hose Identification and protection.

(1) Hydrant service inlet hoses, inlet couplers and hydrant pit valves are vulnerable to damage caused by other aircraft servicing vehicles. This has been demonstrated by a number of major accidents in recent years. Incidents have occurred in both good and poor weather conditions, in daylight and during the hours of darkness.

(2) A High visibility hazard marker shall be displayed above the pit opening. A four-winged flag constructed from high visibility material is recommended but alternative designs/equipment providing a similar degree of all around visibility may be used.

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(3) During the hours of darkness the hydrant pit valve and inlet hose shall be illuminated. Red or orange safety lamps or vehicle-mounted searchlights (intrinsically safe) may be used for this purpose.

(4) Additional methods of protecting and increasing the visibility of the hydrant pit and hydrant service inlet hose should be considered. This may include the use of hydrant pit protection barriers, high visibility road cones, inlet hose collars and warning signs

D. Overwing Refueling Precautions

In addition to the requirements in section B12 above, the following precautions apply to overwing refueling of aircraft.

(1)

No loose objects, such as tools, pencils, matches, cigarettes, lighters, etc., that might fall into the tank during fueling operations, should be carried in the breast pockets.

(2)

If any object is inadvertently dropped into an aircraft fuel tank, it must be removed before further flight. The supervisor in charge must be notified immediately.

(3)

Do not remove overwing filler caps before making certain that fuel level is below level of cap. In some airplane attitudes, with fuel tanks full, removing the filler cap will result in the fuel flowing out of the filler port onto the wing.

(4)

Overwing fuel hose nozzles will have all control handle retaining notches removed and the person doing the fueling will hold the nozzle open. Fuel nozzles will never be held open with a block, tool or by other means except by hand.

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E. Eliminating Sources of Fire hazards

Since fuel vapor and air are always present in some degree during fueling operations, the first precaution against fire is to avoid any flame or spark that could cause ignition.

(1) Smoking

a.

Smoking is such an obvious and unnecessary invitation to disaster that even its mention should not be needed, yet every year smoking in dangerous areas brings death and destruction. Any person that engaged in fueling operations should not carry matches and cigarette lighters.

b.

The no-smoking rule should be rigidly enforced. Flammable vapors released during fueling are heavier than air. They may settle and travel considerable distances along the ground and collect in depressions where they may not readily dissipate. This is particularly true under calm wind conditions. If it is possible for spectators or passengers to come within 50 feet of the fueling operation, "NO SMOKING" signs should be posted in conspicuous places throughout the area. Spectators and passengers should be warned (politely, but firmly) against striking matches or cigarette lighters in the danger area.

c.

Smoking is prohibited in fueling trucks, within 50 feet from where fuel trucks are parked, and within 50 feet of the bulk plant.

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(2) Open Flames Open flames are often used as signal lights and in maintenance work. Those sometimes overlooked in the hurry of fueling areas follows:

a. Flare pots and similar open flame lights.

b. Welding or cutting torches; blow torches.

c. Exposed flame heaters (including portable gasoline or kerosene heaters). Therefore, no fueling should be done while any of the above devices are in use within 50 feet of the aircraft. Also, there should be no fueling while the aircraft engine(s) are running. Engine ignition must be OFF.

(3) Sparks

Electrical circuits frequently arc when turned on or off or when connections are made, or when the equipment is not operating properly. The following should be observed to avoid producing sparks:

a. Aircraft batteries should not be installed or removed during fuel servicing.

b. Battery chargers should not be connected, operated or disconnected during fuel servicing. c. Aircraft ground power generators and rectifiers should be located as far away from the fueling points as practicable and not connected or disconnected during fueling. They should not be placed under the wings and observe a minimum distance of 6 mts. (20 ft.) from the aircraft filling and venting points, and the hydrant valves or other refuel/defuel equipment being used.

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d. No electric tools, such as drills or buffers, should be used in or near the aircraft during fueling.

e. Aircraft electrical switches that control units in the wing or tank areas shall not be operated during fueling.

f.

Aircraft HF radio and radar shall be OFF.

g. Photo flash bulbs and cellular or mobile phones should not be used in the 6 mts. (20ft.) area radially from the vent points, filling ports, refuel/defuel equipment and hydrant valves.

i.

Flashlights used near the fueling points should be of a type approved by Underwriter's Laboratories for use in hazardous locations.

j.

Shoes with nailed soles or metal heel plates can also be a source of sparks. Fueling crews should wear only non-sparking shoes near aircraft or fueling equipment.

h. Fueling operations shall not be conducted within 200 feets of energized airborne radar equipment or within 300 feet of energized ground radar equipment installations.

(4) Neighboring Jets

Fueling should not be done within 120 feet downstream from the tailpipe of a jet aircraft that has an engine running. If a jet aircraft moves into position within this radius, fueling should be stopped immediately, and fuel tanks closed.

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(5) Static Electricity

Static electricity is a constant threat to safe fueling. It is impossible to prevent the presence of flammable vapors in the areas adjacent to fuel tank filler openings. Therefore, it is essential that the static that accumulates on the aircraft or truck be not permitted to discharge as a spark. An effective grounding and bonding connection, if made before fueling, will safely dissipate whatever static electricity has built up in the aircraft and the truck.

a.

There has grown a generally accepted impression that if fuel servicing is accomplished in a designated area out-of-doors, all explosive gases and vapors will be either automatically carried away or be so diluted or cleared by the air that they will not burn. This is not true.

b.

The concentration of fuel vapor in the area surrounding the aircraft varies with the wind velocity and the rate of fueling. It is dangerously increased by fuel spills - a very serious hazard.

c.

Before any fueling operation takes place, the fuel truck and the aircraft should be grounded. The fueling personnel must ensure that a bonding cable is attached from the fuel truck to the aircraft. (Bonding is essential, grounding is recommended).

F. Emergencies (1) Fuel Spills

a. Fuel spills represent one of the greatest hazards. If spillage occurs, immediate action must be taken. In case of large spills (over 10 feet in any diameter and over 50 feet in any area) fueling must be stopped immediately and the Fire Department notified as well as any action required alleviating the hazard. Small spills can usually be wiped up with rags.

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Large spills will require the area to be washed down or even treated with foam, or some emulsifier. When fuel has gotten into the aircraft structure it should be completely removed and areas such as flap wells and other areas where fumes would tend to collect must be carefully checked to make sure all fuel and fumes are removed.

b.

Careful operation of fuel servicing equipment will prevent the majority of accidental spills.

When the hazard is great the aircraft should be moved from the area if such action does not increase the danger.

c.

Fire - Available fire equipment should be used in an effort to control the fire. The

Fire Department should be notified immediately. If possible, equipment should be moved from the area depending on the nature of the fire. In case of an emergency, the fueling operation will be stopped immediately.
G. Refueling and Transfer of Fuel

(1) Whenever it is necessary to drain or pump fuel from airplane fuel tanks, observe the following:

a) There must be a 30 pound dry chemical fire extinguisher (a 50 pound CO2 may be substituted) readily available, and a 150 pound or larger dry chemical extinguisher in the immediate vicinity.

b) All motorized equipment and sources of sparks or flame will be removed from the vicinity of the aircraft. The only exception will be ground power units when required for boost pump operations, but they should be at least 6 mts. (20 ft.) apart from the aircraft fueling and venting points and the refueling/defueling equipment.

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(2) Defueling All company-operated aircraft may be defueled through the pressure filling ports. The safety practices for fueling will apply. In addition all standard practices and procedures for defueling will be carried out. For detailed instructions on defueling, refer to the applicable aircraft maintenance manual.

(3) Transfer of Fuel Transferring of fuel from one tank to another within the aircraft, or from aircraft tank(s) to fuel tanker truck, for the purpose of performing maintenance or adjusting fuel loads, will be accomplished in accordance with the applicable aircraft maintenance manual.

11.

Fueling Agent Responsibility

A. The fueling agency shall be responsible for the following:

(1) That the standards and procedures in this manual are adhered to.

(2) That the fueling operation is carried out in a safe, efficient manner.

(3) That a sufficient number of qualified personnel are assigned to the fueling operation. Personnel
assigned must be familiar with all safety precautions and emergency procedures and are responsible to see that they are carried out.

(4) The fueling agency will provide aircraft with uncontaminated fuel in the quantities and type specified
by the company. Upon completion of the fueling operation, the agency will inform company operations of the time, quantity of fuel delivered and the total fuel load.

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(5) That the fueling vehicle(s) comply with all safety regulations, and are maintained in proper, safe condition. 12. Fueling with Passenger on Board

No aircraft can be refueled while passengers are on board, boarding or disembarking, unless it is properly provided with qualified personnel to initiate and conduct an emergency evacuation through the most practical and clear possible manner.

A- The following procedures must be complied during the refueling process with passengers on board:

1- Stairs or Jetway Bridge must be engaged to the (FWD LH) main entry door of the aircraft, except when the weather conditions do not permit, it can be closed but not locked. Note: In case that the stairs or jet bridge are not available all doors of the aircraft must remain closed and the slides ready to be armed.

2- The (LH AFT) door must be available in case of disembarking o evacuation of passengers.

3- At least a Passenger Crew Member must remain in the front galley responsible of the (LH FWD) door and another must remain in the aft galley responsible of the (LH AFT) door (exits must be available in case of disembarking or evacuation of passengers).

4- Both engines must be shut down. A Crew Member, must be in the Flight Deck with ground call communication with the ground personnel (head sets, radio or hand signals).

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5- The Ramp Agent in charge of the flight will be responsible of all the ramp safety precautions according to the established in MOR Cap. 02.03.00, before beginning the process of refueling with passengers on board.

B- A Flight Crew Member will hold the primary responsibility to stay in the Flight Deck, who are to maintain constant communication with the Ground Personnel and Passenger Cabin. Their responsibilities are:

1- Notify the Cabin Crew the beginning of the fueling process.

2- To keep the No Smoking sign on in the Passenger Cabin.

3- To keep the Fasten Seat Belt sign off in the Passenger Cabin.

4- Make sure that at least one additional door (LH AFT) is available to disembark or evacuate the passengers (refer to paragraph A.2).

5-Verify that the required number of Passenger Crew Members are on board (refer to A.3).

6- If the presence of fuel vapors are detected in the aircraft or any other danger arises during the refueling, the personnel in the Flight Deck must activate the anti-collision (beacon) lights. This signal must be attended by the Ramp personnel in charge of the refueling and alert the fueling provider to stop the refueling process immediately and remove the equipment.

7- Additionally, notify the Cabin Crew members to initiate the disembarking or evacuation of the passengers.

8- Once the refueling has concluded, the Flight Crew Members must notify the Passenger Crew Members that the process has finished. Note: When the fueling companys hose is connected to the aircraft and is not refueling, the refueling procedures must be considered by all the personnel involved in this operation.

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C- The Passenger Crew Member is responsible of:

1- Verify with the Flight Deck if there is a refueling procedure.

2- Communicate to the passengers about the refueling process.

3- Make sure that the No Smoking and Emergency Exit signs are on, the Fasten Seat Belt sign is off and the established norms are followed: Unbuckle your Seatbelt, No Smoking, No Mobile Phones, as well as the emergency exits are clear and the Passenger Crew Members are in position for this procedure.

4- No service will be provided during this procedure.

5- Maintain communication with the Flight Deck.

6- Request authorization from the Flight Crew Members to begin the passenger boarding, when there are no passengers on board and the refueling operation is in process.

D- The Mechanic will be responsible of:

1- Confirm and coordinate with the Ramp Agent that all the safety precautions are covered.

2- Make sure that, before the beginning of the fueling process, a Flight Crew member is in the Flight Deck. If there is no Flight Crew member, fueling with passengers on board shall not start.

3- Establish communication with the Pilot located in the Flight Deck and Passenger Crew to be in contact with the personnel in charge of the refueling.

4- Inform about the initiation and finalization of the refueling process.

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5- Alert the personnel involved in this procedure if occurs fire, contamination, or any other situation that requires an emergency procedure.

6- Stop the refueling if the anti-collision lights are on.

Note: Other manuals that are affected by this procedure are: MOR, MTC and MGO.

12.1 REFUELING USING MOBILE JETWAYS When refueling with passengers on board or during the boarding process a mobile jetway must be attached to the aircraft, being at the FWD and/or AFT door. All procedures described in the fueling with passenger on board procedure will be respected with the only difference that the main jetway is substituted by a mobile jetway. Note: In case of an emergency, the jetway has two evacuation stairs at the opposite side to the boarding section, which is activated by a red handle located under the AFT exit doors.

13. Airlines Maintenance Responsibility

A.

Maintenance will insure that during the fueling operation, no maintenance is performed that would tend to create an unsafe condition.

B.

Maintenance will drain aircraft fuel sumps and make sample checks as required.

C.

Maintenance will check or verify that the fuel truck is in serviceable condition.

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14.

Airlines Quality Assurance Responsibility A. Prior to performing an audit of a fuel vendor, Quality Assurance will review the contract. This review will assist the auditor in making a compliance determination with quality requirements. B. Quality Assurance will verify that contract-fueling agencies meet all the standards and requirements as listed in this manual. C. Quality Assurance will verify compliance with vendor inspection forms. As required by the current acceptable standards followed by the vendor. E. Quality Assurance will retain on file fuel truck and storage facility audit records for review by the Quality Assurance Department, and others upon request. F. The Director of Quality Assurance is responsible to assure that audits / inspections are performed by his department of the contract fuel vendors, facilities and personnel. These audits will be performed annually and also under the following circumstances: (1) (2) If a new vendor is selected by the Material Department. If requested in writing from another department.

15.

WAIVER / VARIANCE This procedure applied to those into plane contracted companies which do not complied with the requirements established in this manual, based in the Air Transport Association Specification 103, Guidelines for Aviation Fuel Quality control/Operating Procedures and other standard more restricted. The chart below gives a detail of which are the activities to follow up in these cases: Table: Waiver/ Variance Procedure No.
1

ACTIVITY
Identified the requirement do not in complied with.

RESPONSIBLE
Into plane company. Quality Auditor. Assurance

SPECIFICATIONS
The Into plane contracted company must identified if exist any requirement of this fueling manual which his company do not complied with. If during the audit performed to the vendor, the Auditor identified a

requirement not in compliance, he/she must report it; in order the vendor requests a waiver.

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No.
2

ACTIVITY
Send a waiver request

RESPONSIBLE
Into plane company

SPECIFICATIONS
The vendor has to send a letter (ref. Page 38) to the Quality Assurance Director within the next 30 days since the variance was reported with at least the following: a) Fueling Manual reference is unable to comply with. b) Airport code. c) Describe why unable comply. d) Describe alternate means of compliance to be considered for approval of requested. e) Support documentation if applicable. to

Evaluate the waiver request

Quality Director designee.

Assurance or his

The Quality Assurance Director or his designee (the designee person must complied with the requirements established by

Civil Aviation Authority) evaluate the case and decided about the approval. If he considers that the request is not valid, he will inform to the vendor and he will request additional information. A copy of the waiver request is send to the Civil Aviation

Authority for his acceptance.

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No.
4

ACTIVITY
Grant of waiver

RESPONSIBLE
Quality Director designee. Assurance or his

SPECIFICATIONS
The Quality Assurance Director o his designee will emit a letter in order to notify the vendor about the grant of the waiver. The grant of waiver letter should have at least: a) Fueling Manual reference. b) Airport code. c) Vendor name. d) Reference of the initial letter of the waiver request.

Send copy of grant of waiver to Station Manager.

Quality

Assurance

Quality Assurance Department will forward a copy of the grant of waiver to the Station manager for his/her filed.

Department

Filed the waiver

Quality

Assurance

A file with all waiver granted with their support

Department

documentation will be keep at Quality Assurance Department. End.

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SAMPLE WAIVER REQUEST


[VENDOR LETTERHEAD] [DATE] QUALITY ASSURANCE DEPARTMENT ATTN.: DIRECTOR QUALITY ASSURANCE

REF: REQUEST FOR WAIVER FUELING MANUAL

Manual Subsection_____________ Airport:______________________ Effective Through:_____________ Dear____________________

Your airline has adopted as part of its manual certain provisions relating to inspection tests and safety procedures which are intended to preclude the introduction of contaminated or impure fuel into the airlines aircraft. (Vendor) is unable to comply with the designated subsection of the airlines manual referenced above at the designated airport, for the following reason: [DESCRIBE WHY UNABLE TO COMPLY] ____________________________________ However, in order to ensure an equivalent level of purity to that prescribed in the manual, (Vendor) proposes to adopt the following inspection and testing procedures at that airport until the date above when it will be in compliance with the manual: [DESCRIBE SUBSTITUTE PROCEDURES] _____________________________________

Accordingly, (vendor) hereby requests that it be granted a waiver by the airline from the provision of the manual referenced above.
[SIGNATURE]
[TYPED NAME]

[TITLE]

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SAMPLE GRANT OF WAIVER

[AIRLINE LETTERHEAD] _______________________ _______________________

[DATE]

[VENDOR] REF: GRANT OF WAIVER Manual Subsection__________________ Vendor:___________________________ Airport:___________________________ Effective Through:__________________

Dear Sir: By letter dated ___________ you have requested a waiver from the provisions of the airline's manual referenced above with respect to operations at the specified airport. In addition, you identified procedures or tests you will substitute for those specified in the manual, which you state will ensure that the requisite fuel quality and purity will be achieved. The airline finds these procedures acceptable.

Accordingly, the airline hereby grants a waiver from the manual subsection as described in the reference above, subject to the conditions that the substitute procedures or tests will remain in effect during the entire period, as described in your letter.

[SIGNATURE] (TYPED NAME) (TITLE)

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SAMPLE GRANT OF WAIVER

[AIRLINE LETTERHEAD] _______________________ _______________________

[DATE]

[VENDOR] REF: GRANT OF WAIVER Manual Subsection__________________ Vendor:___________________________ Airport:___________________________ Effective Through:__________________

Dear Sir: By letter dated ___________ you have requested a waiver from the provisions of the airline's manual referenced above with respect to operations at the specified airport. In addition, you identified procedures or tests you will substitute for those specified in the manual, which you state will ensure that the requisite fuel quality and purity will be achieved. The airline finds these procedures acceptable.

Accordingly, the airline hereby grants a waiver from the manual subsection as described in the reference above, subject to the conditions that the substitute procedures or tests will remain in effect during the entire period, as described in your letter.

[SIGNATURE] (TYPED NAME) (TITLE)

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SECTION 2 A319/A320/A321 REFUEL/DEFUEL SYSTEM - DESCRIPTION AND OPERATION

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REFUEL/DEFUEL SYSTEM - DESCRIPTION AND OPERATION A GENERAL


The Refuel/Defuel system controls the flow of fuel into or out of the aircraft. Refuel/defuel operations are controlled from a refuel/defuel control panel in the RH lower belly fairing. A refuel/defuel coupling (installed in the leading edge of the RH wing) is the interface between the fuel tanks and the external fuel source.

A.1 REFUEL
There are two different procedures available to refuel the aircraft, these are: A pressure refuel (automatic or manual) A gravity overwing refuel. To fill the fuel tanks to their maximum capacity, the aircraft must be level at zero degrees. It is possible to refuel an aircraft that is not more than two degrees from level, but it is possible that the tanks will not completely fill.

A.2 DEFUEL A.2.1 A319/A320


The main fuel pumps (Ref. 28-21-00) remove the fuel from the fuel tanks and supply it to the refuel/defuel coupling where it can be removed from the aircraft. The defuel/transfer valve, when open, connects the main fuel pump system (Ref. 28-21-00) to the refuel/defuel system.

A.2.2 A321
Fuel is removed from the aircraft by operation of the main fuel pump system (Ref. 28-21-00). The pumps remove fuel from the related wing tank and supply the cross feed system (Ref. 28-23-00). This system connects, through the defuel/transfer valve, to the refuel/defuel system. The refuel/defuel system returns fuel to the refuel/defuel coupling where it is removed from the aircraft. The defuel/transfer valve and the cross feed valve (Ref. 28-23-00) must be open before fuel can be supplied to the refuel/defuel coupling. Fuel in the center (transfer) tank is moved to the wing tanks by operation of control valves in the main transfer system (Ref. 28-26-00). Fuel in the ACT (when installed) must be moved to the center tank. The fuel is moved by operation of the transfer pump in the ACT transfer system (Ref. 28-28-00).

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CAUTION: The following Grupo TACA Maintenance Consortium aircraft are configured in Lbs.: N451TA, N452TA and N453TA. The remaining aircraft are configured in Kgs. CAUTION: Flights or charter flights to no regular stations are required to have on board of airplanes a person familiarized with the aircraft metric units configurations. (Mechanics and Dispatchers when required).

COMPONENT LOCATION

B.1 A319/A320
(Ref. Fig. 001) (Ref. Fig. 003) (Ref. Fig. 004) Post SB 31-1137 For A/C 204-205 (Ref. Fig. 004A) FIN FUNCTIONAL DESIGNATION PANEL ZONE DOOR REF. 40QM CPLG-REFUEL/DEFUEL, R 622 28-25-41 41QM CAP-REFUEL/DEFUEL COUPLING, R 622 28-25-41 116QM SHROUD-REFUEL/DEFUEL CPLG, R 622 28-25-49 117QM PLATE-SHRD BACKING, R REFUEL/DEFUEL CPLG 622 28-25-49 7QU VALVE-REFUEL, L WING TK 520 522JB 28-25-51 8QU VALVE-REFUEL, R WING TK 620 622JB 28-25-51 19QM CANISTER-REFUEL VALVE, L WING TK 540 540JB 28-25-52 20QM CANISTER-REFUEL VALVE, R WING TK 640 640JB 28-25-52 10QU VALVE-REFUEL, CTR TK 148 744 28-25-51 88QM CANISTER-REFUEL VALVE, CTR TK 142 148AZ 28-25-52 11QM VALVE-DEFUEL/TRANSFER 142 734 28-25-43 11QU ACTUATOR-DEFUEL/TRANSFER VALVE 148 744 28-25-53 82QM V BAND CLAMP-DEFUEL XFR VALVE ACTR 148 744 28-20-00 42QM ADAPTER-OVERWING REFUEL, L 540 540PB 28-20-00 43QM ADAPTER-OVERWING REFUEL, R 640 640PB 28-20-00 44QM CAP-OVERWING REFUEL, L 540 28-11-43 45QM CAP-OVERWING REFUEL, R 640 28-11-43 31QM VALVE-FUEL DRAIN, L WING TK 540 540AB 28-25-44 32QM VALVE-FUEL DRAIN, R WING TK 640 640AB 28-40-00 97QM VALVE-PRESSURE RELIEF, CTR TK 142 148AZ 28-25-45 161QM VALVE-AIR INLET 540 540KB 28-25-57 162QM VALVE-AIR INLET 640 640KB 28-25-57 54QM CHECK VALVE-SPILL PIPE, L WING TK 540 540KB 28-10-00 55QM CHECK VALVE-SPILL PIPE, R WING TK 640 640KB 28-10-00 5 QT PRESELECTOR FUEL QUANTITY, MULTI TANK 800VU 192 192MB 28-42-21 6 QT IND FUEL QTY MULTI TANK 800VU 192 192MB 28-42-22 166QM1 VALVE FUEL INLET, ACT1 150 28-28-34 5QH1 ACTUATOR FUEL TRANSFER VALVE ACT1 150 826AR 28-28-54 3QU MODE SELECT SWITCH 800VU 192 192MB 28-25-00 21QU MODE SELECT OPEN LIGHT 800VU 192 192MB 28-25-00 10PR BATT POWER SWITCH 800VU 192 192MB 28-25-00 2QJ TEST P/BSW 800VU 192 192MB 28-25-00

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FIN 3QJ 4QJ 5QJ 4QU 5QU 6QU

FUNCTIONAL DESIGNATION FUEL TANK HI LEVEL INDICATOR LIGHT FUEL TANK HI LEVEL INDICATOR LIGHT FUEL TANK HI LEVEL INDICATOR LIGHT REFUEL VALVE SWITCH REFUEL VALVE SWITCH REFUEL VALVE SWITCH

PANEL 800VU 800VU 800VU 800VU 800VU 800VU

ZONE 192 192 192 192 192 192

DOOR 192MB 192MB 192MB 192MB 192MB 192MB

REF. 28-46-00 28-46-00 28-46-00 28-25-00 28-25-00 28-25-00

B.2 A321
(Ref. Fig. 002) (Ref. Fig. 005) FIN FUNCTIONAL DESIGNATION 40QM CPLG-REFUEL/DEFUEL, R 41QM CAP-REFUEL/DEFUEL COUPLING, R 116QM SHROUD-REFUEL/DEFUEL CPLG, R 117QM PLATE-SHRD BACKING, R REFUEL/DEFUEL CPLG 7QU VALVE-REFUEL, L WING TK 8QU VALVE-REFUEL, R WING TK 19QM CANISTER-REFUEL VALVE, L WING TK 20QM CANISTER-REFUEL VALVE, R WING TK 10QU VALVE-REFUEL, CTR TK 88QM CANISTER-REFUEL VALVE, CTR TK 11QM VALVE-DEFUEL/TRANSFER 11QU ACTUATOR-DEFUEL/TRANSFER VALVE 82QM V BAND CLAMP-DEFUEL XFR VALVE ACTR 42QM ADAPTER-OVERWING REFUEL, L 43QM ADAPTER-OVERWING REFUEL, R 44QM CAP-OVERWING REFUEL, L 45QM CAP-OVERWING REFUEL, R 31QM VALVE-FUEL DRAIN, L WING TK 32QM VALVE-FUEL DRAIN, R WING TK 97QM VALVE-PRESSURE RELIEF, CTR TK 161QM VALVE-AIR INLET 162QM VALVE-AIR INLET 164QM CANISTER-REFUEL VALVE, ACT 41QU VALVE-REFUEL, ACT 5 QT PRESELECTOR FUEL QUANTITY, MULTI TANK 6 QT IND FUEL QTY MULTI TANK 166QM1 VALVE FUEL INLET, ACT1 5QH1 ACTUATOR FUEL TRANSFER VALVE ACT1 3QU MODE SELECT SWITCH 21QU MODE SELECT OPEN LIGHT 10PR BATT POWER SWITCH 2QJ TEST P/BSW PANEL ZONE 620 620 620 620 520 620 540 640 148 142 148 148 148 540 640 540 640 540 640 142 540 640 152 152 192 192 150 150 192 192 192 192 DOOR 621AZ 621AZ 621BZ 621BZ 522JB 622JB 540JB 640JB 148AZ 148AZ 148AZ 148AZ 744 540AT 640AT 540AT 640AT 540AB 640AB 148AZ 540JB 640JB REF. 28-25-41 28-25-41 28-25-49 28-25-49 28-25-51 28-25-51 28-25-52 28-25-52 28-25-51 28-25-52 28-25-43 28-25-53 28-25-53 28-11-43 28-11-43 28-11-43 28-11-43 28-25-44 28-25-44 28-25-45 28-25-57 28-25-57 28-25-52 28-25-51 28-42-21 28-42-22 28-28-34 28-28-54 28-25-00 28-25-00 28-25-00 28-25-00

800VU 800VU

192MB 192MB 826AR 192MB 192MB 192MB 192MB

800VU 800VU 800VU 800VU

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FIN 3QJ 4QJ 5QJ 4QU 5QU 6QU 49QJ 40QU 67QT

FUNCTIONAL DESIGNATION FUEL TANK HI LEVEL INDICATOR LIGHT FUEL TANK HI LEVEL INDICATOR LIGHT FUEL TANK HI LEVEL INDICATOR LIGHT REFUEL VALVE SWITCH REFUEL VALVE SWITCH REFUEL VALVE SWITCH HI LVL INDICATOR LIGHT REFUEL VALVE TOGGLE SWITCH FQI SELECT CTR/ACT ROTARY SELECTOR SWITCH

PANEL 800VU 800VU 800VU 800VU 800VU 800VU 801VU 801VU 801VU

ZONE 192 192 192 192 192 192 192 192 192

DOOR 192MB 192MB 192MB 192MB 192MB 192MB 192MB 192MB 192MB

REF. 28-46-00 28-46-00 28-46-00 28-25-00 28-25-00 28-25-00 28-46-00 28-25-00 28-42-00

SYSTEM DESCRIPTION
The refuel/defuel system has these components: A refuel/defuel control panel. A refuel/defuel coupling with a refuel/defuel coupling cap.

C.1 A319/A320 SYSTEM DESCRIPTION.


Three refuel valves. Five refuel diffusers. A defuel/transfer valve. A refuel/defuel gallery. Two refuel spill pipes. Two refuel spill pipe check valves. Two overwing refuel adapters with their overwing refuel caps. Two-fuel drain valves. Two air inlet valves.

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C.2 A321 SYSTEM DESCRIPTION.


Four refuel valves Three refuel diffusers A defuel/transfer valve A refuel/defuel gallery Two overwing refuel adapters with their overwing refuel caps Two fuel drain valves Two air inlet valves An ACT fuel pump (Ref. 28-28-00) An ACT fuel transfer valve (Ref. 28-28-00).

When the ACT is installed these components are also included: A fuel inlet valve in the ACT (Ref. 28-28-00) A refuel restrictor valve in the ACT (Ref. 28-28-00).

C.3 REFUEL/DEFUEL CONTROL PANEL (REF. FIG 018 & 019). C.3.1 A319/A320 (REF. FIG. 018 & 018A)
The refuel/defuel control panel is installed in the RH side of the belly fairing aft of FR36. The refuel/defuel control panel has: A control panel 800VU A fuel quantity indicator 6QT A fuel quantity preselector 5QT. Access to the refuel/defuel control panel is through a quick-release door 192MB. This panel controls the operation of: An automatic or manual pressure refuel A pressure defuel (together with the main pumps (Ref. 28-21-00)).

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C.3.2 A321 (REF. FIG. 019)


The refuel/defuel control panel is installed in the RH side of the belly fairing aft of FR36. The refuel/defuel control panel has: A control panel 800VU A control panel 801VU A fuel quantity indicator 6QT A fuel quantity preselector 5QT. The refuel/defuel control panel controls the operation of: An automatic or manual pressure refuel A pressure defuel (together with the main pumps (Ref. 28-21-00), the main transfer system (Ref. 28-26-00) and the ACT transfer system (Ref. 28-28-00)). Access to the refuel/defuel control panel is through a quick-release door 192MB.

C.4 A319/A320/A321 REFUEL/DEFUEL COUPLING (REF. FIG. 003)


The refuel/defuel coupling 40QM is the interface between the aircraft fuel tanks and the external fuel supply. It is attached to the forward face of the RH wing front spar, between RIB14 and RIB15. The refuel/defuel-coupling cap 41QM is installed on the refuel/defuel coupling. The backing plate 117QM attaches the refuel/defuel-coupling shroud 116QM to the refuel/defuel coupling. The shroud is also attached to the inside face of the wing skin. The shroud makes sure that fuel does not go into the leading edge of the wing. The refuel valves 7QU(8QU) and 10QU are the interfaces between the refuel gallery and the related fuel tank. Each valve is solenoid controlled, but pressure operated. Thus when the solenoid is energized, and a refuel pressure is supplied, the valve opens. The refuel valve has a manual override-button. If the solenoid does not operate correctly, the manual override-button can be used to open the valve. The valve 7QU(8QU) is on the leading edge of the wing in the refuel valve canister 19QM(20QM). The valve is behind the access panel 522JB(622JB). The valve 10QU is installed on the rear spar (FR42) of the center tank in the refuel valve canister (88QM).

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C.5 A321 ACT REFUEL VALVE (41QU) (REF. FIG. 006A) AND CANISTER (164QM) (REF. FIG. 012A)
The refuel valve 41QU is the interface between the refuel gallery and the related fuel tank. The valve is solenoid controlled, but pressure operated. Thus when the solenoid is energized, and a refuel pressure is supplied, the valve opens. The refuel valve has a manual override-button. If the solenoid does not operate correctly, the manual override-button can be used to open the valve. The ACT refuel valve 41QU is installed in the canister 164QM, at the rear spar FR42. The ACT refuel valve and canister are installed as part of the ACT system provision. They do not operate when the ACT is not installed.

C.6 A319/A320/A321 DEFUEL/TRANSFER VALVE. (REF. FIG. 007)


The defuel/transfer valve (11QM) is in the center tank, on the rear spar. The defuel/transfer valve connects the main fuel pump system (Ref. 28-21-00) to the refuel gallery. When open, the valve lets the fuel in the main fuel pump system be moved into the refuel gallery. This lets the fuel be: Moved from one tank to another Delivered to the refuel/defuel coupling for removal from the aircraft.

C.7 A321 ACT FUEL INLET VALVE. (REF. FIG. 002, SHEET 2)
The ACT fuel inlet valve (166QM1) is installed in the ACT (when installed) in the fuel line. The actuator (5QH1) opens the valve when an automatic or manual fuel forward transfer or refuel is selected (Ref. 28-28-00).

C.8 A319/A320/A321 DEFUEL/TRANSFER VALVE OPERATION.


A single motor actuator (11QU) operates the defuel/transfer valve. AV-band clamp (82QM) attaches the actuator to the defuel/transfer valve. A MODE SELECT switch (3QU), on the refuel/defuel control panel (800VU), controls the operation of the defuel/transfer valve (11QM). The actuator (11QU) will open the defuel/transfer valve (11QM) when the switch (3QU) is moved to the DEFUEL XFR position. When the defuel/transfer valve is open, an OPEN light (21QU), adjacent to the switch (3QU) will come on. The actuator will close the defuel/transfer valve when the switch (3QU) is in the OFF or the REFUEL positions.

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C.9 AIR INLET VALVE (REF. FIG. 016 & 016A) C.9.1 A319/A320 (REF. FIG. 016)
The air inlet valve 161QM(162QM) is on the inboard face of RIB16. A pipe connects the air inlet valve to the refuel gallery. The air inlet valve lets air into the refuel gallery after a refuel procedure. Thus fuel can drain from the refuel gallery through the fuel drain valve 31QM(32QM).

C.9.2 A321(REF. FIG. 016A)


An air inlet valve is in the refuel gallery, adjacent to the rear face of the front spar. The air inlet valve lets air into the refuel gallery after the refuel procedure. Thus fuel can drain from the refuel gallery through the fuel drain valve 31QM(32QM). A pipe extends from the air inlet valve to the outboard side of RIB21. This pipe makes sure that the Air inlet remains above the fuel level at all times. This stops the gravity movement of fuel from one wing tank to the other.

C.10 A319/A320/A321 FUEL DRAIN VALVE. (REF. FIG. 016 & 016A)
A fuel drain valve 31QM(32QM) is installed at the lowest point of the refuel gallery in each wing (the outboard face of RIB1). Fuel pressure in the refuel gallery closes the fuel drain valves. When the pressure source is removed the valve opens to allow fuel to drain into the wing tank from the refuel gallery. The refuel gallery is a fuel pipe that connects from the LH wing tank refuel valve through to the RH wing tank refuel valve. From this pipe, other branch pipes supply fuel, through diffusers, to the fuel tanks.

C.10.1 A319/A320 (REF. FIG. 016)


The sealed RIB15 (Ref. 28-11-00) divides the wing tank into an inner and an outer cell. During a refuel operation the outer cell is filled first. The refuel spill pipe connects the wing tank outer cell to the wing tank inner cell. Thus, when the wing tank outer cell is full the spill pipe lets the fuel move into the wing tank inner cell. A diffuser, on the spill pipe, makes sure that the fuel goes into the inner cell smoothly. The spill pipe has a check valve 54QM(55QM). During flight the check valve makes sure that fuel that goes into the spill pipe goes back to the outer cell.

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C.10.2 A321 (REF. FIG. 016A)


Each wing tank has an overwing refuel adapter 42QM(43QM). This can be used to refuel the aircraft when a pressure refuel source is not available. During an overwing refuel, the fuel only goes into the wing tank. It is then necessary to do a ground fuel transfer to get the fuel into the correct fuel-load configuration. The adapter has an overwing refuel cap 44QM(45QM) which gives access to and seals the adapter. The refuel adapter and cap are installed in the upper wing surface (between RIB19 and RIB20) and has an electrical ground point adjacent to it. The pressure relief valve 97QM is installed in the RH RIB1. If a center tank overflow occurs the pressure relief valve releases the fuel into the RH wing tank.

POWER SUPPLY
Refer to AMM 28-25-00-001 REFUEL/DEFUEL SYSTEM DESCRIPTION AND OPERATION

INTERFACE
Refer to AMM 28-25-00-001 REFUEL/DEFUEL SYSTEM DESCRIPTION AND OPERATION

F F.1

COMPONENT DESCRIPTION REFUEL/DEFUEL CONTROL PANEL (REF. FIG 018 & 019)

F.1.1 A319/A320 (REF. FIG. 018)


The primary components on the refuel/defuel control panel are: The control panel 800VU The fuel quantity preselector 5QT (Ref. 28-42-00) The fuel quantity indicator 6QT (Ref. 28-42-00). The control panel 800VU has: A BATT POWER (refuel-on-battery) switch 10PR (Ref. 24-67-00) A MODE SELECT switch 3QU A MODE SELECT OPEN light 21QU A TEST P/BSW 2QJ (Ref. 28-46-00) Three fuel tank hi-level indicator-lights 3QJ, 4QJ, 5QJ (Ref. 28-46-00) Three REFUEL VALVES switches 4QU, 5QU, 6QU.

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F.1.2 A321 (REF. FIG. 019)


The primary components on the refuel/defuel control panel are: The control panel 800VU The control panel 801VU The fuel quantity preselector 5QT (Ref. 28-42-00) The multi-tank indicator 6QT (Ref. 28-42-00). The control panel 800VU has: A BATT POWER (refuel-on-battery) toggle switch 10PR (Ref. 24-67-00) A MODE SELECT toggle switch (with guard) 3QU A MODE SELECT OPEN indicator light 21QU A TEST toggle switch 2QJ (Ref. 28-46-00) A HI LVL indicator light for each wing tank and the center tank 3QJ, 4QJ and 5QJ (Ref. 28-46-00) A REFUEL VALVE toggle switch (with guard) for each wing tank and the center tank 4QU, 5QU and 6QU. The control panel 801VU has these controls for the ACT: A HI LVL indicator light 49QJ (Ref. 28-46-00) A REFUEL VALVE toggle switch (with guard) 40QU A FQI SELECT CTR/ACT rotary selector switch 67QT (Ref. 28-42-00).

F.2

A319/A320/A321 REFUEL/DEFUEL COUPLING. (REF. FIG. 011)

F.2.1 REFUEL/DEFUEL COUPLING 40QM (REF. FIG. 011)


The refuel coupling has an L-shaped hollow body. At one end of the coupling is a mounting flange for attachment to the aircraft. At the other end a refuel adapter is installed. The refuel adapter contains: An inner and outer compression spring A valve A valve seal A coupling ring.

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An O-ring seal, between the refuel coupling body and the adapter, prevents fuel leaks. When the refuel coupling is not in use, spring pressure holds the valve against the seal. This prevents a leakage of fuel from the coupling. The refuel coupling cap 41QM attaches to the coupling ring, and gives a secondary seal to the refuel/defuel coupling. The coupling ring has a groove around its circumference. The groove lets the coupling ring break away from the refuel/defuel coupling if a specified force is applied to it. This prevents damage to the aircraft structure. When the refuel hose engages the coupling ring, the valve moves off the seal. This opens the fuel system to the external fuel supply and seals the refuel hose to the coupling.

F.2.2 REFUEL COUPLING CAP 41QM (REF. FIG. 011)


The refuel coupling cap has: A cover plate A handle assembly A guide ring assembly Three rollers A chain assembly. Two screws attach the handle assembly to the cover assembly. When the trigger is pushed a torsion spring lifts the handle assembly. The guide ring assembly and the rollers are in the cover body. The guide ring assembly is spring-loaded and has an O-ring. When the cap is installed the O-ring seals the cap to the refuel/defuel coupling and the rollers engage three bayonet lugs on the coupling. The cap is attached to the refuel/defuel coupling with the chain assembly. The chain assembly is springloaded inside a tube, this makes sure the chain goes safely into storage when the cap is installed.

F.3

REFUEL VALVE. (REF. FIG. 006 & FIG. 006A)

F.3.1 A319/A320 REFUEL VALVE 7QU(8QU), 10QU (REF. FIG. 006)


The primary components of the refuel valve are: The body The piston and compression springs The electro-magnetic valve (solenoid valve) The manual command button and valve The flap valves.

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The piston and the body make an internal (piston) chamber. The solenoid valve controls the flow of fuel from the piston chamber to the refuel gallery. The manual command valve can also control the flow of fuel from the piston chamber to the refuel gallery. The flap valves stop fuel returning from the refuel gallery into the refuel valve. The refuel valves are installed in canisters: The refuel valve 7QU in the refuel valve canister 19QM The refuel valve 8QU in the refuel valve canister 20QM The refuel valve 10QU in the refuel valve canister 88QM.

F.3.2 A321 REFUEL VALVE 7QU(8QU), 10QU AND 41QU (REF. FIG. 006A)
The primary components of the refuel valve are: The body The piston and compression springs The electro-magnetic valve (solenoid valve) The manual command button and valve The piston and the body make an internal (piston) chamber. The solenoid valve controls the flow of fuel from the piston chamber to the refuel gallery. The manual command valve can also control the flow of fuel from the piston chamber to the refuel gallery. The check valve stops fuel returning from the refuel gallery into the refuel valve. The refuel valves are installed in canisters: The refuel valve 7QU in the refuel valve canister 19QM The refuel valve 8QU in the refuel valve canister 20QM The refuel valve 10QU in the refuel valve canister 88QM The refuel valve 41QU in the refuel valve canister 164QM.

F.3.3

OPERATION

When the solenoid valve is de-energized a hydraulic-lock (fuel) is madebehind the refuel valve piston. This hydraulic lock and the compression-springs hold the piston in the closed position. When the solenoid valve is energized, the hydraulic-lock is released. The fuel pressure then pushes the piston (against the spring pressure) to the open position. The fuel that made the hydraulic-lock is pushed through the solenoid valve and into the refuel gallery. When the solenoid is de-energized, the hydraulic-lock is made again. Fuel pressure behind the piston increases and (together with the spring pressure) moves the piston to the closed position.

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The manual command button (on the front of the valve body) connects directly to the manual command valve. If the solenoid valve does not operate, the manual command button can be pushed in (and held) to release the hydraulic-lock. The refuel valve then operates as usual.

F.4

REFUEL VALVE CANISTER (REF. FIG. 012 & 012A)


A319/A320. Refuel Valve Canister 19QM(20QM), 88QM (Ref. Fig. 012) A321 Refuel Valve Canister 19QM(20QM), 88QM and 164QM (Ref. Fig. 012A) The primary components of the refuel valve canister are: The canister body assembly the check valve housing assembly The sleeve The spring The check valve assembly. Four screws and four nuts join the canister body assembly to the check valve housing assembly to make the refuel valve canister. The refuel valve canister has an inlet port, an outlet port and a mounting flange for installation to the aircraft fuel tank. The inlet and outlet ports have square mounting flanges, with four holes, for installation to the applicable aircraft system fuel-pipes. The mounting flange has four holes for installation to the aircraft and four threaded studs for installation of the refuel valve. PTFE sealing rings prevent fuel leaks between the refuel valve, the sleeve, and the canister body. When the refuel valve is removed the spring moves the sleeve over the inlet port to stop fuel flow into the canister. When the refuel valve is installed it pushes the sleeve away from the inlet port to open it to the canister. The check valve assembly is in the check valve housing. The check valve assembly has two flaps and a torsion spring. When there is no fuel flow through the refuel valve the torsion spring moves the two flaps to close the outlet port. When there is fuel pressure in the refuel valve canister the flaps open against spring pressure.

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F.5

DEFUEL/TRANSFER VALVE 11QM (REF. FIG. 013)


The primary components of the defuel/transfer valve are: The valve body The ball valve with a 38,1mm (1.5in) bore The valve spindle The housing. The ball valve is installed in the valve body. The valve body and the housing are attached to a mating flange. The valve spindle is installed in the housing and engages the ball valve in the mating flange. The housing has a mounting flange with four threaded studs to attach the defuel/transfer valve to the center tank inner skin. The valve spindle has a location slot in one end to engage a lug in the drive gear of the defuel/transfer valve actuator.

F.6

DEFUEL/TRANSFER VALVE ACTUATOR 11QU (REF. FIG. 013)


The actuator has a body with a mounting flange. The body holds a 28VDC electrical motor. This motor drives a gear, which turns the defuel/transfer valve through 90 degrees. There is a mechanical indicator on the body which shows the position of the actuator (open or closed). The V-band clamp (82QM) attaches the actuator to the defuel/transfer valve.

F.7

OVERWING REFUEL ADAPTER 44QM(45QM) (REF. FIG. 014)

42QM(43QM)

AND

REFUEL

CAP

The primary components of the overwing refuel adapter are: The adapter The adapter nut The locking plate and lanyard. The overwing refuel adapter and its refuel cap are installed in the wing upper skin. The adapter nut (with the locking plate) holds the adapter in position. Two O-ring seals seal the joint between the adapter and the wing upper skin. The lanyard attaches the refuel cap to the locking plate.

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F.8

REFUEL DIFFUSER (REF. FIG. 015)


The diffuser has: A casing assembly A diffuser pipe A connector. The diffuser pipe is installed in the casing assembly. Three bolts attach the connector and the diffuser pipe to one end of the casing assembly. The connector is attached to the refuel gallery. When fuel enters the diffuser pipe from the connector it is passed out through many small holes in the diffuser pipe. The fuel travels along the bottom of the casing assembly and out into the fuel tank. The diffuser makes sure that the fuel enters the fuel tank smoothly.

F.9

AIR INLET VALVE (REF. FIG. 016 & 016A)

F.9.1 A319/A320AIR INLET VALVE 161QM(162QM) (REF. FIG. 016)


The primary components of the air inlet valve are: The body The end-housing The poppet-valve and spring The float assembly. The body and the end housing connect together to make a valve chamber. An O-ring seals the joint between the body and the end housing. The poppet-valve and the spring are in the valve chamber. The float assembly attaches to the end-face of the body (with a hinge-pin). The float assembly closes the valve when the fuel level in the tank is at a given level. If there is no fuel pressure in the chamber, the spring holds the poppet-valve open and lets air into the chamber, and thus into the refuel gallery. When a fuel pressure more than 0.20 bar (3.0 psi) is felt in the chamber, the poppet-valve closes against the spring. When the pressure decreases to less than 0.14 bar (2.0 psi) the spring opens the poppet-valve.

F.9.2 A321 AIR INLET VALVE (REF. FIG. 016A)


The air inlet valve has: A valve body A ball valve

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A banjo A banjo bolt.

The ball valve is in the valve body and is free to move within it. The banjo bolt attaches the banjo to the valve body. The air inlet pipe connects the banjo to the outboard side of RIB21. The air inlet valve lets air into the refuel gallery so that the gallery can drain. Fuel pressure in the refuel gallery will cause the valve to close to prevent uncontrolled flow of fuel into the fuel tank.

F.10 FUEL DRAIN VALVE 31QM(32QM) (REF. FIG. 016 & 016A)
A319/A320 (Ref. Fig. 016) A321 (Ref. Fig. 016A) The primary components of the fuel drain valve are: The body The end-housing The poppet-valve and spring The flap-valve and a torsion-spring. The body and the end-housing connect together to make a valve chamber. An O-ring seals the joint between the body and the end-housing. The poppet-valve and the spring are in the valve chamber. The flap-valve attaches to the end-face of the body (with a hinge-pin) and is kept closed with the torsion-spring. If there is no fuel pressure in the chamber, the spring holds the poppet-valve open. When a fuel pressure more than 0.20 bar (3.0 psi) is felt in the chamber, the poppet-valve closes against the spring. When the pressure decreases to less than 0.14 bar (2.0 psi) the spring opens the poppetvalve. This lets the remaining fuel pressure open the flap-valve and decrease to zero. When the pressure is zero, the torsion-spring closes the flap-valve to prevent a fuel flow in the opposite direction.

F.11 PRESSURE RELIEF VALVE 97QM (REF. FIG. 017)


The primary components of the pressure relief valve are: The mounting flange assembly The valve pad assembly The spider The spring The spring retainer The bolt.

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The mounting flange assembly is on the RH RIB1 of the center tank. The mounting flange assembly has a hole to let the fuel pass through it. The valve pad assembly seals this hole. Spring pressure holds the valve pad assembly against the mounting flange assembly. The spring is between the spider and the spring retainer. The bolt keeps all these items on the valve pad. Fuel pressure in the center tank greater than the spring pressure on the valve pad assembly will open the valve. The fuel then moves from the center tank to the RH wing tank. When the fuel pressure in the center tank is less than the spring pressure on the valve pad assembly, the valve will close.

OPERATION/CONTROL AND INDICATING (REF. FIG. 018 & 019)

G.1 PRESSURE REFUELING. G.1.1 A139/A320 PRESSURE REFUELING. (REF. FIG. 018)
When you use manual pressure refuel, the total quantity of fuel put into the aircraft (and the supply to each tank) is controlled at the refuel/defuel control panel (800VU). When you use automatic pressure refuel, the total quantity of fuel put into the aircraft is controlled at the preselector (5QT). The fuel supply to each tank is monitored at the indicator (6QT). The maximum refuel pressure at the refuel/defuel coupling is 3.45 bar (50 psi). This refuel pressure will give an all tank refuel rate of approximately 1400 l/min (370 US gal/min). At this refuel rate you can refuel the aircraft (from its usual reserves to full) in approximately 20 minutes. The necessary total quantity of fuel is set when you move the rocker switch, on the preselector, to INC (increase) or DEC (decrease). The quantity of fuel that is set is shown in the PRESELECTED display. The total contents actually in the tanks is shown in the ACTUAL display. When the conditions that follow are met the tanks will start to fill: The PRESELECTED display is greater than the ACTUAL display The REFUEL VALVES switches set to NORM The MODE SELECT switch set to REFUEL.

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Where the preselected quantity is greater than the maximum capacity of both the wing tanks fuel will automatically be added to the center tank. The END annunciator, on the preselector 5QT, will come on when the refuel procedure is complete. That is when the ACTUAL value is the same as the PRESELECTED value +/- 100kg (220lb). If the refuel procedure stops before the ACTUAL value and the PRESELECTED value are the same, the END annunciator will flash to show a fault. To control pressure refuel manually, the MODE SELECT switch on panel (800VU) is set to REFUEL and the REFUEL VALVES switch(es) are set to OPEN. The quantities of fuel that go into the tanks are then monitored at the indicator (6QT). When the tank(s) have the required amounts, the REFUEL VALVE switch(es) are set to SHUT.

G.1.2 A321 PRESSURE REFUELING. (REF. FIG. 019)


When you use manual pressure refuel, the total quantity of fuel put into the aircraft (and the supply to each tank) is controlled at the refuel/defuel control panel (800VU). When you use automatic pressure refuel, the total quantity of fuel put into the aircraft is controlled at the preselector (5QT). The fuel supply to each tank is monitored at the indicator (6QT). The refuel control panel 801VU is installed as part of the system provision for the ACT. You must not use it to refuel the aircraft when the ACT is not installed. The maximum refuel pressure at the refuel/defuel coupling is 3.45 bar (50 psi). This refuel pressure will give an all tank refuel rate of approximately 1400 l/min (370 US gal/min). At this refuel rate you can refuel the aircraft (from its usual reserves to full) in approximately 20 minutes. The necessary total quantity of fuel is set when you move the rocker switch, on the preselector, to INC (increase) or DEC (decrease). The quantity of fuel that is set is shown in the PRESELECTED display. The total contents actually in the tanks is shown in the ACTUAL display. When the conditions that follow are met the tanks will start to fill: The PRESELECTED display is greater than the ACTUAL display The REFUEL VALVES switches set to NORM The MODE SELECT switch set to REFUEL.

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Where the preselected quantity is greater than the capacity of both the wing tanks fuel will automatically be added to the center tank. Fuel will also be added to the ACT (when installed) if the preselected quantity is greater than the capacity of both wing tanks and the center tank. The END annunciator, on the preselector 5QT, will come on when the refuel procedure is complete. That is when the ACTUAL value is the same as the PRESELECTED value +/- 100kg (220lb). If the refuel procedure stops before the ACTUAL value and the PRESELECTED value are the same, the END annunciator will flash to show a fault. To protect the aircraft, when the ACT is installed, it is not possible to refuel the ACT if: The ACT transfer valve is not closed The ACT vent valve is not open The ACT air shut-off valve is not closed. To control pressure refuel manually: The MODE SELECT switch on panel (800VU) is set to REFUEL The REFUEL VALVE switch/es on panel (800VU) is/are set to OPEN (for the wing and center tanks) The REFUEL VALVE switch on panel (801VU) is set to OPEN (for the ACT). The quantities of fuel that go into the tanks are then monitored at the indicator (6QT). When the tank/s have the required amounts, the REFUEL VALVE switch/es are set to SHUT.

G.2 DEFUELING. (REF. FIG. 018 & 019) G.2.1 A319/A320 DEFUELING. (REF. FIG. 018)
To defuel the aircraft you must use the main fuel pumps (Ref. 28-21-00) to remove the fuel from the fuel tanks. To defuel the aircraft you must set: The X FEED P/BSW (Ref. 28-23-00), on the panel 40VU, to OPEN The L TK (R TK) PUMPS 1 and 2 P/BSWs (Ref. 28-21-00), on the panel 40VU, to ON The CTR TK PUMPS 1 and 2 P/BSWs, on the panel 40VU, to ON The REFUEL VALVES switches, on the panel 800VU, to SHUT The MODE SEL switch, on the panel 800VU, to DEFUEL XFR.

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G.2.2 A321 DEFUELING. (REF. FIG. 019)


To defuel the aircraft you must use the main fuel pumps (Ref. 28-21-00) to move the fuel from the fuel tanks to the refuel/defuel coupling. If there is unusable fuel in the center (transfer) tank, you must move the fuel to the wing tanks (Ref. 28-26-00) before you can defuel the aircraft completely. If the ACT is installed, and it contains fuel, you must move the fuel to the center tank (Ref. 28-28-00). To defuel the aircraft you must use the controls at the cockpit fuel panel 40VU and the refuel/defuel panel 800VU.Set the controls at the refuel/defuel panel 800VU as follows: Set the REFUEL VALVES switches to SHUT Set the MODE SELECT switch to DEFUEL/XFR. Set the controls at the cockpit fuel panel 40VU as follows: Push (in) (OPEN) the X FEED P/BSW (Ref. 28-23-00) Push (in) the L TK (R TK) PUMPS 1 and 2 P/BSWs (Ref. 28-21-00) Push (in) the CTR TK L XFR (R XFR) P/BSWs (Ref. 28-26-00).

G.3 FUEL TRANSFER (REF. FIG. 018 & 019) G.3.1 A319/A320 FUEL TRANSFER (REF. FIG. 018)
To move fuel from one tank to another tank, you must set: The main fuel pump (Ref. 28-21-00) to ON, for the the tank from which you move the fuel The X FEED P/BSW (Ref. 28-23-00), on the panel 40VU, to OPEN The REFUEL VALVE switch, on the panel 800VU, to OPEN, for the tank to which you move the fuel The MODE SEL switch, on the panel 800VU, to DEFUEL XFR.

G.3.2 A321 FUEL TRANSFER (REF. FIG. 019)


To move fuel from one wing tank to the other wing tank, or to the center tank, you must set the controls as follows: Push (in) (OPEN) the X FEED P/BSW (Ref. 28-23-00), on the cockpit fuel panel 40VU

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Push (in) the L TK (R TK) PUMPS 1 and 2 P/BSWs (Ref. 28-21-00) on the cockpit fuel panel 40VU, for the tank from which you move the fuel Set the REFUEL VALVE switch, on the refuel/defuel panel 800VU to OPEN, for the tank to which you move the fuel Set the MODE SEL switch, on the refuel/defuel panel 800VU, to DEFUEL XFR.

To move fuel from the ACT (if installed) to the center tank you must push (in) (FWD) the ACT P/BSW on the cockpit fuel panel 40VU.

NOTE : To move fuel from the ACT to the center tank on the ground the FUELING BUS (501PP) must be powered (access panel door 192MB must be open). This causes the center tank high level sensor to be powered. When the center tank high level sensor is wet (or not powered) it is not possible to defuel the ACT. This prevents fuel overflowing from the center tank onto the ground.

G.4 ACT REFUEL (REF. FIG. 019)


When the the ACT is installed and refuel is selected, the refuel transfer system commands these valves to the open position: ACT refuel valve (41QU) ACT fuel inlet valve (166QM1) The ACT and the wing and center tanks are refueled at the same time. When the ACT is full, the ACT high level sensor closes the ACT fuel inlet valve (166QM1) and the ACT refuel valve (41QU). When the these valves close, the ACT refuel stops.

BITE TEST
Not applicable

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MANUAL (MAGNETIC) INDICATORS - DESCRIPTION AND OPERATION A GENERAL.

A.1 A319/A320 (REF. FIG. A & FIG. C)


The Manual Magnetic Indicators (MMIs) are a secondary direct-reading system used to calculate the fuel quantity in the LH wing, the RH wing and the center tank (when the A/C is on the ground). It is not necessary to have electrical power to use the MMIs. The MMI indications, the aircraft attitude value and the fuel relative density, are used with tables (Ref. 12-11-28) to give the amount of fuel in each tank.

A.2 A321 (REF. FIG. B)


The Manual Magnetic Indicators (MMIs) are a secondary direct-reading system used to calculate fuel quantity in the LH wing tank, the RH wing tank and the center tank (when the A/C is on ground). It is not necessary to have electrical power to use the MMIs. The MMI indications, aircraft attitude value and the fuel relative density, are used with tables (Ref. 12-11-28) to give amount of fuel in each tank. the the the the

NOTE : There are no MMIs in the ACT. Thus when the ACT is installed, this procedure cannot be used to calculate the ACT fuel quantity.

COMPONENT LOCATION
PANEL ZONE 192 540 640 540 640 540 640 540 640 540 640 142 142 142 540 DOOR 192MB 540AB 640AB 540BB 640BB 540DB 640DB 540GB 640GB 540RB 640RB 147AZ 147AZ 147AZ 540AB REF. 28-43-24 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-22 28-43-22 28-43-23 28-43-23 28-43-23 28-43-21

A319/A320 (Ref. Fig. A & Fig. C) FIN FUNCTIONAL DESIGNATION 39QM ATT MONITOR-FUEL QUANTITY 56QM HOUSING-MLI, L WING TK INR 1 57QM HOUSING-MLI, R WING TK INR 1 58QM HOUSING-MLI, L WING TK INR 2 59QM HOUSING-MLI, R WING TK INR 2 60QM HOUSING-MLI, L WING TK INR 3 61QM HOUSING-MLI, R WING TK INR 3 62QM HOUSING-MLI, L WING TK INR 4 63QM HOUSING-MLI, R WING TK INR 4 64QM HOUSING-MLI, L WING TK OUTR 65QM HOUSING-MLI, R WING TK OUTR 91QM HOUSING-MLI, CTR TK LOWER 92QM MLI-CTR TK 98QM HOUSING-MLI, CTR TK UPPER 104QM MLI-L WING TK INR 1

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FIN 105QM 106QM 107QM 108QM 109QM 110QM 111QM 112QM 113QM

FUNCTIONAL DESIGNATION MLI-R WING TK INR 1 MLI-L WING TK INR 2 MLI-R WING TK INR 2 MLI-L WING TK INR 3 MLI-R WING TK INR 3 MLI-L WING TK INR 4 MLI-R WING TK INR 4 MLI-L WING TK OUTER MLI-R WING TK OUTER

PANEL

ZONE 640 540 640 540 640 540 640 540 640 ZONE 540 640 540 640 540 640 540 640 142 142 540 640 540 640 540 ZONE 640 142 540 640 540 640 540 640 540 640 540 640 540 640 540 640

DOOR 640AB 540BB 640BB 540DB 640DB 540GB 640GB 540RB 640RB DOOR 540AB 640AB 540BB 640BB 540DB 640DB 540GB 640GB 147AZ 147AZ 540NB 640NB 540QB 640QB 540KB DOOR 640KB 147AZ 540AB 640AB 540BB 640BB 540DB 640DB 540GB 640GB 540NB 640NB 540QB 640QB 540NB 640NB

REF. 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-22 28-43-22 REF. 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-23 28-43-23 28-43-21 28-43-21 28-40-00 28-40-00 28-43-21 REF. 28-43-21 28-43-23 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-40-00 28-40-00 28-43-21 28-43-21

A321 (Ref. Fig. B) FIN FUNCTIONAL DESIGNATION 56QM HOUSING-MLI, L WING TK INR 1 57QM HOUSING-MLI, R WING TK INR 1 58QM HOUSING-MLI, L WING TK INR 2 59QM HOUSING-MLI, R WING TK INR 2 60QM HOUSING-MLI, L WING TK INR 3 61QM HOUSING-MLI, R WING TK INR 3 62QM HOUSING-MLI, L WING TK INR 4 63QM HOUSING-MLI, R WING TK INR 4 91QM HOUSING-MLI, CTR TK LOWER 98QM HOUSING-MLI, CTR TK UPPER 200QM HOUSING-MLI NO 6 LEFT 201QM HOUSING-MLI NO 6 RIGHT 202QM HOUSING-MLI NO 7 LEFT 203QM HOUSING-MLI NO 7 RIGHT 208QM HOUSING-MLI NO 5 LEFT FIN 209QM 92QM 104QM 105QM 106QM 107QM 108QM 109QM 110QM 111QM 204QM 205QM 206QM 207QM 210QM 211QM FUNCTIONAL DESIGNATION HOUSING-MLI NO 5 RIGHT MLI-CTR TK MLI-L WING TK INR 1 MLI-R WING TK INR 1 MLI-L WING TK INR 2 MLI-R WING TK INR 2 MLI-L WING TK INR 3 MLI-R WING TK INR 3 MLI-L WING TK INR 4 MLI-R WING TK INR 4 MLI-NO 6 LEFT MLI-NO 6 RIGHT MLI-NO 7 LEFT MLI-NO 7 RIGHT MLI-NO 5 LEFT MLI-NO 5 RIGHT

PANEL

PANEL

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Post SB 28-1106 For A/C 001-050,054-099,201-205,210-222,301-307 FIN FUNCTIONAL DESIGNATION PANEL 56QM HOUSING-MLI, L WING TK INR 1 57QM HOUSING-MLI, R WING TK INR 1 58QM HOUSING-MLI, L WING TK INR 2 59QM HOUSING-MLI, R WING TK INR 2 60QM HOUSING-MLI, L WING TK INR 3 61QM HOUSING-MLI, R WING TK INR 3 62QM HOUSING-MLI, L WING TK INR 4 63QM HOUSING-MLI, R WING TK INR 4 64QM HOUSING-MLI, L WING TK OUTR 65QM HOUSING-MLI, R WING TK OUTR 91QM HOUSING-MLI, CTR TK LOWER 92QM MLI-CTR TK 98QM HOUSING-MLI, CTR TK UPPER 104QM MLI-L WING TK INR 1 105QM MLI-R WING TK INR 1 106QM MLI-L WING TK INR 2 107QM MLI-R WING TK INR 2 108QM MLI-L WING TK INR 3 109QM MLI-R WING TK INR 3 110QM MLI-L WING TK INR 4 111QM MLI-R WING TK INR 4 112QM MLI-L WING TK OUTER 113QM MLI-R WING TK OUTER

ZONE 540 640 540 640 540 640 540 640 540 640 142 142 142 540 640 540 640 540 640 540 640 540 640

DOOR 540AB 640AB 540BB 640BB 540DB 640DB 540GB 640GB 540RB 640RB 147AZ 147AZ 147AZ 540AB 640AB 540BB 640BB 540DB 640DB 540GB 640GB 540RB 640RB

REF. 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-22 28-43-22 28-43-23 28-43-23 28-43-23 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-21 28-43-22 28-43-22

SYSTEM DESCRIPTION
A319/A320 (Ref. Fig. C), A321 (Ref. Fig. E), ALL (Ref. Fig. F)

C.1 A319/A320 (REF. FIG C)


The wing tank MMIs are in the bottom surface of the wing tanks. The center tank MMI is in the belly fairing directly below the center tank. The attitude monitor 39QM is in the aircraft fuselage. The MMIs are as follows: Five in each wing tank One in the center tank. Each MMI has a Magnetic Level Indicator (MLI) 104QM thru 113QM. The MLI is contained in its related Magnetic Level Indicator Housing (MLIH) 56QM thru 65QM. The center tank MLI 92QM has two MLIHs. The upper MLIH 91QM is in the bottom skin of the center tank. The lower MLIH 98QM is in the belly fairing immediately below the upper MLIH.

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When a MLI is extended from its MLIH, the fuel level in that area of the fuel tank can be measured. The attitude monitor 39QM is in the belly fairing, behind the access panel 192MB. When the MMIs are used, an aircraft attitude reading is taken from the attitude monitor or the ADIRU or the FQIC input parameters. This reading gives the out-of-level attitude in the pitch and roll axes.

C.2 A321 (REF. FIG. E)


The wing tank MMIs are in the bottom surface of the wing tanks. The center tank MMI is in the belly fairing directly below the center tank. The MMIs are as follows: Seven in each wing tank One in the center tank. Each MMI has a Magnetic Level Indicator (MLI) 104QM thru 111QM, 204QM thru 207QM, 210QM and 211QM. The MLI is contained in its related Magnetic Level-Indicator Housing (MLIH) 56QM thru 63QM, 200QM thru 203QM and 208QM thru 209QM. The center tank MLI 92QM has two MLIHs. The upper MLIH 91QM is in the bottom skin of the center tank. The lower MLIH 98QM is in the belly fairing immediately below the upper MLIH.

C.3 POST SB 28-1106 FOR A/C 001-050, 054-099, 201-205, 210-222, 301-307
The wing tank MMIs are in the bottom surface of the wing tanks. The center tank MMI is in the belly fairing directly below the center tank. The MMIs are as follows: Five in each wing tank One in the center tank. The center tank MLI 92QM has two MLIHs. The upper MLIH 91QM is in the bottom skin of the center tank. The lower MLIH 98QM is in the belly fairing immediately below the upper MLIH. When a MLI is extended from its MLIH, the fuel level in that area of the fuel tank can be measured. When the MMIs are used, an aircraft attitude reading is taken from the ADIRU or the FQIC input parameters. This reading gives the out-of-level attitude of the aircraft in the pitch and roll axes.

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POWER SUPPLY
Not applicable

INTERFACES
Not applicable

COMPONENT DESCRIPTION (REF. FIG. G & H)


The MMI has two components: The MLI The MLIH. A319/A320 MLI 104QM thru 113QM (Ref. Fig. G) The MLI is made of glass-reinforced plastic and has marks along its length to show fuel levels. At one end of the MLI is a magnet. At the other end is a slot and a bayonet-type lock. The MLI is installed in the MLIH. B. Magnetic Level Indicator Housing 56QM thru 65QM (Ref. Fig. 005). The MLIH has: A tube A float assembly. A321 A. MLI 104QM thru 111QM, 204QM thru 206QM, 210QM and 211QM (Ref. Fig. H) The MLI is made of glass-reinforced plastic and has marks along its length to show fuel levels. At one end of the MLI is a magnet. At the other end is a slot and a bayonet-type lock. The MLI is installed in the MLIH. B. Magnetic Level Indicator Housing 56QM thru 63QM, 200QM thru 203QM and 208QM thru 209QM (Ref. Fig. H) The MLIH has: A tube A float assembly.

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ALL Each MLIH assembly is almost the same. The angles of the body mounting-flanges and the MLIH tube lengths are different. An end cap prevents a fuel leakage when the MLI is in use or removed. A body attaches the tube to the fuel tank. The float assembly (which contains a magnet) is free to move up and down the outside of the tube. The MLIH (which fully contains the MLI) has a bayonet-type recess into which the MLI bayonet-lock engages. C. MLI 92QM (Center Tank) (Ref. Fig. I) The center tank MLI is the same type as the wing tank MLIs. D. Magnetic Level-Indicator Housing (Lower 98QM) (Upper 91QM) (Center Tank) (Ref. Fig. I) The center tank MLIH has: Two tubes A float assembly An upper-body assembly A lower-body assembly. The top tube is attached to the upper body assembly. The upper body assembly is on the bottom skin of the fuel tank. An end cap is at the upper end of the top tube. The end cap prevents a fuel leakage when the MLI is in use or removed. The float assembly (which contains a magnet) is free to move up and down the outside of the top tube. A center body is immediately below the upper body assembly. The lower body assembly is immediately below the center body and is attached to the belly fairing. The center body and the lower body assembly hold the bottom tube. The top and bottom tubes are aligned so that the MLI can move through one tube and into the other. The MLIH has a bayonet-type recess in the lower assembly into which the MLI bayonet-lock engages. A319/A320 E. Attitude Monitor 39QM (Ref. Fig. C) The attitude monitor is a circular level with graduations on the surface. Each square of the grid is equal to 0.5 deg. change of attitude. The position of the attitude monitor bubble, in relation to the grid, gives the aircraft attitude.

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OPERATION/CONTROL AND INDICATING


To measure the quantity of fuel in the wing tanks it is necessary to: Extend and read the MLIs Measure the attitude of the aircraft (in pitch and roll) Measure the relative density of the fuel. Each MLI is unlocked when it is pressed in and turned through 90 deg. It is then lowered slowly and carefully until it is extended to its maximum length. The MLI is then slowly pushed into its MLIH until a magnetic link is felt between the MLI and the float magnet. The point where the MLI meets the aircraft skin shows the fuel level in that part of the tank. The indication is read and the MLI is pushed fully into its MLIH and locked into position. A319/A320 A set of mathematical tables (Ref. 12-11-28) are used to find the fuel volume from the MLI value and the aircraft attitude value. When the volume of fuel is known, you must multiply this by the fuel relative density value to get the fuel mass. A321 A set of mathematical tables (Ref. 12-11-28) are used to find the fuel volume from the MLI value and the aircraft attitude value. When the volume of fuel is known, you must multiply this by the fuel relative density value to get the fuel mass. NOTE : There are no MMIs in the ACT. Thus when the ACT is installed, this procedure cannot be used to calculate the ACT fuel quantity.

BITE TEST
Not applicable

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OVERWING (GRAVITY) REFUEL


WARNING : OBEY THE FUEL SAFETY PROCEDURES. WARNING : STOP THE FUEL TANKER 200 ft. (60 m) FROM THE AIRCRAFT NOSE WHILE THE WEATHER RADAR OPERATES. DO NOT OPERATE THE FUEL TANKER/PUMP UNIT UNTIL YOU STOP THE OPERATION OF THE WEATHER RADAR. WARNING : MAKE SURE THE AREA AROUND THE AIRCRAFT IS SAFE BEFORE YOU START THE REFUEL/DEFUEL PROCEDURE. IN THE SAFETY AREA, DO NOT: - SMOKE - MAKE SPARKS OR FIRE - USE ANY EQUIPMENT WHICH IS NOT APPROVED FOR REFUEL/DEFUEL PROCEDURES. AIRCRAFT FUEL IS FLAMMABLE. WARNING : DO NOT GET YOUR CLOTHES SOAKED WITH FUEL WARNING : DO NOT SPILL FUEL ON THE ENGINES OR THE BRAKES. IF YOU SPILL FUEL ON ENGINES OR BRAKES THAT ARE HOT, IT CAN CAUSE FIRES.

SAFETY PRECAUTIONS
(1) You must obey the refuel/defuel safety precautions (Ref. TASK 12-11-28-650-001) (Ref. TASK 12-11-28-650-002). (2) Put the access platform adjacent to the wing leading edge at the overwing refuel cap 44QM(45QM). (3) Put the safety barriers in position.

DRAIN THE WATER FROM THE FUEL


(1) Make sure that a fuel sampling for water contamination check is done to the fuel in the fuel tanker/pump unit (Ref. TASK 12-32-28-281- 001).

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AIRCRAFT MAINTENANCE CONFIGURATION


(1) Make sure that the aircraft and the fuel tanker/pump unit are grounded correctly (Ref. TASK 1234-24-869-001) and electrically bonded together correctly.

NOTE : Bonding is essential, grounding is recommended.


(2) Make sure that the chocks do not touch the tires. The weight of the fuel can lower the aircraft and catch the chocks. (3) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861-002). (4) In the cockpit: (a) Do the EIS (ECAM only) start procedure (Ref. TASK 31-60-00-860-001). (b) On panel 11VU, push the FUEL pushbutton switch (in). (5) Monitor the aircraft fuel configuration. (6) If the intercell transfer valves are closed, open the access door 192MB. Aircraft Maintenance Configuration A321 (1) Make sure that the aircraft and the fuel tanker/pump unit are grounded correctly (Ref. TASK 1234-24-869-001) and electrically bonded together correctly. NOTE : Bonding is essential, grounding is recommended. (2) Make sure that the chocks do not touch the tires. The weight of the fuel can lower the aircraft and catch the chocks. (3) Energize the aircraft electrical circuits (Ref. TASK 24-41-00-861- 002). (4) In the cockpit: (a) Do the EIS (ECAM only) start procedure (Ref. TASK 31-60-00-860-001). (b) On panel 11VU, push the FUEL pushbutton switch (in). (5) Monitor the aircraft fuel configuration.

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A319/A320 Open, safety and tag this(these) circuit breaker(s): ------------------------------------------------------------------------------------PANEL DESIGNATION IDENT. LOCATION

------------------------------------------------------------------------------------49VU 49VU 121VU 121VU FUEL/XFR VALVE1/WING/R 2QP FUEL/XFR VALVE1/WING/L 1QP FUEL/XFR VALVE2/WING/R 4QP FUEL/XFR VALVE2/WING/L 3QP A11 A10 M23 M22

Aircraft Maintenance Configuration a. After five seconds, remove the safety clips and the tags and close the circuit breakers 1QP, 2QP, 3QP and 4QP.

NOTE : The intercell transfer valves will stay open until the next refuel selection.
b. Make sure that the ECAM DU shows the intercell transfer valves in the open position. Open, safety and tag this(these) circuit breaker(s): ---------------------------------------------------------------------------------------------PANEL DESIGNATION IDENT. LOCATION

---------------------------------------------------------------------------------------------49VU 49VU 121VU 121VU FUEL/XFR VALVE1/WING/R FUEL/XFR VALVE1/WING/L FUEL/XFR VALVE2/WING/R FUEL/XFR VALVE2/WING/L 2QP 1QP 4QP 3QP A11 A10 M23 M22

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A319/A320 OVERWING (GRAVITY) REFUEL PROCEDURE (REF. FIG. 014)


(1) Connect the ground-cable of the refuel nozzle to the wing ground-connection. (2) Remove the applicable overwing refuel cap 44QM(45QM). (3) Put the fuel nozzle in the overwing refuel point.

CAUTION : KEEP THE RATE OF REFUEL THE SAME AS, OR LESS THAN, THE RATE OF FLOW THROUGH THE TRANSFER VALVES.
(4) Start the pump on the fuel tanker/pump unit. (5) Use the fuel pumps in the wing tanks to move the fuel to the center tank from the wing tanks (Ref. TASK 28-25-00-869-001). (6) Continually monitor the fuel quantities on the ECAM lower DU. NOTE : The overwing refuel point is not at the highest point on the wing. Thus you cannot refuel the wing tanks to full. (7) When the fuel quantities are correct, stop the pump on the fuel tanker/pump unit. (8) Remove the fuel nozzle from the overwing refuel point. (9) Install the overwing refuel cap 44QM(45QM). (10) Disconnect the ground-cable of the refuel nozzle from the wing ground-connection. (11) Do the refuel procedure again for the other wing. (12) Correct the fuel configuration (move the fuel from the inner cells of the wing tanks to fill the outer cells of the wing tanks (Ref. TASK 28-25-00-869-001)).

A321 OVERWING (GRAVITY) REFUEL PROCEDURE (REF. FIG. 014)


(1) Connect the ground-cable of the refuel nozzle to the wing ground-connection. (2) Remove the applicable overwing refuel cap 44QM(45QM) (3) Put the fuel nozzle in the overwing refuel point. (4) Start the pump on the fuel tanker/pump unit.

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(5) Use the fuel pumps in the wing tanks to move the fuel to the center tank and if necessary the ACT(s) (Ref. TASK 28-25-00-869-001). (6) Continually monitor the fuel quantities on the ECAM lower DU.

NOTE : The overwing refuel point is not at the highest point on the wing. Thus you cannot refuel the wing tanks to full.
(7) When the fuel quantities are correct, stop the pump on the fuel tanker/pump unit. (8) Remove the fuel nozzle from the overwing refuel point. (9) Install the overwing refuel cap 44QM(45QM). (10) Disconnect the ground-cable of the refuel nozzle from the wing ground- connection. (11) Do the refuel procedure again for the other wing.

F F.1

CLOSE-UP A319/A320

F.1.1 AIRCRAFT CONFIGURATION


(1) Disconnect these bonding/ground cables: Between the aircraft and the fuel tanker/pump unit If applicable, between the fuel tanker/pump unit and the ground If applicable, between the aircraft and the ground. (2) To close the intercell transfer valves: (a) On the refuel/defuel control panel 800VU put the MODE SELECT switch to REFUEL. (b) Make sure that the ECAM DU shows the intercell transfer valves closed (cross-line). (c) On the refuel/defuel control panel 800VU, put the MODE SELECT switch to OFF.

F.1.2 B. CLOSE ACCESS


(1) Make sure that the work area is clean and clear of tool(s) and other items. (2) Close the access door 192MB.

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F.2

A321

F.2.1 AIRCRAFT CONFIGURATION


(1) Disconnect these bonding/ground cables: Between the aircraft and the fuel tanker/pump unit If applicable, between the fuel tanker/pump unit and the ground If applicable, between the aircraft and the ground.

F.2.2 CLOSE ACCESS


(1) Make sure that the work area is clean and clear of tool(s) and other items.

G G.1

ALL AIRCRAFT CONFIGURATION

(1) Do the EIS stop procedure (Ref. TASK 31-60-00-860-002). (2) De-energize the aircraft electrical circuits (Ref. TASK 24-41-00-862- 002).

G.2 REMOVAL OF EQUIPMENT


(1) Make sure that the work area is clean and clear of tool(s) and other items. (2) Remove the safety barriers. (3) Remove the warning notice(s). (4) Remove the access platform(s). (5) Remove the ground support and maintenance equipment, the special and standard tools and all other items.

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FIG A

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FIG. B

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FIG. C

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FIG. D

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FIG. E

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FIG. F

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FIG. G

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FIG. H

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FIG. I

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SUPPLEMENT 01 FUEL ORDER


Fueling form of the aircraft At airline base, Dispatchers send this instruction form (fuel order) to the Mechanics. At outstations, format is sent to the Station Operation Agent who will deliver it to the Mechanic in charge of Fuel Service. The fuel order must be provided even the aircraft is not going to be serviced at any transit station. After refueling operation, the fuel order format has to be delivered either to Dispatchers at airline base or Station Operation Agent at stations to be attached into the flight record. The fuel order format has to be full filled and signed by the Mechanic.

FUEL ORDER FILLING REQUIREMENT

Fuel order form has to be filled and signed by the Mechanic. As explained below, the Mechanic will receive either from Dispatchers or Station Operation Agents following documents: - Computerized format, where will identify FINAL FUEL REQUIRED - Manual format as described in MGO Annex V (QA-028/03-DV-F), will be used strictly in case of LSY system failure. After servicing, fuel order or manual format must be returned to Dispatcher or Station Operation Agent for filing Before refueling or verifying, the Mechanic must identify and verify: - AIRCRAFT WEIGHT UNITS, cross-checking between Fuel Order Format and Aircraft Fueling Panel - AIRCRAFT REGISTRATION, cross-checking between Fuel Order Format and Aircraft - ACTUAL FUEL ONBOARD, taken from correspondent frame in Aircraft fueling panel After such data is cross-checked and taken, person responsible for fuel service has to: - WRITE ACTUAL FUEL ONBOARD In correspondent box in the Fuel Order computerized format - CALCULATE ESTIMATE GALLONS TO BE ADDED BY: Dividing difference between Final Fuel Required and Actual Fuel Onboard before refueling by standard fuel density applicable value Finally, the Mechanic will set Final fuel required at Aircraft Fueling Panel and serves fuel as required by dispatcher.

PROCEDURE

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If there is a difference between Final Fuel Required In Fuel Order Format and Actual Fuel Onboard after re-fueling, the Mechanic must notify immediately such difference to the Pilot and either to Dispatcher and/or Station Operation Agent, as applicable. The Dispatcher must confirm if the difference is negligibly or if a new Weight & Balance is required.

EXAMPLE (COMPUTERIZED FORMAT):

NOTE: This example is applicable to Airbus fleet, where the allowable difference between Final Fuel On Board and Fuel Required is +/- 100 kg. In the case of Embraer fleet, the same format is used and the allowable difference is +/- 20 Kg. Refer to MGO Annex V for detailed electronic and manual formats.

FUEL QUANTITY CHANGE

The Pilot In Command will contact the Flight Dispatch Center (by any available mean of communication) to inform about any change in the required fuel quantity. The Aircraft Flight Dispatcher will verify the operational and structural limitations, and will assure the appropriate coordination including the potential paperwork change. If a new Fuel order is required, the Dispatcher will provide the new paperwork to the Mechanic in order to complete the final fueling process information. In case is not possible to obtain a new fuel order because of lack or failure of technologic devices, the Mechanic will enter by hand writing and signing the fuel quantity required in addition into the actual fuel order.

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SUPPLEMENT 02 FOR

EMBRAER 190 OPERATED BY TACA INTERNATIONAL AIRLINES

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GENERAL INDEX SUPPLEMENT 02


COVER GENERAL INDEX LIST OF EFFECTIVE PAGES AMENDMENT RECORD HIGHLIGHTS OF CHANGES GENERAL FUELING................................................................................... 1 A. GENERAL E190 FUELING .. 1 A.1. GENERAL 1 A.2. PREPARATION OF AIRCRAFT FOR FUELING/DEFUELING .. 3 A.3. COMPLETION OF FUELING/DEFUELING OPERATION . 4 B. AUTOMATIC MODE REFUELING 5 B.1. PROCEDURE ... 6 C. MANUAL MODE REFUELING ... 8 C.1. PROCEDURE ... 9 D. REFUELING WITHOUT ELECTRICAL POWER .. 11 D.1. PROCEDURE ... 11 E. OVERWING REFUELING (GRAVITY) ...... 12 E.1 GENERAL ... 13 E.2. PROCEDURE .. 13 F. FUELING WITH INOPERATIVE TANK INDICATORS ... 15 F.1. GENERAL .... 15 F.2. FUEL MAGNETIC LEVEL INDICATION (MLI) PROCEDURES .. 15 G. DEFUELING PROCEDURES ... 17 G.1. GENERAL .... 17 H. RECORDING OF THE FUELING PROCESS.. 19 I. E190 CHARTS ... 20 J. E190 FIGURES .. 23

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HIGHLIGHTS OF CHANGES Grupo TACA Maintenance Consortium Fueling Manual has been revised as follows: SECTION List of Effective Pages Highlights of Changes SPL 02 PAGE 1 1 16 DESCRIPTION Modified as Revision 01. Description of changes contained in Revision 01. Updated reference to Magnetic Level Indication.

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GENERAL FUELING
A. GENERAL E190 FUELING
A.1. GENERAL WARNING: ENSURE THAT THE AIRCRAFT IS IN A SAFE CONDITION BEFORE YOU DO THE MAINTENANCE PROCEDURES. THIS IS TO PREVENT INJURY TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT. DURING THE FUEL SYSTEM MAINTENANCE TASKS, OBEY THE INSTRUCTIONS GIVEN BELOW TO PREVENT INJURY TO PERSONS AND DAMAGE TO MATERIAL: ALL JET FUEL CAUSES INJURY TO THE SKIN. DO NOT LET THESE FLUIDS TOUCH YOU. ENSURE THAT THE APPROPRIATE FIRE EXTINGUISHERS ARE AVAILABLE NEAR THE WORK AREA. MAKE ALL GROUNDING CONNECTIONS BETWEEN THE FUEL SOURCE, AIRCRAFT, AND FUEL NOZZLE (REFER TO THE REQUIREMENTS OF THE LOCAL REGULATORY AUTHORITIES). DURING ATMOSPHERIC ELECTRICAL DISTURBANCES, DO NOT WEAR HEADSET, TOUCH EQUIPMENT ELECTRICALLY CONNECTED TO THE AIRCRAFT OR HOLD A GROUND CONNECTION. A LIGHTNING STRIKE CAN CAUSE SEVERE INJURY TO PERSONS. UNDER ALL CIRCUMSTANCES THE RULES OF THE LOCAL AIRPORT AUTHORITY WILL BE OBSERVED.

WARNING:

WARNING:

WARNING:

WARNING:

WARNING:

NOTE:

Types of fuel: List of fuels approved by Embraer: Fuel JET A-1 Fuel JET A Fuel JP-8

Refueling: Refueling the E190 is normally done in auto mode (REFUEL SELECTION IS switched to the AUTO position). Fuel loads are preset by the fueler on the repeater indicator. When preset value is reached for tank(s) selected, refuel valve(s) are closed stopping fuel flow to tank.

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NOTE:

IF FUEL OVERFLOW OCCURS, STOP THE REFUELING PROCEDURES IMMEDIATELY. A MAINTENANCE TECHNICIAN WILL BE REQUIRED TO PERFORM TASK AMM MPP 05-50-21/601.

Manual control (REFUEL SELECTOR is switched to the MANUAL position) should only be utilized when automatic fueling mode is inoperative. Refueling is possible using AC power or battery power, through a single refueling point under the right wing. Ensure that the fuel comes from an approved source, which supplies only a fully clean and correctly specified product. Use the pressure refueling/defueling adapter assembly, the refueling/defueling control panel, and the fuel control panel to do these procedures. The refueling/defueling control panel includes a repeater indicator which has an internal fuel-quantity pre-scheduling system for refueling the tanks. The aircraft uses two integral (wet) wing tanks. The wing tanks are the main structure for the storage and distribution of fuel. The refueling/defueling sub-subsystem has a single-point adapter that allows refuel and defuel operations to be performed from one location on the aircraft. The adapter must receive a pressure between 35 and 50 psig during refuel operations. Separate circuits are used for the refueling and defueling functions.

Defueling: Defuel operations can be done by suction from an external source or with the AC (Alternating Current) auxiliary and DC (Direct Current) pumps.

Indication: ELECTRICAL FUEL QUANTITY INDICATING (28-41) - The electrical fuel quantity indicating sub-subsystem gives indication on the fuel quantity to the crew. Fuel indications and warnings are shown on the EICAS (Engine Indicating and Crew Alerting System) display, the fuel synoptic page, and the repeater indicator on the refueling/defueling control panel. MAGNETIC LEVEL INDICATING (28-42) - The magnetic fuel level indicating sub- subsystem makes it possible to check the quantity of fuel in the wing tanks when the aircraft is on the ground. This is an alternative system to the electrical fuel quantity indicating sub-subsystem and does not require electrical power.

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A.2.

PREPARATION OF AIRCRAFT FOR FUELING/DEFUELING


Position the fueling truck, following accepted locations specified in TACA Ramp Operations Manual (Figure 3-6 is a manufacturer recommended guideline):

Ensure that the aircraft is parked adjacent to an approved grounding point. WARNING: DO NOT DRIVE UNDER AIRCRAFT WING.

Ensure Aircraft is chocked. Chock Fueling Truck tires. Statically ground and bond the aircraft as follows: NOTE: BONDING IS ESSENTIAL, GROUNDING RECOMMENDED, EXCEPT WHEN DEFUELING AND GRAVITY FUELING.

For general grounding, use a 4 AWG extra-flexible special PVC - insulated, low voltage cable, and PL-055-type plug (specification MS 3493). Examine the static discharge cable for damage and ensure that the end-fittings are correctly attached. WARNING: ALWAYS ATTACH THE GROUNDING CABLE TO THE GROUND CONNECTION FIRST. NEVER ATTACH THE CABLE TO THE AIRPLANE AND THEN TO THE GROUND CONNECTION. WHEN YOU USE AN AC-FED EXTERNAL POWER SOURCE, CONNECT A GROUND CABLE BETWEEN THE GROUND CONNECTION STRUCTURE AND THE POWER SOURCE, AND OTHER ONE BETWEEN THE POWER SOURCE AND THE AIRCRAFT.

CAUTION:

Use one of the 3 options that to ground the aircraft: 1. Connect the static cable plug to the grounding point on the bottom of left wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 2. Connect the static cable plug to the grounding point on the bottom of right wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 3. Attach the alligator clip to the right main landing gear grounding point (Figure 3-2) and the other end of the cable to a grounding point.

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Bond Fueling Truck to aircraft: 1. Connect a bonding cable between the fuel tanker and a grounding point on one of the MLG (Figure 3-2). Or 2. Connect a bonding cable between the fuel tanker and the grounding point on the wing (Figure 3-2).

A.3.

COMPLETION OF FUELING/DEFUELING OPERATION


WARNING: WHEN DISCONNECTING A GROUNDING CABLE, ALWAYS DISCONNECT THE GROUNDING CABLE AT THE AIRCRAFT GROUND CONNECTION FIRST. NEVER DISCONNECT FROM THE GROUNDING LOCATION FIRST.

Disconnect the bonding cable from the aircraft. Disconnect the grounding cable from the aircraft. Close the access door 616HB.

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B. AUTOMATIC MODE REFUELING

WARNING:

IT IS THE RESPONSIBILITY OF THE TRAINED INDIVIDUAL REFUELING THE AIRPLANE THAT THE FUELING VEHICLE/S IS PROPERLY BONDED (AIRCRAFT TO FUEL VEHICLE) BEFORE ANY REFUELING OPERATION COMMENCES. THIS ACTION SHOULD PREVENT THE POSSIBILITY OF FIRE OR EXPLOSION DUE TO DISCHARGE OF STATIC ELECTRICITY. CONSULT FIGURES 3-1 AND 32 FOR LOCATIONS OF AIRCRAFT BONDING POINTS. EQUIPMENT MUST NOT BE POSITIONED UNDER WINGTIPS DURING FUELING OPERATION. WINGS ARE DEFLECTED DOWNWARD UNDER FUEL LOAD WITH WINGTIPS BEING DEFLECTED MOST. FUEL TANKS ARE VENTED THROUGH WINGTIPS. DANGEROUS AND/OR EXPLOSIVE VAPOR MAY CONCENTRATE IN THESE AREAS (FIGURE 3-6). GROUND EQUIPMENT (LADDERS, STANDS, ETC.) MUST BE POSITIONED A SAFE DISTANCE AWAY FROM THE AIRCRAFT FUSELAGE, AND ENGINES DURING FUELING. AIRCRAFT MAY SETTLE UNDER THE ADDED FUEL LOAD CAUSING AIRCRAFT DAMAGE BY CONTACT WITH GROUND EQUIPMENT DO NOT OPERATE RADAR OR HF SYSTEMS WHILE AIRCRAFT IS BEING REFUELED OR DEFUELED. DO NOT START OR SHUTDOWN APU/GPU DURING FUELING OPERATIONS.

CAUTION:

CAUTION:

WARNING:

WARNING:

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B.1.

PROCEDURE

Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DELFUELING. For the following procedure, refer to Figure 3-3. Open the Access door 616HB. If Aircraft AC power source is not available, set the POWER SELECTION switch to the BATTERY position on the refueling/defueling control panel Ensure that the LH and RH refueling indication lights (3) are off. Ensure that the defueling indication light (5) is off. Set the REFUEL SELECTION switch to the AUTO position. Set the repeater indicator (4) to the necessary fuel quantity. Remove the cap (2) from the pressure refueling/defueling adapter assembly (1). Connect the fuel nozzle to the pressure refueling/defueling adapter assembly (1). Open the valve handle on the fuel nozzle. CAUTION: DO NOT EXCEED 50 PSIG. SERIOUS DAMAGE MAY OCCUR TO THE AIRCRAFT.

Pressurize the fuel system from 241.32 - 344.74 kPa (35 - 50 psig). Ensure that the LH and RH refueling indication lights (3) are on and there is no fuel flow. Set the REFUELING switch to the OPEN position and ensure that the LH and RH refueling indication lights (3) go off. If the STOP R OVER, STOP L OVER or STOP L/R OVER message appears on the repeater indicator, immediately remove the fuel pressure that comes from the refueling source and stop the refueling procedure. CAUTION: DURING THE REFUELING PROCEDURE, LOOK AT THE PRESSURE RELIEF VALVE AREA IN THE LEFT AND RIGHT WING TANKS TO SEE IF THERE IS A FUEL OVERFLOW. OVERFILLING CAUSES A FUEL OVERFLOW THROUGH THE NACA AIR INLET AND PRESSURE RELIEF VALVE. IF AN OVERFLOW OCCURS AND THE PRESSURE RELIEF VALVE DOES NOT OPEN, DAMAGE TO THE AIRCRAFT STRUCTURE CAN OCCUR.

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CAUTION:

IF FUEL OVERFLOW OCCURS, STOP THE REFUELING PROCEDURES IMMEDIATELY. A MAINTENANCE TECHNICIAN WILL BE REQUIRED TO ACCOMPLISH TASK AMM MPP 05-50-21/601.

When you have the necessary fuel quantity, ensure that the LH and RH refueling indication lights (3) come on and the fuel flow stops. Set the REFUELING switch to the CLOSED position. Close the valve handle on the fuel nozzle. Disconnect the fuel nozzle from the pressure refueling/defueling adapter assembly (1). Install the cap (2) to the pressure refueling/defueling adapter assembly (1). If you used the POWER SELECTION switch in the BATTERY position, set it back to the NORMAL position and close the switch guard. Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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C. MANUAL MODE REFUELING WARNING: AIRPLANE AND FUELING TRUCKS SHOULD BE PROPERLY BONDED BEFORE ANY REFUELING OPERATION, TO PREVENT THE POSSIBILITY OF FIRE OR EXPLOSION DUE TO DISCHARGE OF STATIC ELECTRICITY. CAUTION: EQUIPMENT MUST NOT BE POSITIONED UNDER WINGTIPS DURING FUELING OPERATION. WINGS ARE DEFLECTED DOWNWARD UNDER FUEL LOAD WITH WINGTIPS BEING DEFLECTED MOST. FUEL TANKS ARE VENTED THROUGH WINGTIPS. DANGEROUS AND/OR EXPLOSIVE VAPOR MAY CONCENTRATE IN THESE AREAS. (FIGURE 3-6) GROUND EQUIPMENT (LADDERS, STANDS, ETC.) MUST BE POSITIONED A SAFE DISTANCE AWAY FROM THE AIRCRAFT FUSELAGE, AND ENGINES DURING FUELING. AIRCRAFT MAY SETTLE UNDER THE ADDED FUEL LOAD CAUSING AIRCRAFT DAMAGE BY CONTACT WITH GROUND EQUIPMENT.

CAUTION:

WARNING: DO NOT OPERATE RADAR OR HF SYSTEMS WHILE AIRCRAFT IS BEING REFUELED OR DEFUELED. WARNING: DO NOT START OR SHUTDOWN OPERATIONS. APU/GPU DURING FUELING

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C.1.

PROCEDURE

Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DEFUELING. For the following procedure, refer to Figure 3-3. Open the Access door 616HB. If Aircraft AC power source is not available, set the POWER SELECTION switch to the BATTERY position on the refueling/defueling control panel. Ensure that the LH and RH refueling indication lights (3) are off. Ensure that the defueling indication light (5) is off. Set the REFUEL SELECTION switch to the MANUAL position. Remove the cap (2) from the pressure refueling/defueling adapter assembly (1). Connect the fuel nozzle to the pressure refueling/defueling adapter assembly (1). Open the valve handle on the fuel nozzle.

CAUTION:

DO NOT EXCEED 50 PSIG. SERIOUS DAMAGE MAY OCCUR TO THE AIRCRAFT.

Pressurize the fuel system with 241.32 - 344.74 kPa (35 - 50 psig). Ensure that the LH and RH refueling indication lights (3) are on and there is no fuel flow. Set the REFUELING switch to the OPEN position and ensure that the LH and RH refueling indication lights (3) go off. When you have the necessary fuel quantity, set the REFUELING switch to the CLOSED position. Ensure that the LH and RH refueling indication lights (3) come on and the fuel flow stops. Close the valve handle on the fuel nozzle. Disconnect the fuel nozzle from the pressure refueling/defueling adapter assembly (1) Install the cap (2) to the pressure refueling/defueling adapter assembly (1).

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If you used the POWER SELECTION switch in the BATTERY position, set it back to the NORMAL position and close the switch guard. Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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D. REFUELING WITHOUT ELECTRICAL POWER D.1.


PROCEDURE

This procedure requires a Maintenance Technician to assist in the fueling process. If the aircraft power is not available, you can use the magnetic level indicators to determine fuel quantity. If no power is available, Overwing Refueling (gravity) procedure must be used, refer to Section E OVERWING REFUELING (GRAVITY). Use procedure outlined in Section F REFUELING WITH INOPERATIVE TANK INDICATORS to measure the fuel quantity. The Technician assisting with this procedure will make an entry in the discrepancy section of the logbook indicating the aircraft was refueled without power and record the MLIs (Magnetic Level Indicator) readings.

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E. OVERWING REFUELING (GRAVITY)


WARNING: AIRPLANE AND FUELING TRUCKS SHOULD BE PROPERLY BONDED, TO PREVENT THE POSSIBILITY OF FIRE OR EXPLOSION DUE TO DISCHARGE OF STATIC ELECTRICITY. GROUND EQUIPMENT MUST NOT BE POSITIONED UNDER WINGTIPS DURING TRANSFER OPERATION. WINGS ARE DEFLECTED DOWNWARD UNDER FUEL LOAD WITH WINGTIPS BEING DEFLECTED MOST. FUEL TANKS ARE VENTED THROUGH WINGTIPS. DANGEROUS AND/OR EXPLOSIVE VAPOR MAY CONCENTRATE IN THESE AREAS. GROUND EQUIPMENT (LADDERS, STANDS, ETC.) MUST BE POSITIONED A SAFE DISTANCE AWAY FROM THE AIRCRAFT FUSELAGE, AND ENGINES DURING FUELING. AIRCRAFT MAY SETTLE UNDER THE ADDED FUEL LOAD CAUSING AIRCRAFT DAMAGE BY CONTACT WITH GROUND EQUIPMENT. DO NOT OPERATE RADAR OR HF SYSTEMS WHILE TRANSFER OPERATION IS TAKING PLACE. AN EXPLOSION MAY RESULT. DO NOT START OR SHUTDOWN APU/GPU DURING FUELING OPERATIONS.

CAUTION:

CAUTION:

WARNING: WARNING:

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E.1.

GENERAL

Use the gravity refueling adapter on each wing and the refueling/defueling control panel to do this procedure. Personnel requirements: 1. Overwing refueling will require a minimum of two persons. a) One person is positioned at the overwing fill port. b) A second person must be positioned at ground level to assist the person at the overwing fill port. This person must monitor fuel quantity being added. 2. Hoses must be lifted, not dragged, over the leading edges. a) Handle hoses and fuel nozzles at all times so as to not damage the airplane surfaces. 3. A fuel sample must be taken from the tanker/pump unit. Check for water contamination.

E.2.

PROCEDURE

Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DELFUELING. Statically ground aircraft (required for defueling), use one of the 3 options that to ground the aircraft: 1. Connect the static cable plug to the grounding point on the bottom of left wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 2. Connect the static cable plug to the grounding point on the bottom of right wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 3. Attach the alligator clip to the right main landing gear grounding point (Figure 3-2) and the other end of the cable to a grounding point.

For the LH fuel tank, open the LH gravity fill cap (1). Refer to Figure 3-4. For the RH fuel tank, open the RH gravity fill cap (1). Refer to Figure 3-4. Open the access door 616HB. Set the POWER SELECTION switch to the BATTERY position on the refueling/defueling control panel. Refer to Figure 3-3.

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If the aircraft power is not available, you can use the magnetic level indicators; Section F REFUELING WITH INOPERATIVE TANK INDICATORS to measure the fuel quantity. Perform procedures outlined in Chapter 2 Section D REFUELING WITHOUT ELECTRICAL POWER Put the fueling nozzle into the gravity refueling adapter (2). Refer to Figure 3-4. Start the fueling operation and monitor the fuel quantity in the tank. NOTE: THE TOTAL FUEL TANKS CAPACITY IS APPROXIMATELY 16000 (4220 GAL).

Remove the fueling nozzle from the gravity refueling adapter (2) after you have the correct fuel quantity in the tank. Refer to Figure 3-4. Set the POWER SELECTION switch back to the NORMAL position and close the switch guard on the refueling/defueling control panel. Refer to Figure 3-3. For the LH fuel tank, close the LH gravity fill cap (1). Refer to Figure 3-4. For the RH fuel tank, close the RH gravity fill cap (1). Refer to Figure 3-4. Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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F. REFUELING WITH INOPERATIVE TANK INDICATORS F.1.

GENERAL

Personnel requirements: a) A Maintenance Technician b) Fueler

Alternate refueling procedures are not required when the refueling panel indicator is inoperative and the flight deck indicator is operable. Normal fueling procedures will be performed using the flight deck indications. If the flight deck indicator is inoperative, the following methods may be used to service the tank with the inoperative indicator. The magnetic level indicators are installed on the skin of the lower wing. There are three indicators in each wing.

F.2.

FUEL MAGNETIC LEVEL INDICATION (MLI) PROCEDURES

Perform procedure A.2. PREPARE AIRCRAFT FOR FUELING/DELFUELING Make sure that the aircraft is de-energized. Do not do other tasks on the aircraft. It will cause errors in the fuel level indication. Make sure that the aircraft is laterally level: WARNING: MAKE SURE THAT THE LANDING GEAR SAFETY PINS ARE INSTALLED. THIS IS TO PREVENT INJURIES TO PERSONS AND DAMAGE TO MATERIAL.

Install the aircraft rigging plumb bob in the LH main landing gear wheel. See Figure 3-7. Make sure that the aircraft rigging plumb bob reading is from 0.0 to 0.8 pitch and 0.3 roll, on the leveling scale. Push and turn the magnetic level indicator (1) to release it. See Figure 3-8. NOTE: TO FIND THE FUEL QUANTITY IN ONE OF THE WING TANKS, EXAMINE EACH MAGNETIC LEVEL INDICATOR (1) IN THE DIRECTION OF OUTBD TO INBD, UNTIL YOU HAVE ONE THAT IS NOT AT ITS LOWER STOP (0 ON THE CALIBRATED ROD (2)). SEE FIGURE 3-8.

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Refuel the aircraft using instructions given in B1 but taking the fuel quantity entering the fuel tanks using the readings of the MLI Read the calibrated rod (2) and find the related fuel quantity in Section I, Table 3-1 Magnetic Level Indication - Operational Data. Lift the magnetic level indicator (1) to its normal position and turn it. Remove the aircraft rigging plumb bob from the LH main landing gear wheel. Perform procedure A.3. COMPLETION OF FUELING/DEFUELING.

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G. DEFUELING PROCEDURES G.1.


GENERAL

Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DEFUELING Statically ground aircraft (required for defueling), use one of the 3 options that to ground the aircraft: 1. Connect the static cable plug to the grounding point on the bottom of left wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 2. Connect the static cable plug to the grounding point on the bottom of right wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 3. Attach the alligator clip to the right main landing gear grounding point (Figure 3-2) and the other end of the cable to a grounding point.

Open the access door 616HB. For the following procedure, Refer to Figure 3-5. Ensure that the Aircraft has external AC power applied. Ensure that the defueling indication light (3) is off. Remove the cap (2) from the pressure refueling/defueling adapter assembly (1). Connect the fuel nozzle to the pressure refueling/defueling adapter assembly (1). Open the valve handle on the fuel nozzle. Set the DEFUELING switch to the OPEN position and ensure that the defueling indication light (3) comes on. On the FUEL CONTROL PANEL, set the XFEED switch as applicable: 1. To defuel both tanks, set the switch to the LOW 2 position or LOW 1 position. 2. To defuel the LH tank, set the switch to the OFF position. 3. To defuel the RH tank, set the switch to the LOW 1 position.

Apply suction to the fuel nozzle or set the AC PUMP switches on the FUEL CONTROL PANEL, as applicable:

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1. To defuel both tanks, set the AC PUMP 1 and AC PUMP 2 switches to the ON position. 2. To defuel the LH tank, set the AC PUMP 1 switch to the ON position. 3. To defuel the RH tank, set the AC PUMP 2 switch to the ON position. After you complete the defueling operation, set the DEFUELING switch to the CLOSED position and ensure that the defueling indication light (3) goes off. Set the XFEED switch to the OFF position. Set the AC PUMP 1 and AC PUMP 2 switches to the AUTO position. Close the valve handle on the fuel nozzle. Disconnect the fuel nozzle from the pressure refueling/defueling adapter assembly (1) Install the cap (2) to the pressure refueling/defueling adapter assembly (1). Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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H. RECORDING OF THE FUELING PROCESS The fuel order format has to be filled out as per references given in Supplement 1 of this manual.

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I. E190 CHARTS
Table 3-1 Magnetic Level Indication - Operational Data
CALIBRATED INDICATOR 1 LITERS US GAL [3] ROD [1] [2] 0.0 0.2 231 61 0.4 251 66 0.6 272 72 0.8 293 77 1.0 315 83 1.2 336 89 1.4 358 95 1.6 380 100 1.8 402 106 2.0 424 112 2.2 446 118 2.4 469 124 2.6 492 130 2.8 515 136 3.0 538 142 3.2 562 148 3.4 586 155 3.6 610 161 3.8 634 167 4.0 658 174 4.2 683 180 4.4 707 187 4.6 732 193 4.8 757 200 5.0 783 207 5.2 808 213 5.4 834 220 5.6 860 227 5.8 886 234 6.0 913 241 6.2 939 248 6.4 966 255 6.6 993 262 6.8 1020 269 7.0 1048 277 7.2 1075 284 7.4 1103 291 7.6 1131 299 7.8 1160 306 8.0 1188 314 INDICATOR 2 LITERS US GAL [3] 2953 2985 3017 3049 3082 3115 3149 3182 3216 3251 3285 3320 3356 3392 3428 3464 3501 3538 3575 3613 3651 3689 3728 3767 3806 3846 3886 3927 3967 4008 4050 4091 4133 4176 4218 4261 4305 4349 4393 4437 780 789 797 805 814 823 832 841 850 859 868 877 887 896 906 915 925 935 944 954 964 975 985 995 1005 1016 1027 1037 1048 1059 1070 1081 1092 1103 1114 1126 1137 1149 1161 1172 INDICATOR 3 LITERS US GAL 4214 4246 4279 4312 4344 4377 4410 4443 4475 4508 4541 4573 4606 4639 4671 4704 4737 4770 4802 4835 4868 4900 4933 4966 4999 5031 5064 5097 5129 5162 5195 5227 5260 5293 5326 1113 1122 1130 1139 1148 1156 1165 1174 1182 1191 1200 1208 1217 1225 1234 1243 1251 1260 1269 1277 1286 1294 1303 1312 1321 1329 1338 1346 1355 1364 1372 1381 1390 1398 1407 -

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CALIBRATED INDICATOR 1 LITERS US GAL [3] ROD [1] [2] 8.2 1217 321 8.4 1246 329 8.6 1275 337 8.8 1304 344 9.0 1333 352 9.2 1363 360 9.4 1393 368 9.6 1423 376 9.8 1454 384 10.0 1484 392 10.2 1515 400 10.4 1546 408 10.6 1577 417 10.8 1608 425 11.0 1640 433 11.2 1672 442 11.4 1704 450 11.6 1736 459 11.8 1768 467 12.0 1801 476 12.2 1833 484 12.4 1866 493 12.6 1900 502 12.8 1933 511 13.0 1967 520 13.2 2001 529 13.4 2035 538 13.6 2069 547 13.8 2103 556 14.0 2138 565 14.2 2173 574 14.4 2208 583 14.6 2243 593 14.8 2279 602 15.0 2314 611 15.2 2350 621 15.4 2386 630 15.6 2423 640 15.8 2459 650 16.0 2496 659 16.2 2533 669 16.4 2570 679 16.6 2607 689 16.8 2645 699 17.0 2682 709 17.2 2720 719

INDICATOR 2 LITERS US GAL [3] 4482 1184 4527 1196 4572 1208 4618 1220 4664 1232 4710 1244 4757 1257 4804 1269 4851 1281 4899 1294 -

INDICATOR 3 LITERS US GAL -

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CALIBRATED INDICATOR 1 LITERS US GAL [3] ROD [1] [2] 17.4 2759 729 17.6 2797 739 17.8 2835 749 18.0 2874 759 18.2 2913 770 18.4 2952 780 18.6 2992 790 18.8 3031 801 19.0 3071 811 19.2 3111 822 19.4 3151 832 19.6 3192 843 19.8 3232 854 20.0 3273 865 20.2 3314 875 20.4 3356 887 20.6 3397 897 20.8 3439 908 21.0 3481 920 21.2 3523 931 21.4 3565 942 21.6 3607 953 21.8 3650 964 22.0 3693 976 1. 2.
3.

INDICATOR 2 LITERS US GAL [3] -

INDICATOR 3 LITERS US GAL -

The maximum error is 5.0% of the reading. This table is valid from 0.0 to 0.8 pitch and 0.3 roll. 1 is equivalent to 0.26417 gal.

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J. E190 FIGURES

E190 Wing Grounding Points Figure 3-1

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E190 Landing Gear Ground Points Figure 3-2

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E190 Refuel/Defuel Panel Figure 3-3

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E190 Gravity Fueling Figure 3-4

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E190 Pressure Defueling Figure 3-5

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E190 Refuel Safety Area Figure 3-6

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E190 Aircraft Leveling Check Figure 3-7

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E190 Fuel Magnetic Level Check Figure 3-8

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SUPLEMENTO 03

MANUAL DE GASEO SECCIN 1 GASEO DE AERONAVES

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INDICE GENERAL SUPLEMENTO 03

CUBIERTA INDICE GENERAL LISTADO DE PAGINAS EFECTIVAS REGISTRO DE CAMBIOS CAMBIOS RELEVANTES SECCIN 1 GASEO DE AERONAVES............................................................................................. 1

Diferencias de Aeronaves Airbus.......................................................................................................... 1 General .................................................................................................................................................. 2 Estndares del Combustible .................................................................................................................. 4 Aceptacin de Combustible .................................................................................................................. 6 Chequeos de Equipo de combustible .................................................................................................... 6 Revisin de sistema de Hidrante ........................................................................................................... 7 Requerimientos del camin de abastecimiento combustible................................................................. 9 Chequeos de Vehculos de Abastecimiento de Combustible ................................................................ 12 Pruebas visuales .................................................................................................................................... 18 Prueba de la membrana de filtrado........................................................................................................ 20 Procedimientos de Servicio de Combustible......................................................................................... 21 Responsabilidad del Agente encargado de servir combustible ............................................................. 31 Cargado de combustible con pasajeros abordo ..................................................................................... 32 Reabastecimiento De Combustible Utilizando Salas Moviles .............................................................. 35 Responsabilidad de Mantenimiento de la Aerolinea............................................................................. 35 Responsabilidad de Aseguramiento de la Calidad de la Aerolnea....................................................... 36

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REGISTRO DE CAMBIOS Rev. No


00

Fecha de Rev.
11-DEC-09

Fecha de Ins. por Insercin 28-ENE-10 D. Njera

Rev. No

Fecha de Rev.

Fecha de Insercin

Ins. por

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CAMBIOS RELEVANTES Primera emisin del Suplemento 03 del Manual de Gaseo.

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GASEO DE AERONAVES Y PROCEDIMIENTOS DE VIGILANCIA DIFERENCIAS ENTRE AERONAVES AIRBUS DEL CONSORCIO DE MANTENIMIENTO DEL GRUPO TACA.
El consorcio de mantenimiento del Grupo TACA utiliza ya sea a travs de arrendamiento o acuerdos de intercambio aeronaves del consorcio. Para esas aeronaves, las siguientes consideraciones en referencia a los procedimientos de gaseo son aplicables. Las aeronaves Airbus A319 y A320 del consorcio de mantenimiento tienen una diferencia importante dentro de sus flotas, con respecto al sistema de indicacin de cantidad de combustible. Algunos de las aeronaves de la primera generacin estn configurados en libras mientras que los ms nuevos estn configurados en kilogramos. El personal de las aerolneas miembros del consorcio de mantenimiento del Grupo TACA o su personal subcontratado no puede dejar fuera de vista esto debido a que, aunque en una situacin remota, esto podra ser causa de un incidente si la cantidad correcta de combustible no est siendo suministrada. Las aerolneas miembros del consorcio de mantenimiento del Grupo TACA estn evaluando la posibilidad de modificar estos aviones de la primera generacin (configurados en libras) para reconfigurarlos a kilogramos sin embargo esto se encuentra pendiente de una respuesta de Airbus. Mientras tanto, para evitar cualquier posibilidad de error referente a proveer la cantidad correcta de combustible, ya sea en kilogramos o libras en una aeronave en particular, el Departamento de Operaciones, de cada aerolnea miembro del consorcio de mantenimiento del Grupo TACA, proporciona automticamente en sus planes de vuelo la cantidad y, una medida adecuada (kgs o lbs) para cada aeronave especfica. A pesar de todo, para cubrir cualquier error adicional o reclamos, el entrenamiento es obligatorio para el personal relacionado al gaseo de las aeronaves dentro de las aerolneas miembros del consorcio de mantenimiento del Grupo TACA y especialmente con el personal subcontratado en estas diferencias. Adicionalmente cada aeronave tiene calcomanas en la cabina de control que le indica a la tripulacin si est configurado en kgs o lbs. Cada bitcora de las aeronaves estn siendo identificadas para indicar al personal de mantenimiento la configuracin correcta, y finalmente, la estacin de gaseo (panel de control para gaseo/desgaseo 800vu) tiene una calcomana indicando al proveedor de combustible la configuracin apropiada (kgs o lbs). Los siguientes aeronaves del consorcio de mantenimiento del Grupo TACA estn configurados en libras: N451TA, N452TA Y N453TA. El resto estn configurados en kilogramos.

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1.

General
A. Este captulo de este manual, como lo requiere la Autoridad de Aviacin Civil local y las Regulaciones de Aviacin Civil contiene los estndares aceptados por la aerolnea para los procedimientos de manejo de combustible, instalaciones y pruebas de combustible para asegurar que la calidad del combustible jet esta siendo dispensada en una forma segura a las aeronaves de la compaa. Los estndares aceptados por el consorcio de mantenimiento del Grupo TACA son derivados de la especificacin No 103 de la Air Transport Association (ATA), Lineamientos para el control de la cantidad de combustible de aviacin y procedimientos de operacin para servicio de suministro de combustible a las aeronaves as como los manuales de mantenimiento de los fabricantes. Una copia del ATA 103 y los estndares actualizados de la JIG sern proporcionados a la Autoridad de Aviacin Civil por el departamento del Aseguramiento de la Calidad. Todo el aseguramiento de la calidad de combustible, los registros de mantenimiento de los equipos as como los proveedores de combustible debern estar disponibles para inspeccin durante las horas normales de trabajo. Las aerolneas miembros del consorcio de mantenimiento del Grupo TACA debern ser notificadas cada vez que los equipos de gaseo sean: nuevos, reemplazados, adicionales, reconstruidos, haya tenido reparaciones mayores o modificaciones y estarn en servicio para el gaseo de las aeronaves de las aerolneas miembros del consorcio de mantenimiento del Grupo TACA. Como una opcin de las aerolneas miembros del consorcio de mantenimiento del Grupo TACA todos los equipos de gaseo podrn ser inspeccionados y aprobados para su uso antes de suministrarle combustible a las aeronaves de la compaa (subcontratistas bajo el estndar de JIG debern cumplir con la JIG 4.15). Una desviacin de los procedimientos y estndares en este manual que no comprometen la cantidad de combustible y la seguridad podran ser emitidos por circunstancias atenuantes. La solicitud para la desviacin de los procedimientos y estndares deber ser en forma escrita dirigida al Director de Aseguramiento de la Calidad o su designado, de acuerdo con los requerimientos aceptados por la autoridad y debern contener todos los detalles pertinentes, y razones porque una desviacin es requerida. Las aprobaciones debern especificar una fecha de expiracin y cualquier estipulacin relacionada. El operador deber mantener un archivo con el registro de la aprobacin de la desviacin por escrito mientras est sea efectivo (refirase Pg. 35 y 37 de este captulo para el ver ejemplo de la desviacin.).

B.

C. D.

E.

F.

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G.

Si contaminacin visible es encontrada, el gaseo deber ser descontinuado de aquellas fuentes y la compaa deber ser notificada. El gaseo no podr ser reiniciado desde el sistema hasta que la fuente de contaminacin haya sido encontrada y removida. Si por cualquier razn el sistema de combustible se vuelve inoperativo por el deterioro causado por las operaciones del proveedor, . Todas las inspecciones y pruebas especificadas en este manual debern ser desarrolladas por personal calificado. Las agencias contratadas por las aerolneas para proporcionarle el servicio de combustible debern asegurar que todo el personal desarrollando servicio de gaseo debern seguir los procedimientos descritos en este manual. Las aerolneas son responsables de asegurarse que todo el personal est adecuadamente entrenado en los procedimientos de gaseo del operador. Registros escritos del entrenamiento del personal sern mantenidos en la oficina del gerente de estacin. El combustible removido de las aeronaves por posible contaminacin deber ser mantenida en cuarentena hasta que las pruebas de laboratorio hayan sido desarrolladas para determinar su aceptabilidad. El combustible removido de una aeronave por otros propsitos diferentes a la contaminacin debern ser regresados a la aerolnea de donde fueron removidos. El combustible removido de una aeronave no podr ser entregados a otra compaa de aeronaves u otra aeronave de la misma compaa sin aprobacin. La agencia contratada deber establecer procedimientos para reportar cualquier deficiencia o riesgos de seguridad observados por los empleados hacia sus superiores.

H. I. J.

K.

L.

M.

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N.

Todas las leyes aplicables sobre el manejo de combustible, gases y otros fluidos debern ser estrictamente cumplidas. Se debe cumplir en este punto con las Regulaciones locales sobre peso y medidas. Todas las leyes aplicables sobre peso y medidas debern ser cumplidas. En general, estas leyes requieren que los vendedores locales tengan pruebas de peso y medida y que estn aprobadas para asegurar la exactitud de los equipos de donde el combustible es vendido. Una copia de este manual estar disponible en todas las estaciones de Lnea de la Aerolnea, compaas de combustible y secciones de mantenimiento de las bases principales. Antes que las aeronaves sean gaseados, el mecnico a cargo de la operacin de mantenimiento deber solicitar una muestra de combustible y revisarlo por un chequeo visual de claridad y brillantez y la prueba de deteccin de agua. Esto es realizado como una prueba aleatoria con el objetivo de verificar la calidad del combustible. Los auditores de la Aerolnea debern inspeccionar el contrato de la compaa sub-contratada para suministro de combustible de acuerdo con el programa de auditoria, una vez al ao para verificar el cumplimiento de estos requerimiento, incluyendo los registros. El departamento de Aseguramiento de la Calidad ser el encargado de monitorear este proceso.

O.

P. Q.

R.

2.

Estndares del Combustible


A. El combustible deber cumplir con la American Society for Testing and Materials (ASTM) especificacin D-1655 (de acuerdo al ATA 103), ISO 3170 y ASTM D4057 (de acuerdo JIG), en su revisin ms reciente y deber ser del tipo Aviation Kerosene, Jet A o Jet A-1. 1. En todas las fases de manejo el combustible, este deber ser claro y brillante, el olor del combustible no debe ser nauseabundo o irritante. Nota: El color del combustible JET generalmente esta dentro de los rangos de blanco como el agua o rojizo suave o amarillo. Otros colores pueden ser indicacin de que el combustible esta siendo contaminado por productos o aditivos no autorizados.

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2. La gravedad API debe ser de 37 a 51 grados, corregidas a 60 grados F. En esos casos, cuando el combustible esta siendo recibido a travs de una tubera de varios productos, el punto de encendido cambia y no deber exceder 5 F (3C) y el punto de encendido final no deber ser menor a 100F (38C). 3. Si hay un cambio repentino de la gravedad API en uno o ms grados desde la mima fuente de suministro se requiere una investigacin inmediata. El proveedor deber detener el suministro de combustible desde la fuente hasta que la razn del cambio de gravedad sea determinada. B. Los siguientes lineamientos son establecidos para la limpieza de combustible utilizando otras pruebas. Sin embargo los lmites especificados requieren una investigacin adicional, y no debern ser utilizados como un criterio de rechazo.

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3.

Aceptacin de Combustible

Los lineamientos seguidos en los estndares de aceptacin debern ser aplicados para la aceptacin del combustible por lneas de suministro de multi-productos o producto dedicado o camiones de transporte. Antes de entregar, el operador de las instalaciones del aeropuerto deber de recibir un documento de envo que debe contener por lo menos: a) b) c) d) e) f) g) h) i) Apariencia visual en cubeta blanca Gravedad API Destilacin Punto de encendido Punto de congelamiento Rango de interfase con la reaccin al agua Separacin de Agua (MSEP) Banda de corrosin de cobre Existencia de combustible gomoso

El documento de envo deber incluir toda la informacin de entrega. EJ: destino. Cuando el producto es recibido a travs de una tuberia multi-producto, una prueba de punto de encendido deber ser desarrollado en el lugar de recibo, basado en la prueba adecuada del ASTM D1655. Combustible que no cumpla la ISO3170, ASTM D1655 y ASTM D4057 deber ser rechazado. (Proveedores bajo los estndares JIG debern cumplir con la referencia JIG 2.2 a y b)

4.

Chequeos de Equipo de combustible

El equipo de combustible debe ser mantenido en condicin sana en todo momento en orden de asegurar la confiabilidad y seguridad del servicio de combustible. El trabajo de combustible debe ser programado en todas la unidades a travs de una atencin de acuerdo a las instrucciones del fabricante del equipo. Todos los chequeos de rutina relevantes deben ser efectuados de acuerdo a sus intervalos diarios, mensuales, trimestrales, semestrales y anuales, como est especificado en la norma o estndar de la compaa contratada.

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Los resultados de todos los chequeos significantes y pruebas deben de ser anotadas en documentos, los cuales deben estar disponibles para ser consultados, tambin estarn actualizados y sern retenidos por un mnimo de un ao. Los archivos podran ser mantenidos en sistema computarizados provistos de un sistema de respaldo en el lugar. La persona que lleva a cabo los chequeos deber firmar todos los registros, correspondientes a las pruebas que l efectue. Para los registros generados en computadora, una clave deber proteger el acceso al sistema, dndole seguimiento a la persona en forma individual, siendo aceptable como una forma alternativa a la firma de los registros. Todos los archivos de chequeos diarios, semanales y mensuales debern ser retenidos al menos por un ao. Todos los registros, menos los de rutina frecuente, los resultados de las prueba de filtro de membrana y las anotaciones en las bitcoras de todos los trabajos no rutinarios debern ser retenidos al menos tres aos.

5.

Revisin de sistema de Hidrante


A. General 1. Los siguientes chequeos tienen que ser realizados en todos los sistemas de hidrantes de combustible de la compaa que ofrece el servicio de gaseo a las aeronaves, en las frecuencias especificadas de acuerdo al estndar utilizado. Tareas adicionales o mayor frecuencia en los chequeos pueden ser ms requeridos en base a las condiciones locales. 2. Todo el personal involucrado en la operacin de Rampa debe estar pendiente continuamente de posibles condiciones anormales que puedan existir en o alrededor de las tomas de combustibles. Cualquier tipo de fuga de combustible, riesgo de incendio o para la de seguridad, deben de ser reportadas inmediatamente. 3. El sistema de hidrantes o segmentos del sistema de hidrantes que no estn en uso diario deben de tener chequeos diarios, mensuales, trimestrales y anuales constantemente y anotarlos antes de retornar a servicio el equipo. Basado en los resultados de prueba de combustible, la limpieza derramando combustible (Flushing) puede ser requerida por el operador de la aeronave antes de su uso. Los registros deben indicar cuando los sistemas estn fuera de servicio.

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Los siguientes elementos sern incluidos en la inspeccin diaria (requerimientos de ATA 103 nicamente) 1. Entrada del Hidrante. Ejecutar inspeccin visual diaria de las entradas de los hidrantes y todos los componentes, los pozos deberan estar limpios y libres de lquido suspendido. Corrija deficiencias oportunamente. 2. Estaciones de cierre de emergencia del combustible. En un intervalo diario verificar que todas las estaciones de cierre de emergencia del combustible en la rampa tengan acceso libre, una seal o etiqueta identificando la ubicacin como estacin de corte de emergencia del combustible (EFS). Cualquier deficiencia ser corregida inmediatamente. Los siguientes elementos sern incluidos en la inspeccin mensual (requerimientos de ATA 103 nicamente) 1. Pozos de Vlvulas de Aislamiento y Bvedas de Control. Verifique accesos de emergencia, fugas de combustible, lquidos y restos suspendidos, condicin general de todos los componentes, verificar operacin apropiada de las vlvulas. Corregir cualquier deficiencia encontrada. 2. Ensamble de Vlvula de Hidrante. Revise la vlvula de entrada del hidrante y los conectores de las lneas sensoras, verifique la operacin de la vlvula dela entrada del hidrante y revise por fugas, desgaste excesivo en las pestaas de los acoples y sujetadores flojos o faltantes. Corrija cualquier deficiencia. 3. Drenos de punto bajo. Abra todos los drenos de punto bajo hasta que toda el agua o sedimento sea removido, bote un mnimo de dos galones en cada punto bajo hasta que se obtenga combustible claro para asegurar remocin positiva de todos los contaminantes y reemplazar etiquetas o marcas faltantes a las tapas de los pozos o vlvulas de dreno de punto bajo segn sea requerido asegurando identificacin apropiada (Diariamente de acuerdo con JIG 5.2.2) 4. Cierre de Emergencia del Combustible. Verificar la operacin satisfactoria del sistema de cierre de emergencia, accionando uno o ms de los dispositivos de control para cada zona coordine la prueba de cierre con cualquier grupo que tenga inters en la operacin de la instalacin, cada dispositivo de control debe ser probado al menos una vez al ao. Los siguientes elementos sern incluidos en la inspeccin trimestral (requerimientos de ATA 103 nicamente) 1. Escape en punto alto. Vace todos los escapes en punto alto para asegurar la remocin de todo el aire atrapado, contine vacindole aire hasta que combustible claro est presente, vace los escapes en punto alto con mayor frecuencia si la tubera fue drenada o modificada permitiendo entrada del aire en el sistema.

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2. Atenuadores de picos de presin. Donde estn instalados, verifique condicin general y presin de operacin configurada de cada unidad, recargue segn sea requerido. 3. Sistemas de deteccin de fugas y aislamiento de tuberas. Verifique la operacin satisfactoria de los sistemas de deteccin de fugas y pozos de monitoreo en tuberas, los dispositivos de monitoreo y las vlvulas de cierre de flujo de combustible sern probadas. Los siguientes elementos sern incluidos en la inspeccin anual (requerimientos de ATA 103 nicamente) 1. Proteccin catdica. Donde est instalada, confirme la operacin satisfactoria de los sistemas de proteccin catdica.

6.

Requerimientos del camin de abastecimiento combustible


A. Todo equipo de combustible para aeronaves incluyendo camiones cisterna, carros hidrantes y gabinetes de combustible, deben cumplir con las provisiones de esta seccin. No debe existir ninguna fuga visible de combustible. Llantas, ruedas, pernos y tuercas deben ser mantenidos en buenas condiciones en todo momento. Equipo elctrico, incluyendo luces, sensores de luz y alambrado, deben ser mantenidos en condicin segura y operativa. Las ventanas deben estar limpias y libres de quebraduras. Todo equipo de combustible para aeronaves debe tener un filtro separador o un monitor de flujo de combustible. Los filtros separadores deben cumplir las especificaciones de API 1581, Grupo II, Clase C, ltima edicin. Los filtros separadores deben estar equipados con un sistema automtico de defensa de agua, el cual causar que el cargado de combustible se detenga cuando sea activado por agua excesiva. Sistemas flotantes o electrnicos deben incluir provisiones para una prueba operacional. Monitores de Flujo de Combustible deben cumplir las especificaciones IP 1583 y calificacin en procedimientos en monitoreo de filtros de combustible de aviacin con elementos absorbentes, ltima edicin. Monitores de Flujo de Combustible, cuando sean usados en sistemas con presin esttica de combustible en exceso de 180 psig deben estar equipados con un dispositivo diferencial de presin, el cual prevendr que la presin entrante excesiva dae elementos en caso de bloqueo completo.

B.

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C.

Todos los vessels de filtracin deben incluir: provisiones para la eliminacin de aire; medidores de presin diferencial de lectura directa con una precisin de +/-2 PSI; manual sump drains valves se recomienda con manivelas de resorte cargadas hacia la posicin de cierre; conexin para membrana de muestreo upstream y downstream, incluyendo probes y cobertores de polvo; vlvulas liberadoras de presin u otros dispositivos que prevendrn sobre presurizaciones debido a expansin trmica del combustible, incluyendo medios para acomodar combustible resultante. Todos los vehculos de recarga de combustible debern ser asignados a un nico tipo de producto. Aunque, cuando sea necesario cambiar equipo de abastecimiento de combustible de servicio permanente en un producto a servicio permanente en otro (jet fuel y avgas) un procedimiento de cambio de grado debe ser seguido (ver JIG item 5.7.2).

D.

Los siguientes elementos debern estar instalados en todo equipo mvil de abastecimiento de combustible: 1. Control manual de deadman NOTA: Sistemas deadman en ocasiones incluyen un interruptor de override. Esto solo es para operar en emergencias. Si no es del tipo botn deber estar sellado y con cable de seguridad en la posicin de no by-passed. Sern usados procedimientos escritos para controlar el uso del override. 2. Sistema de interbloqueo de seguridad. Todo vehculo de abastecimiento de combustible a presin deber contar con un sistema de interbloqueo para su prevenir movimiento durante el abastecimiento de combustible a la aeronave. 3. Sistema de cierre de emergencia del flujo de combustible accesible desde tierra. En camiones cisterna el sistema de cierre de emergencia debera tambin cerrar las vlvulas de salida del tanque. Unidades equipadas con plataforma debern tener un control de cierre de emergencia accesible desde tierra. En vehculos hidrantes el sistema debera detener el flujo de combustible cerrando automticamente la vlvula de entrada del hidrante al activarla. Cada sistema de cierre de emergencia debe detener completamente el flujo de combustible dentro de un mximo de 5 por ciento de exceso.

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4. Sistemas de control de presin. (50 psi). Todo equipo de abastecimiento de combustible deber contar con sistemas de control de presin (primario y secundario) para proteger la aeronave de flujo excesivo y golpes de presin los cuales pueden daar los sistemas de combustible del avin. 5. Medidor de presin de combustible visible al operador durante operaciones de cargado de combustible que debiera tener al menos 4 pulgadas de dimetro y una precisin de +/- 2% de la escala completa. Los indicadores digitales de presin tendrn un tamao de caracteres de al menos de pulgada.. 6. Manguera de abastecimiento de combustible que cumpla API 1529, BS 3158, tipo C, ltima edicin, APO 1529, mangueras, segn aplique. Nozzle swivels deben tener un collar asegurado por anillos o un collar con tornillos de retencin asegurado con cable de seguridad. 7. Vlvulas de aislamiento manual. Equipo con mangueras de abastecimiento para mltiples aeronaves deben tener instalada una vlvula de aislamiento manual upstream de cada manguera de abastecimiento. 8. Cobertores de polvo. Cobertores de polvo u otros dispositivos de proteccin deben ser usados para prevenir que se acumule suciedad en las superficies de acople o en los acoples de los hidrantes y en los nozzles. 9. Strainers y swivels. Aircraft fueling nozzles must be equipped with 100 mesh strainers (ATA 103) and 60 meshes (JIG 3.1.6). 10. Vlvula de aislamiento manual upstream de cada manguera de abastecimiento. 11. Requerimientos adicionales para camiones de abastecimiento de combustible (ATA 103, 2-7, 16 solamente) 12. Extintores de incendio. Camiones hidrantes deben estar equipados con un mnimo de un extintor de 20 libras de qumico seco, aseguradamente montado en lados opuestos del camin y fcilmente accesible. Los camiones de reabastecimiento deben tener un mnimo de dos extintores de 20 libras de qumico seco, aseguradamente montado en lados opuestos del camin y fcilmente accesible. Los sellos deben estar intactos. Deben mantenerse adjuntos los registros de inspeccin al da, pruebas y recargas.

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13. Sistema de aislamiento electrosttico (ATA 103, 2-7, 14 y JIG 3.1.11) 14. Medidor de Cantidad de Combustible (ATA 103, 2-7, 13 y JIG 4.9) 15. Seales, placards y etiquetas (ATA 103, 2-7, 15 y JIG 6.5.1 b)

7.

Chequeos de Vehculos de Abastecimiento de Combustible


A. General

Los siguientes chequeos peridicos deben ser realizados por individuos calificados en todos los vehculos de reabastecimiento de combustible, carros, gabinetes que proporcionan servicio a las aeronaves de la compaa y en las frecuencias especificadas. Tareas adicionales o chequeos ms frecuentes podran ser requeridas basadas en condiciones locales. 1. Condicin General - todos los chequeos de rutina relevantes incluyendo pruebas de colores en filtros de membrana, chequeos de mangueras y hose end strainer, pruebas de deadman y desempeo de interbloqueo y continuidad del cable aislamiento debern ser realizados y las pruebas registradas. Reporte y corrija cualquier condicin que necesite atencin inmediata, por ejemplo frenos defectuosos, llantas defectuosas, vidrios daados o defectuosos, limpiaparabrisas defectuosos, sistema de escape defectuoso, dispositivos de seguridad inoperables, luces faltantes, etc. Para cualquier fuga visible de combustible, el vehculo debe removerse inmediatamente de servicio hasta que se tomen acciones correctivas para repara la fuga. (Diario, semanal y mensualmente de acuerdo con JIG A3.1, 4.4, 4.5, 4.7.2, 5.2; diario y mensualmente de acuerdo con ATA 103, 2-8, 3.1, 3.2, 3.4, 3.5, 3.8, 4.4) 2. Filter sumps Realizar pruebas de cubeta blanca o filter sumps. Reporte inmediatamente cantidades anormales o condicin de contaminacin, especialmente si se observan muestras de agua cafs y/o brackish-smelling. Registre los resultados de la primera muestra tomada. Remueva la unidad de servicio si no es posible obtener una muestra limpia y seca despus de que se hayan tomado tres muestras (Diariamente de acuerdo con ATA 103 2-8, 3.2 y JIG A1.2.1)

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3. Filtros de diferencial de presin Chequee los filtros de diferencial de presin bajo condiciones de flujo mximo normal. Remueva el vehiculo de servicio si los diferenciales de presin exceden 15 psi (separador) o en flujo completo 22 psi (monitor) o si se observa una baja sbita en diferencial de presin. Registre el diferencial de presin. (Diariamente de acuerdo con ATA 103, 2-8, 3.3 y JIG A1.2.2) 4. Controles Deadman - Chequee la operacin satisfactoria del sistema de control de deadman de no ser satisfactoria, remueva el vehculo de reabastecimiento de combustible de servicio hasta que sea corregido. (Tiempo de apagado es aproximadamente cinco segundos) (Diariamente de acuerdo con ATA 103, 2-8, 3.4 y mensualmente de acuerdo con JIG 4.7.2) 5. Interbloqueos de seguridad verifique la operacin apropiada (Diariamente de acuerdo con ATA 103, 2-8, 3.5 y semanalmente de acuerdo con JIG 4.4) 6. Boquilla de presin de abastecimiento de combustible - chequee y registre la presin en la boquilla (primaria) de abastecimiento de combustible. La presin normal de abastecimiento de combustible no debera exceder 50 psi (Diariamente de acuerdo con ATA 103, 2-8, 3.6 y trimestralmente de acuerdo con JIG 4.7.1) 7. Mangueras, manivelas y boquillas Verifique la condicin de todas las mangueras de combustible, manivelas y boquillas por desgaste, dao y fugas. Revise las mangueras por dao. Verifique la fijeza de todos los tornillos de ensamble de las manivelas y los acoples de las mangueras. Cualquier elemento que est defectuoso o fugando debe ser reemplazado o reparado antes de ser usado para dar servicio a aeronaves. (Diariamente de acuerdo con ATA 103, 2-8, 3.6 y mensualmente de acuerdo con JIG A3.1) 8. Rieles de aterrizaje, cables y abrazaderas Revise la condicin de los rieles de aterrizaje esttico, cables, abrazaderas y sus conexiones. Equipo defectuoso debera ser reemplazado o reparado antes de usarse. Debe chequearse la continuidad despus del mantenimiento de sistemas de static bonding. (Diariamente de acuerdo con ATA 103, 2-8, 3.8 diariamente y semanalmente de acuerdo con JIG 4.5)

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9. Plataformas de elevacin Verifique la condicin general y la operacin apropiada de las plataformas de elevacin. Si se notan deficiencias, remueva de servicio el vehculo de abastecimiento de combustible hasta que sea corregido. (Diariamente y mensualmente de acuerdo con ATA 103, 2-8, 3.9, 4.9 y JIG Apndice A6 sin el detalle de los intervalos) 10. Extintores de fuego Verifique que los extintores de fuego estn en sus lugares apropiados con accesos no obstruidos para su uso inmediato. Si el sello est roto, o falta la etiqueta de inspeccin o se encuentra dao fsico obvio remueva y reemplace el extintor antes de reabastecer de combustible una aeronave. (Diariamente y mensualmente de acuerdo con ATA 103, 2-8, 3.10, 4.7 mensualmente de acuerdo con JIG 4.17) 11. Tanques de surge waste - si aplica, Atmospheric surge tanks, thermal relief tanks, or waste fuel tanks deben chequearse o drenarse (requerimiento diario de acuerdo con ATA 103, 2-8, 3.11 solamente) 12. Tanque de aire. Drene toda la humedad de los tanques de aire para prevenir dao a los componentes del sistema de aire y congelamiento durante clima fro. (requerimiento diario de acuerdo con ATA 103, 2-8, 3.12 solamente) 13. Canales del tanque o cisterna Verifique los canales de la cisterna por presencia de agua. Si hay agua suspendida presente, revise los drenos de la cisterna por atascamientos y use aplique cuidado extra al inspeccionar el compartimiento y los filtros de los drenos para asegurarse que no ha entrado agua al sistema de combustible. Limpie los canales y drenos segn sea requerido. (Diariamente de acuerdo con ATA 103, 2-8, 3.13 y JIG 5.2.1) 14. Sumps de los tankers realice un chequeo de white bucket para cada compartimiento del tanque. Si hay contaminacin presente, contine drenando hasta que todos los contaminantes sean removidos y el combustible est claro. Chequeos adicionales del sump son requeridos durante e inmediatamente despus de condiciones inclementes del clima. Remueva la unidad de servicio si no es posible obtener una muestra limpia y seca despus de haber tomado tres muestras. Reporte contaminacin inusual a la aerolnea si es probable que afecten las operaciones.

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15. Tanques de cargado inferior antes de cargar tanques por el inferior, opere manualmente las provisiones de prueba pre-chequeo para asegurar la operacin satisfactoria del sistema de apagado superior. (diariamente de acuerdo con ATA 103, 2-8, 3.15 y sin intervalo definido de acuerdo con JIG Apndice A6) 16. Prueba de filtracin y prueba de libre de aguar Realice una prueba de membrana de color Millipore y de deteccin de agua downstream de todos los filtros/separadores o depsitos de monitoreo de combustible en todos los vehculos de abastecimiento de combustible de aeronaves. Los promedios se harn despus que la membrana est completamente seca usando el documento oficial ASTM Gua para Rating de Color en Membrana D-2276, o equivalente (Shell, gammon). Favor refirase al Standards de combustible de Aviacin en esta seccin para estandares aceptables (Membrana de Color A2 o A3). (Mensualmente de acuerdo con ATA 103, 2-8, 4.1 y JIG A1.2.3) 17. Continuidad de cable de tierra - Chequee la continuidad elctrica del sistema de aterrizaje, Equipo defectuoso debe ser reparado o reemplazado antes de dar servicio a aeronaves. (Mensualmente de acuerdo con ATA 103, 2-8, 4.2 y semanalmente de acuerdo con JIG 4.5) 18. Pantallas de boquillas Remueva las boquillas y examine las pantallas por partculas y otros contaminantes slidos. Si se encuentran partculas, investigue las fuentes de contaminacin, las cuales podran provenir de mangueras internas, xido en las tuberas, arena, sedimentos, fallas de equipos, sellos, juntas, etc. Y tome las acciones correctivas apropiadas. Las pantallas deben limpiarse o reemplazarse si estn daadas. (Mensualmente de acuerdo con ATA 103, 2-8, 4.3 y JIG A1.5, 4.14) 19. Mangueras de combustible coloque las mangueras en el suelo en toda su longitud con el sistema en su completa presin de operacin y revise las mangueras por daos. Verifique los acoples en ambos lados por rajaduras y seales de deslizamientos o fugas. Reemplace cualquier manguera defectuosa antes de dar servicio a aeronaves. (mensualmente de acuerdo con ATA 103, 2-8, 4.4 y JIG A3.1)

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20. Seales, etiquetas, instructivos. Verifique que la unidad est claramente identificada con los marcas, etiquetas e instructivos aplicables. (Una inspeccin mensual es requerida de acuerdo con ATA 103, 2-8, 4.5 nicamente) 21. Sellos del medidor de combustible. Sellos (o alambrado de seguridad) que tenga instalado el medidor, verifique que los sellos que garantizan la calibracin del medidor estn intactos. Un medidor con los sellos de seguridad daados, solamente podr ser utilizado con el permiso de la aerolnea y luego deber ser calibrado oportunamente. (Una inspeccin mensual es requerida de acuerdo con ATA 103, 2-8, 4.6 y cada seis meses de acuerdo con JIG 4.9.1) 22. Sistemas de corte de emergencia. Verifique que cada dispositivo de control de corte, detiene el flujo de combustible completamente. Equipo con sistema de corte defectuoso, debe ser removido de servicio hasta que haya sido reparado. (Una inspeccin mensual es requerida de acuerdo con ATA 103, 2-8, 4.8 nicamente.) 23. Interior del tanque. Verifique el compartimento interior del tanque desde la cubierta superior por presencia de agua, residuos de cualquier ndole, suciedad, crecimiento de microbios u otros contaminantes. Limpie y repare como sea requerido, Revise las cubiertas de resina de los tanques por deterioro. (Una inspeccin mensual es requerida de acuerdo con ATA 103, 2-8, 4.10; trimestral y anual de acuerdo JIG 4.13) 24. Ventilacin del tanque y cubierta superior. Verifique que los seguros de las cubiertas, bisagras, sellos y empaques. Las cubiertas deben sellar ajustadamente para prevenir el ingreso de agua. Verifique la condicin de las ventilaciones del tanque por libertad de movimiento en su operacin. Verifique que las bisagras estn montadas en la posicin delantera del equipo y que las compuertas cerraran con un movimiento hacia adelante del vehculo. Corrija/repare como sea requerido. (Una inspeccin mensual es requerida de acuerdo con ATA 103, 2-8, 4.11. Una inspeccin trimestral y anual de acuerdo con JIG 4.13) 25. Drenos del tanque. Verifique manualmente los drenos del tanque por obstrucciones. Utilice un cable o un alambre para asegurarse de que no hay obstrucciones presentes. Verificaciones mas frecuentes pueden ser requeridas durante condiciones climticas adversas. (Una inspeccin mensual es requerida de acuerdo con ATA 103, 2-8, 4.12 y JIG 3.2.6 sin detalles de intervalo)

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26. Inspeccin del vehiculo. Una inspeccin completa de la unidad para identificar componentes con desgaste excesivo o alguna falla del equipo (Inspeccin trimestral de acuerdo con ATA 103, 2-8, 5.1 y JIG 4.3) 27. Controles de presin. Verifique todo el equipo de control de presin primario y secundario. Ajuste como sea necesario. Nunca ajuste los equipos de control de presin mientras se est sirviendo combustible a una aeronave. Todas las pruebas del equipo de control de presin debern ser llevadas a cabo en un banco para pruebas o por medio de conexiones de prueba en camiones tanque (Una inspeccin trimestral es requerida de acuerdo ATA 103, 2-8, 5.3) 28. Sistemas de defensa de agua/Verificacin externa. Donde se tengan instalados sistemas de defensa de agua verifique la operacin satisfactoria del sistema de defensa de agua en todos los filtros y separadores. Los filtros y separadores que han sido convertidos a monitores, no es requerido que sea verificado el sistema de defensa de agua. (Una inspeccin trimestral es requerida de acuerdo con ATA 103, 2-8, 5.3 nicamente). 29. Cambio de elemento filtrante-Reemplazo de filtros/separador de elemento filtrante (Anual de acuerdo con ATA 103, 2-8, 6.1 y JIG A1.3). Elementos separadores de tefln y sintticos pueden ser re-usados, siempre y cuando estos sean limpiados y probados de acuerdo con los procedimientos del manufacturador del filtro. Elementos de flujo completo sern reemplazados al alcanzar el mximo vida de servicio recomendado por el manufacturador. Una inspeccin visual de los interiores del vaso del filtro va a ser efectuado en una base anual sin importar la frecuencia de cambio del elemento filtrante. Verifique que el interior del vaso est limpio y libre de agua, sedimentos o crecimiento de bacterias u otro contaminante. Limpie el interior y repare el recubrimiento segn sea necesario. Verifique que todos los elementos estn sin daos y seguros. 30. Medidores de presin. Verifique la exactitud de los medidores usados para monitorear el suministro de combustible a la aeronave y la presin diferencial del filtro. Todos los medidores de presin debern estar en un rango de tolerancia de ms/menos 2 PSI (libras de presin por pulgada cuadrada) de su rango de operacin normal.. Reemplace o repare y calibre medidores defectuosos. (Una inspeccin anual es requerida de acuerdo con ATA 103, 2-8, 6.2 y cada seis meses de acuerdo con JIG 4.10)

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31. Medidores de Combustible. Verifique la calibracin de los medidores, ajuste los medidores a un valor de precisin de + 0.20%. Verifique repetitividad de 0.05%. Los medidores deben estar debidamente sellados hasta que se lleve a cabo su prxima calibracin. (Una inspeccin anual es requerida de acuerdo con ATA 103, 2-8, 6.3 y cada seis meses de acuerdo con JIG 4.9.1) 32. Inspeccin y prueba de sistemas de defensa contra agua. Verifique la operacin de los sistemas de defensa contra agua de acuerdo con requerimientos anuales. (ATA 103, 2-8, 6.4 nicamente). 8. Pruebas visuales

El propsito de esta prueba es determinar visualmente la posible presencia de desinfectantes, agua y /o contaminantes slidos en el combustible para motores de reaccin. Esta prueba debe ser efectuada una vez al da, antes de que cualquier operacin de servicio de combustible se lleve a cabo. Esta prueba deber ser monitoreada por el departamento de Aseguramiento de la Calidad por medio de auditorias de calidad al momento en que las instalaciones son inspeccionadas. Muestras de combustible son obtenidas en un balde blanco, jarra de vidrio o un balde de acero inoxidable (Vea ASTM 4306) desde los drenos de resumidero de los vasos de los filtros y tanques e inspeccionados por indicaciones de desinfectante (surfactant) o presencia de agua o contaminantes slidos. Los requerimientos para las pruebas visuales son: 1. 2. 3. 4. Apariencia/color Partculas contaminantes (Visual) Agua (visual) Detector de qumicos (*)

(*) Velcon Hydrokit., Shell Detector de agua u otro tipo alterno como POZ-T. Lo siguiente deber servir como una gua para la evaluacin de las muestras de combustible

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INDICADORES DE CONTAMINANTES SOLIDOS 1. Limpio 2. Ligera contaminacin de partculas 3. Presencia de partculas 4. Suciedad

INDICADORES DE CONTENIDO DE HUMEDAD A. Apariencia brillosa B. Apariencia opaca C. Apariencia nubosa D. Humedad (libre de agua) E. Desinfectante

(*) Velcon Hydrokit,. Shell Detector de agua u otro tipo alterno como POZ-T. Lo siguiente deber servir como una gua para la evaluacin de las muestras de combustible Indicadores de presencia de contaminantes slidos 1. Limpio. Se refiere a la ausencia de partculas, cieno o sedimento, hojuelas o coloracin, oxidacin o slidos. 2. Ligera contaminacin de partculas. Contiene muchas partculas de medidas de fina a moderadas 3. Presencia de partculas. Una muestra en la cual muchas pequeas partculas pueden ser vistas flotando o fijas en el fondo.

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4. Suciedad. Decoloracin o muchas partculas dispersas en el combustible o fijas en el fondo Indicadores de contenido de humedad a) Apariencia brillosa. La brillantez es una cualidad independiente del color de la muestra y se refiere a la falta de suspensin o agua libre en la muestra. El brillo en el combustible tiende a presentar apariencia de destellos b) Apariencia opaca. Es una condicin resultante de finas gotitas de apariencia opaca. Esta puede ser una condicin temporal debido a una baja temperatura. Durante el primer minuto el combustible puede parecer opaco debido a las burbujas de aire c) Apariencia nubosa. Es el resultado de la presencia de extremadamente finas gotitas de agua dispersas en la muestra produciendo una apariencia lechosa d) Humedad. Cualquier forma de agua libre con apariencia de gotitas o bulto de agua en el fondo del balde o adherido a los lados del balde e) Descontaminante (surfactant). Presencia de limo en el fondo del balde o en la separacin agua/combustible, dando la apariencia de una capa caf/negra o material verdoso o material ondulante flotando dentro o sobre la muestra.

9.

Prueba de la membrana de filtrado


A. Esta prueba provee un mtodo de campo para la deteccin de partculas de materia en el combustible para motores a reaccin. Es particularmente til en el monitoreo de la limpieza del combustible recibido y en la evaluacin del rendimiento de los vasos de filtrado. Debido a que el mtodo produce resultados que no son cuantitativos, este no va a ser usado como una base para la rejeccin del producto. Esto sin embargo, provee una seal de alerta la cual indica la necesidad para ms investigacin utilizando otros mtodos. Esto debe ser monitoreado por el departamento de aseguramiento de la calidad por medio de auditorias de calidad

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B.

Si ambos, simple y doble rango de color/partculas excede los lmites mximos permisibles o estn en disputa, una prueba ajustada de peso gravimtrico deber ser ejecutada, de lo contrario el combustible ser desechado. El operador deber esta consciente del hecho de que una membrana hmeda puede parecer ms obscura que una membrana seca. Esto debe ser tomado en consideracin si hay una necesidad para una evaluacin inmediata. Rangos oficiales deben ser tomados despus de que la membrana est completamente seca usando la gua de rangos oficial ASTM contenida en D-2276. Ya sea que este seca o mojada una membrana con partculas visibles es causa de preocupacin y requiere de una pronta investigacin de la condicin de filtracin del equipo.

C.

D.

10.

Procedimientos de Servicio de Combustible


A. General 1. Cuando se le sirve combustible a la aeronave, las tanques de las alas se llenan equitativamente. Si las tanques de las alas estn llenas y es requerido combustible adicional, sirva el combustible en la cantidad requerida al tanque central. Los tanques de las alas pueden ser servidos ya sea por el mtodo de servicio por presin o por el mtodo de gravedad sobre las alas. El tanque central debe ser servido nicamente por el mtodo de servicio por presin, o transfiriendo combustible de cualquiera de los tanques de ala. 2. Un tanque de combustible con un indicador inoperativo puede ser servido con cualquier cantidad deseada transfiriendo todo el combustible desde un tanque con el indicador operativo. Luego llenar aquel tanque con una cantidad conocida de combustible desde un tanque con el indicador de cantidad de combustible operativo. 3. Durante la operacin de servicio de combustible, observe y siga todas las precauciones y prcticas estndares 4. El APU no debe ser operado durante servicios de combustible por gravedad sobre las alas

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B.

Precauciones para el servicio de combustible 1. Todo el proceso de servicio de combustible debe ser efectuado de acuerdo con las instrucciones establecidas en este manual NOTE: Se debe tomar una atencin especial sobre la configuracin del sistema de medicin de la aeronave (libras. o kilogramos) Vea la pgina 1 de esta seccin para detalles sobre las agrupaciones de aeronaves dependiendo de su sistema de medicin. 2. Antes de que una persona pueda ser considerada como calificada para servir combustible a un operador, esta debe estar familiarizada con la operacin de los camiones servidores de combustible, manejo del camin, localizacin y uso de los interruptores de emergencia y procedimientos a seguir en caso de fuego o derrame de combustible. 3. Cuando se aproxime el camin de servicio a una aeronave, el conductor deber asegurarse que el rea esta despejada y probar la operacin satisfactoria del sistema de frenos del camin antes de conducir hacia la posicin. El camin debe estar bajo control en todo momento. 4. Cuando se mueve el camin a una posicin estrecha, un hombre gua debe colocarse donde pueda ver todos los obstculos y estar a la vista del conductor para darle direcciones. 5. Los camiones de servicio de combustible deben ser posicionados de tal manera que puedan ser conducidos o remolcados hacia afuera de la aeronave sin tener que hacer maniobras de retroceso. Se debe mantener siempre una ruta despejada para permitir su rpida remocin en caso de emergencia. Los camiones de servicio de combustible pueden ser ubicados de acuerdo con las posiciones aprobadas en el Manual de Operaciones Rampa (MOR, siglas en ingles), Capitulo 02.07.02. El operador debe al menos asegurarse que el tubo de los gases de escape del camin no esta bajo cualquier parte de la ala o de las nacelas del motor. En aquellos casos donde las polticas del aeropuerto requieren diferentes procedimientos de acomodacin y/o posicin, las polticas del aeropuerto prevalecern o tomaran lugar en vez de los requerimientos de TACA, en este caso un hombre gua es requerido para prevenir cualquier incidente bajo estas circunstancias y un documento que avale dicha desviacin ser requerido al Director de Aseguramiento de la Calidad o su designado en forma escrita. La Autoridad de Aviacin Civil (AAC) ser notificada durante las prximas 48 horas, despus que el documento avalando la desviacin haya sido emitido. Una copia de este documento deber ser mantenido como parte de este manual, en conjunto de los procedimientos del aeropuerto.

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6. No les es permitido a los operadores de los camiones de combustible conducir un camin debajo de ninguna porcin de la aeronave o las alas, dado que las escaleras u otros objetos protuberantes sobre el camin pueden causar serios daos al ala o la aeronave. 7. Todo el servicio de combustible a la aeronave debe de realizarse en campo abierto y tan lejos como sea prctico de edificios, ya que estos puede contener fuentes de ignicin. 8. Es permitido transferir combustible de un camin cisterna a otro solo en caso de emergencia y si esta situacin de emergencia sucede, una correcta puesta a tierra de ambos camiones debe ser usada. 9. Arrastrar las mangueras y boquillas de una operacin de servicio a otra utilizando un camin est estrictamente prohibido. 10. Si se encuentra equipo daado o con fugas en el camin de combustible, el operador deber de repararlo o reemplazarlo antes de utilizar el camin para darle servicio a la aeronave. 11. No se debe colocar ningn equipo de tierra bajo la punta del ala durante las operaciones de carga de combustible. Dado al incremento del peso del ala debido al combustible agregado, la punta del ala puede defleccionarse hacia abajo. As mismo, los tanques son ventilados a travs de las puntas de las alas, esto puede producir una mezcla de vapores peligrosos y explosivos alrededor de la punta del ala. 12. La aeronave y el camin de combustible deben de aterrizarse (ponerse a tierra) utilizando un cable de la aeronave al camin y otro cable del camin al punto de tierra para combustible o al hidrante. Si no se puede lograr una puesta a tierra de manera positiva, el camin de combustible y la aeronave deben de conectarse para neutralizar la electricidad esttica previo a la carga de combustible. 13. Los controles de tipo hombre muerto(deadman) nunca deben de estar bloqueados en abierto. 14. El servidor de combustible debe estar junto a los medidores de cantidad de combustible de la aeronave para monitorear la operacin de carga de combustible.

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15. El uso de la batera de la aeronave debe de limitarse al mnimo necesario para evitar descargarla. 16. No remover los tapones de llenado o boquillas de combustible antes de que la aeronave esta puesta a tierra; adems no remover la puesta a tierra antes de remover la boquilla. 17. La carga de combustible no es permitida mientras el motor(es) de la aeronave este operando. 18. La carga de combustible no debe de comenzar o deber ser suspendida cuando hay condicin de descargas de rayos en un radio de 5 millas (8Km) del aeropuerto (Informacin concerniente a la distancia de la tormenta, direccin de esta y su intensidad pueden ser obtenidas del ATC o del radar por telfono o del Centro de Operaciones por radio). La tripulacin puede proveer esta informacin cuando este a bordo de la aeronave. 19. Si se detectan vapores de combustible u otra situacin de peligro dentro de la cabina, la carga de combustible debe detenerse. C. Identificacin y proteccin del Pozo Hidrante/Manguera de Entrada? (inlet hose) 1. Las mangueras de servicio de hidrantes, los acoples de entrada y las vlvulas de los pozos hidrantes son vulnerables al dao causado por otros vehculos de servicio para aeronaves. Esto ha sido demostrado por un mayor nmero de accidentes en aos recientes. Incidentes han ocurrido tanto en condiciones de buen como de mal tiempo, con luz de da as como en horas de oscuridad. 2. Un marcador de peligro de alta visibilidad debe ser puesto sobre la abertura del pozo. Una bandera de cuatro alas construida de un material de alta visibilidad es recomendada pero diseos/equipo alterno que provea un nivel de visibilidad perimetral similar puede ser utilizado.

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3. Durante las horas de oscuridad la vlvula del pozo hidrante y la manguera de entrada (inlet hose) debern ser iluminadas. Lmparas de seguridad color rojo o naranja o luces de bsqueda montadas sobre el vehculo (intrnsecamente seguras) pueden ser utilizadas para este propsito. 4. Mtodos adicionales de proteger e incrementar la visibilidad de pozo hidrante, y la manguera de servicio de hidrante deben de ser considerados. Esto puede incluir el uso de barreras de proteccin del pozo hidrante, conos de alta visibilidad, collares para las mangueras y seales de aviso. D. Precauciones durante la (de) carga de combustible (reposte) sobre el ala. Adems de los requerimientos de la anterior seccin B12, las siguientes precauciones aplican a las cargas de combustible sobre el ala. 1. Ningn objeto suelto, tal como herramientas, lpices, fsforos, cigarrillos, encendedores, etc., que puedan caer dentro del tanque durante las operaciones de carga de combustible deben de llevarse en los bolsillos del pecho. 2. Si algn objeto cae dentro del tanque de la aeronave de manera inadvertida, deber de ser removida antes del vuelo. El supervisor a cargo debe ser notificado de manera inmediata. 3. No remover los tapones de llenado sobre el ala antes de cerciorarse que el nivel de combustible, esta debajo del nivel del tapn. En algunas de las actitudes de las aeronaves, con los tanques del ala llenos, remover una tapa de llenado resultar en combustible fluyendo fuera del puerto de carga hacia el ala. 4. Las boquillas de las mangueras para carga de combustible sobre el ala tendrn las muescas del maneral de control removidas y la persona realizando la operacin de carga mantendr la boquilla abierta. Las boquillas de combustible nunca sern mantenidas en posicin abierta por bloqueos o por herramientas u otros mtodos, esto solo se har de forma manual.

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E.

Eliminacin de Fuentes y Peligros de Fuego Dado que los vapores de combustible y el aire siempre estarn hasta cierto punto presentes durante las operaciones de carga de combustible, la primera precaucin contra el fuego es evitar cualquier llama o chispa que pueda causar la ignicin. 1. Fumar a. Fumar es una obvia e innecesaria invitacin al desastre que el mencionarse no debera ser necesario, aun as cada ao destruccin y muerte son producidos por fumar en areas peligrosas. Cualquier persona que est trabajando en operaciones de carga de combustible no debe de cargar consigo fsforos o encendedores. b. La regla del no-fumar debe de ser aplicada rigurosamente. Los vapores inflamables que son emanados durante la carga de combustible son ms pesados que el aire. Estos pueden asentarse y viajar distancias considerables sobre el terreno y recogerse en depresiones donde no se disipan de manera rpida. Esto es particularmente cierto en condiciones de viento calmo. Si acaso es posible que espectadores o pasajeros lleguen a acercase a 50pies (15mt) de la operacin de carga de combustible, rtulos de NO FUMAR (NO SMOKING) deben de ser puestos en lugares visibles en toda el rea de peligro. Los espectadores y pasajeros deben de ser advertidos (amablemente pero con firmeza) en contra del uso de fsforos y encendedores dentro del rea de peligro c. Fumar est prohibido en los camiones de combustible y dentro de 50pies (15mt) de donde los camiones estn aparcados y dentro de 50 pies (15mt) de la planta principal de combustible.

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2. Llamas expuestas Llamas expuestas son utilizadas como luces de seal y en trabajos de mantenimiento. Las que son sobrevistas en la urgencia de la carga de combustible son: a. Bengalas y otras luces con llamas vivas b. Antorchas para corte o soldadura; sopletes. c. Calentadores de llama expuesta (incluyen calentadores porttiles de gasolina o keroseno). Por lo tanto, ninguna operacin de carga de combustible debe de realizarse cuando alguno de los implementos mencionados arriba est en uso a menos de 50 pies (15mt) de la aeronave. Adems no deben de haber carga de combustible mientras el motor(es) de la aeronave este encendido. El encendido del motor debe estar en posicin de apagado (OFF) 3. Chispas Los circuitos elctricos producen arcos elctricos de manera frecuente cuando son encendidos o apagados, o cuando el equipo no est operando de manera apropiada. Lo siguiente debe de ser observado para evitar producir chispas: a. Las bateras de la aeronave no deben de ser instaladas o removidas durante el servicio de combustible. b. Cargadores de bateras no deben de ser conectados, operados o desconectados durante el servicio de combustible. c. Los generados de electricidad en tierra y los rectificadores deben de colocase tan lejos como sea practico del los puntos de carga de combustible y no deben de ser conectados o desconectados durante el servicio de combustible. No deben de ser colocados debajo de las alas y se debe de observar una distancia mnima de 20 pies (6metros) de la aeronave y de los puertos de ventilacin, de las vlvulas de los hidrantes y de cualquier otro equipo de carga/descarga de combustible en uso.

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d. Ninguna herramienta elctrica, tal como taladros o pulidoras, deben de ser usados en o cerca de la aeronave durante la carga de combustible. e. Los interruptores elctricos de la aeronave que controlan unidades en el ala o en el rea de los tanques no deben de ser operados durante el servicio de combustible. f. El radio HF y el radar de la aeronave debern estar apagadas (OFF).

g. No se deben de usar bombillos de flash fotogrfico y telfonos celulares o mviles a 20 pies (6mts) a la redonda de los puntos de ventilacin, puertos de llenado, equipo de carga/descarga de combustible y vlvulas de hidrantes. h. Las operaciones de carga de combustible no debern de realizarse a menos de 200 pies (61mts) de un radar areo energizado o menos de 300 pies (92mts) de equipo de radar de tierra energizado. i. j. Las lmparas de mano usadas cerca de los puntos de carga de combustible deben de ser del tipo aprobadas por el Underwriters Laboratories para uso en areas peligrosas. Zapatos con suelas clavadas o con placas metlicas en el tacn pueden ser fuentes de chispas. El personal de servicio de combustible solamente deber usar calzado antichispas cerca de la aeronave o equipo de carga de combustible.

4. Aeronaves cercanas. La carga de combustible no se debe de realizar a menos de 120 pies (37metros) corriente abajo del escape de una aeronave jet que tiene un motor encendido. Si una aeronave jet se posiciona dentro de esta distancia mnima, la operacin de carga se debe detener inmediatamente y los tanques cerrarse.

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5. Electricidad esttica La electricidad esttica es una amenaza constante al servicio de combustible seguro. Es imposible prevenir la presencia de vapores inflamable en las areas adyacentes a las aberturas de carga de los tanques. Por lo tanto es esencial que la esttica que se acumula en la aeronave o el camin no se descargue como una chispa. Una puesta tierra efectiva y una acople elctrico, si se realiza entes del servicio, disipar de forma segura cualquier electricidad esttica que se haya acumulado en la aeronave o el camin cisterna. a. Hay una creciente impresin generalizada que si el servicio de combustible se realiza en el rea designada en campo abierto, todos los gases y vapores explosivos sern automticamente llevados lejos o son diluidos o limpiados por el aire y que estos no ardern. Esto no es cierto. b. La concentracin de vapores de combustible en el rea circundante a la aeronave varan con la velocidad del viento y la razn de carga. Esto es peligrosamente incrementada por derrames de combustible un peligro muy serio. c. Antes de cualquier operacin de carga de combustible, el camin de combustible y la aeronave deben de ponerse a tierra. El personal de servicio de combustible debe asegurarse que un cable de acople elctrico este conectado del camin a la aeronave. (El acople elctrico es esencial, la puesta a tierra recomendada). F. Emergencias 1. Derrames de combustible a. Los derrames de combustible representan uno de los ms grande peligros. Si un derrame ocurre, acciones inmediatas deben ser tomadas. En el caso de derrames grandes (mayores a 10 pies de dimetro y mayores a 50 pies en cualquier rea) la carga de combustible deber detenerse de inmediato y el Departamento de Bomberos notificado as como realizar cualquier accin para aliviar el peligro. Usualmente los derrame pequeos pueden ser limpiados con trapos.

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Grandes derrames requerirn que el rea sea lavada y aun tratada con espuma o algn emulsificador. Cuando el combustible haya alcanzado la estructura del avin, esta debe ser removido completamente y reas como resguardos de flaps y otras reas donde los vapores tenderan a colectarse deben ser cuidadosamente verificados para asegurarse que todo el combustible y vapores han sido removidos. b. Una operacin cuidadosa del equipo de servicio de combustible prevendr la mayora de los derrames accidentales. Cuando el peligro es grande, el avin debe ser removido del rea si dicha accin no incrementa el peligro. c. Fuego El equipo antifuego que se disponga debe ser usado en el esfuerzo de controlar el fuego. El cuerpo de bomberos debe ser notificado inmediatamente. Si es posible, el equipo debe ser movido del rea dependiendo de la naturaleza del fuego. En caso de emergencia, la operacin del servicio de combustible debe de ser detenida inmediatamente. G. Refueling y Transferencia de Combustible 1. Cuando sea necesario drenar o bombear combustible desde los tanques de combustible de la aeronave, observe lo siguiente: a. Debe de existir un extintor de fuego de polvo qumico de 30 libras rpidamente disponible (uno de 50 libras de CO2 podra ser sustituto) y uno de al menos 150 libras con agente extintor de polvo qumico en la proximidad inmediata. b. Todo equipo motorizado y fuentes de chispas o llamas sern removidas de la proximidad de la aeronave. La nica excepcin sern las unidades de potencia en tierra cuando se requieran para las operaciones de bombeo, pero deben de estar al menos 6 metros. (20 pies) aparte del servicio de combustible de la aeronave y los puntos de ventilacin y del equipo para servir o remover combustible.

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2. Defueling Toda aeronave operada por la compaia puede ser vaciada de combustible a travs de los puertos de llenado a presin. Las prcticas de seguridad para el servicio de combustible aplicarn. En adicin, todas las prticas estndares y procedimientos para el vaciado de combustible sern llevadas a cabo. Para instrucciones detalladas en vaciado de combustible, refirase al manual de mantenimiento aplicable de la aeronave. 3. Transferencia de Combustible Transferencia de combustible de un tanque a otro en la aeronave, o de un tanque de la aeronave al tanque del camin, para el propsito de llevar a cabo el mantenimiento o ajuste de las cargas de combustible, sern realizadas de acuerdo con el Manual de Mantenimiento aplicable a la aeronave.

11.

Responsabilidad del Agente encargado de servir combustible


A. La agencia encargada de servir combustible ser responsable de: 1. Que los estndares y procedimientos en este manual son cumplidos por su personal. 2. Que la operacin de servicio de combustible es llevada a cabo de una manera segura y eficiente. 3. Que un suficiente nmero de personal calificado es asignado a la operacin de servicio de combustible. El personal asignado debe estar familiarizado con todas las precauciones de seguridad y procedimientos de emergencia y responsables de verificar que son llevadas a cabo. 4. La agencia encargada del servicio de combustible proveer a la aeronave de combustible no contaminado en las cantidades y tipo especificado por la compaa. Al finalizar la operacin de combustible, la agencia informar a Operaciones de la compaa del tiempo, cantidad de combustible entregado y el total de la carga de combustible.

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5. Que los vehiculos de combustible cumplen con todas las regulaciones de seguridad y son mantenidas en una apropiada condicin segura.

12.

Cargado de combustible con pasajeros abordo

Ninguna aeronave puede ser re-abastecida de combustible mientras haya pasajeros a bordo, abordando o desembarcando a menos que sea provisto personal calificado para iniciar y conducir una evacuacin de emergencia a travs de la forma ms practica y expedita posible. A. Los siguientes procedimientos debes ser cumplidos durante el proceso de carga de combustible con pasajeros abordo: 1. Una escalera o puente de abordaje deber estar acoplada a la puerta principal (puerta delantera izquierda), excepto cuando las condiciones climatolgicas no lo permitan, donde podr cerrarse, pero sin asegurarse. Nota: En caso de que la escalera o puente de abordaje, no estn disponibles, todas las puertas de la aeronave, debern permanecer cerradas con sus toboganes armados listos para ser desplegados. 2. La puerta trasera izquierda deber estar disponible en caso de desabordaje o evacuacin de los pasajeros. 3. Al menos un tripulante de cabina deber permanecer en la cocina delantera responsable de la puerta izquierda y otro en la cocina trasera, responsable de la puerta trasera izquierda (salidas previstas en caso de un desabordaje o evacuacin de los pasajeros). 4. Ambos motores debern estar apagados. Un miembro de la tripulacin de vuelo deber estar disponible en cabina de mando con comunicacin positiva con el personal de tierra (head sets, radio o seales de mano).

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5. El agente de rampa a cargo del vuelo, ser responsable de todas las precauciones de seguridad en rampa, de acuerdo a lo establecido en el MOR Cp. 02.03.00, antes del inicio del proceso de reabastecimiento de combustible con pasajeros a bordo. B. Un miembro de la tripulacin de vuelo tendr la responsabilidad primaria de mantenerse ubicado en cabina de mando, quien deber mantener constante comunicacin con el personal de tierra y de cabina de pasajeros. Su responsabilidad ser: 1. Notificar a la Tripulacin de Cabina que se ha iniciado el abastecimiento de combustible. 2. Mantener la seal de No Fumar (No Smoking) en cabina de pasajeros encendida. 3. Mantener la seal de Abrochar los cinturones (Fasten Seat Belt) en cabina de pasajeros apagada. 4. Asegurarse que al menos una puerta adicional (puerta trasera izquierda), este disponible para desabordaje o evacuacin de pasajeros. (referirse a numeral 2). 5. Verificar que el nmero requerido de tripulantes de cabina de pasajeros estn a bordo (referirse a numeral 3). 6. Si detecta la presencia de gases de combustible en la aeronave, o si surge algn otro peligro durante el reabastecimiento de combustible, el personal que se encuentra en la cabina de mando deber activar las luces anti-colisin (Beacon). Esta seal debe ser atendida por el personal de rampa encargado del reabastecimiento de combustible y alertar a la compaa proveedora de combustible, para cortar el servicio del combustible inmediatamente y retirar los equipos. 7. Adicional notificara a los tripulantes de cabina de pasajeros para que inicien el desabordaje normal o evacuacin de emergencia de los pasajeros. 8. Una vez concluido el reabastecimiento de combustible el personal de cabina de mando deber de notificar a los tripulantes de cabina de pasajeros, que este proceso ha finalizado. Nota: Cuando se encuentre conectada la manguera de la compaa encargada de servir combustible a la aeronave y no se este cargando combustible, los procedimientos de reabastecimiento de combustible debern de ser considerados por todo el personal involucrado en esta operacin.

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C.

El tripulante de Cabina de pasajeros ser responsable de: 1. Verificar con cabina de mando si existe procedimiento de reabastecimiento de combustible. 2. Comunicar a los pasajeros sobre el reabastecimiento de combustible. 3. Asegurar que las seales de No Fumar (No Smoking) y de Salida de Emergencia estn encendidas, la seal de Abrocharse los cinturones (Fasten Seat Belt) este apagada y que se respeten las normas establecidas: Desabrocharse el cinturn, No fumar y no usar telfonos celulares, as como las salidas de emergencias previstas, estn despejadas y los tripulantes de cabina de pasajeros estn en sus respectivas posiciones. 4. No se efectuar ningn servicio a bordo durante este procedimiento. 5. Mantener comunicacin con cabina de mando. 6. Solicitar autorizacin del personal de Cabina de Mando para el inicio del abordaje de Pasajeros, cuando no hay pasajeros abordo de la aeronave y mientras est en proceso el reabastecimiento de combustible.

D.

El Mecnico ser responsable de: 1. Confirmar y coordinar con el Agente de Rampa de que todas las precauciones de seguridad sean cubiertas. 2. Asegurarse que antes de iniciar el reabastecimiento de combustible se encuentre un miembro de la tripulacin de vuelo en la cabina de mando. De no encontrarse un miembro de la tripulacin de vuelo no se dar inicio al reabastecimiento de combustible, mientras se encuentren pasajeros a bordo. 3. Establecer comunicacin con el piloto ubicado en la Cabina de Mando y el tripulante de Cabina para estar en contacto con el personal a cargo del reabastecimiento de combustible. 4. Informar acerca del inicio y finalizacin del reabastecimiento de combustible.

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5. Alertar al personal involucrado en este procedimiento si ocurre fuego, contaminacin u otra situacin que requiera algn procedimiento de emergencia. 6. Detener el reabastecimiento de combustible cuando la seal anti-colisin este encendida. Nota: otros manuales afectados en este procedimiento son: MOR, MTC, MGO y FMA.

12.1

REABASTECIMIENTO DE COMBUSTIBLE UTILIZANDO SALAS MOVILES

Cuando se reabastezca combustible con pasajeros abordo o durante el abordaje al menos una sala mvil deber de estar acoplada a la aeronave, siendo esta la puerta delantera o trasera izquierda o ambas. Se respetarn todos los procedimientos descritos en el procedimiento de reabastecimiento con pasajeros abordo, la nica diferencia es que el puente principal de la Terminal es sustituido por la sala mvil. Nota: En caso de una emergencia, las salas mviles cuentan con dos escaleras de evacuacin en la parte de atrs contrario de donde se realiza el abordaje, la cual es activada por una manija roja localizada en la parte de abajo de las puertas de salida traseras.

13.

Responsabilidad de Mantenimiento de la Aerolinea


A. Mantenimiento se asegurar que durante la operacin de recarga de combustible, ninguna actividad de mantenimiento ser llevada a cabo que pueda causar el crear una condicin insegura. Mantenimiento drenar los sumps de combustible y tomar muestras como sea requerido. Mantenimiento verificar que el camin de combustible este en condicin funcional.

B. C.

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14.

Responsabilidad de Aseguramiento de la Calidad de la Aerolnea


A. Antes de llevar a cabo una auditoria al proveedor de combustible, Aseguramiento de la Calidad revisar el contrato. En esta revisin asistir al auditor para hacer una determinacin del cumplimiento de los requerimientos de calidad. Aseguramiento de la Calidad verificar que las agencias contratadas de recarga de combustible cumplan con los estndares y requerimientos listados en este manual. Aseguramiento de la Calidad verificar el cumplimiento con las formas de inspeccin del proveedor de combustible como sea requerido por los estndares aceptables y actualizados seguidos por el mismo proveedor. Aseguramiento de la Calidad retendr en archivo, los Registros de auditorias del camin de combustible y de las facilidades para revisin del departamento de Aseguramiento de la Calidad y de otros interesados una vez solicitados. El Director de Aseguramiento de la Calidad es responsable de asegurar que las auditorias e inspecciones son llevadas a cabo por su departamento sobre los proveedores de combustible contratados, sus facilidades y el personal. Estas auditorias sern llevadas a cabo anualmente y tambin bajo las siguientes circunstancias: 1. Si un nuevo proveedor es seleccionado por el Departamento de Materiales. 2. Si es requerido por escrito por otro departamento.

B. C.

D.

E.

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TABLE OF CONTENTS SUPPLEMENT 04: E190 GENERAL FUELING ..................................................................................... 2


A. GENERAL E190 FUELING ......................................................................... 2 A.l. GENERAL ............................................................................................. 2 A.2. PREPARATION OF AIRCRAFT FOR FUELING/DEFUELING ............................ 4 A.3. COMPLETION OF FUELING/DEFUELING OPERATION .................................. 5 B. AUTOMATIC MODE REFUELING .................................................................. 6 B.I. PROCEDURE ......................................................................................... 7 C. MANUAL MODE REFUELING ....................................................................... 9 C.I. PROCEDURE ........................................................................................ 10 D. REFUELING WITHOUT ELECTRICAL POWER ............................................... 12 D.l. PROCEDURE ......................................................................................... 12 E. OVERWING REFUELING (GRAVITY) ............................................................. 13 E.1 GENERAL ............................................................................................ 14 E.2. PROCEDURE ........................................................................................ 14 F. FUELING WITH INOPERATIVE TANK INDICATORS ....................................... 16 F.I. GENERAL ............................................................................................ 16 F.2. FUEL MAGNETIC LEVEL INDICATION (MLI) PROCEDURES ......................... 16 G. DEFUELING PROCEDURES .......................................................................... 18 G.1. GENERAL ............................................................................................ 18 H. E190 CHARTS .............................................................................................. 20 1. E190 FIGURES ............................................................................................. 23

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A. GENERAL E190 FUELING
A.l. GENERAL WARNING: ENSURE THAT THE AIRCRAFT IS IN A SAFE CONDITION BEFORE YOU DO THE MAINTENANCE PROCEDURES. THIS IS TO PREVENT INJURY TO PERSONS AND/OR DAMAGE TO THE EQUIPMENT.

WARNING: DURING THE FUEL SYSTEM MAINTENANCE TASKS, OBEY THE INSTRUCTIONS GIVEN BELOW TO PREVENT INJURY TO PERSONS AND DAMAGE TO MATERIAL: WARNING: ALL JET FUEL CAUSES INJURY TO THE SKIN. DO NOT LET THESE FLUIDS TOUCH YOU. WARNING: ENSURE THAT THE APPROPRIATE FIRE EXTINGUISHERS ARE AVAILABLE NEAR THE WORK AREA. WARNING: MAKE ALL GROUNDING CONNECTIONS BETWEEN THE FUEL SOURCE, AIRCRAFT, AND FUEL NOZZLE (REFER TO THE REQUIREMENTS OF THE LOCAL REGULATORY AUTHORITIES). WARNING: DURING ATMOSPHERIC ELECTRICAL DISTURBANCES, DO NOT WEAR HEADSET, TOUCH EQUIPMENT ELECTRICALLY CONNECTED TO THE AIRCRAFT OR HOLD A GROUND CONNECTION. A LIGHTNING STRIKE CAN CAUSE SEVERE INJURY TO PERSONS. NOTE: UNDER ALL CIRCUMSTANCES THE RULES OF THE LOCAL AIRPORT AUTHORITY WILL BE OBSERVED.

Types of fuel: List of fuels approved by Embraer: Fuel JET A-1 Fuel JET A Fuel JP-8 Refueling: Refueling the E190 is normally done in auto mode (REFUEL SELECTION IS switched to the AUTO position ). Fuel loads are preset by the fueler on the repeater indicator . When preset value is reached for tank(s) selected , refuel valve ( s) are closed stopping fuel flow to tank.

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NOTE: IF FUEL OVERFLOW OCCURS, STOP THE REFUELING PROCEDURES IMMEDIATELY. A MAINTENANCE TECHNICIAN WILL BE REQUIRED TO PERFORM TASK AMM MPP 05 -50-21/601. Manual control (REFUEL SELECTOR is switched to the MANUAL position) should only be utilized when automatic fueling mode is inoperative. Refueling is possible using AC power or battery power, through a single refueling point under the right wing. Ensure that the fuel comes from an approved source, which supplies only a fully clean and correctly specified product. Use the pressure refueling/defueling adapter assembly, the refueling/defueling control panel, and the fuel control panel to do these procedures. The refueling/defueling control panel includes a repeater indicator which has an internal fuel-quantity pre-scheduling system for refueling the tanks. The aircraft uses two integral (wet) wing tanks. The wing tanks are the main structure for the storage and distribution of fuel. The refueling/defueling sub-subsystem has a single-point adapter that allows refuel and defuel operations to be performed from one location on the aircraft. The adapter must receive a pressure between 35 and 50 psig during refuel operations. Separate circuits are used for the refueling and defueling functions. Defueling: Defuel operations can be done by suction from an external source or with the AC (Alternating Current) auxiliary and DC (Direct Current) pumps. Indication: ELECTRICAL FUEL QUANTITY INDICATING ( 28-41) - The electrical fuel quantity indicating sub-subsystem gives indication on the fuel quantity to the crew . Fuel indications and warnings are shown on the EICAS ( Engine Indicating and Crew Alerting System ) display, the fuel synoptic page, and the repeater indicator on the refueling /defueling control panel. MAGNETIC LEVEL INDICATING (28-42) - The magnetic fuel level indicating sub- subsystem makes it possible to check the quantity of fuel in the wing tanks when the aircraft is on the ground. This is an alternative system to the electrical fuel quantity indicating sub - subsystem and does not require electrical power.

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A.2. PREPARATION OF AIRCRAFT FOR FUELING/DEFUELING


Position the fueling truck, following accepted locations specified in LACSA Ramp Operations Manual (Figure 3.6 is a manufacturer recommended guideline): Ensure that the aircraft is parked adjacent to an approved grounding point. WARNING: DO NOT DRIVE UNDER AIRCRAFT WING. Ensure Aircraft is chocked.

Chock Fueling Truck tires. Statically ground and bond the aircraft as follows: NOTE: BONDING IS ESSENTIAL, GROUNDING RECOMMENDED, EXCEPT WHEN DEFUELING AND GRAVITY FUELING. For general grounding, use a 4 AWG extra-flexible special PVC - insulated, low voltage cable, and PL-055-type plug (specification MS 3493). Examine the static discharge cable for damage and ensure that the end-fittings are correctly attached. WARNING: ALWAYS ATTACH THE GROUNDING CABLE TO THE GROUND CONNECTION FIRST. NEVER ATTACH THE CABLE TO THE AIRPLANE AND THEN TO THE GROUND CONNECTION. CAUTION: WHEN YOU USE AN AC-FED EXTERNAL POWER SOURCE, CONNECT A GROUND CABLE BETWEEN THE GROUND CONNECTION STRUCTURE AND THE POWER SOURCE, AND OTHER ONE BETWEEN THE POWER SOURCE AND THE AIRCRAFT. Use one of the 3 options that to ground the aircraft: 1. Connect the static cable plug to the grounding point on the bottom of left wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 2. Connect the static cable plug to the grounding point on the bottom of right wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 3. Attach the alligator clip to the right main landing gear grounding point (Figure 3-2) and the other end of the cable to a grounding point. Bond Fueling Truck to aircraft: 1. Connect a bonding cable between the fuel tanker and a grounding point on one of the MLG (Figure

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or 2. Connect a bonding cable between the fuel tanker and the grounding point on the wing (Figure 3-2).

A.3. COMPLETION OF FUELING/DEFUELING OPERATION


DISCONNECTING A GROUNDING CABLE, ALWAYS WARNING: WHEN DISCONNECT THE GROUNDING CABLE AT THE AIRCRAFT GROUND CONNECTION FIRST. NEVER DISCONNECT FROM THE GROUNDING LOCATION FIRST. Disconnect the bonding cable from the aircraft. Disconnect the grounding cable from the aircraft. Close the access door 616HB.

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B. A UTOATI MODE REF UEL IN

WARNING: IT IS THE RESPONSIBILITY OF THE TRAINED INDIVIDUAL REFUELING THE AIRPLANE THAT THE FUELING VEHICLE/S IS PROPERLY BONDED (AIRCRAFT TO FUEL VEHICLE) BEFORE ANY REFUELING OPERATION COMMENCES. THIS ACTION SHOULD PREVENT THE POSSIBILITY OF FIRE OR EXPLOSION DUE TO DISCHARGE OF STATIC ELECTRICITY. CONSULT FIGURES 3-1 AND 32 FOR LOCATIONS OF AIRCRAFT BONDING POINTS. CAUTION: EQUIPMENT MUST NOT BE POSITIONED UNDER WINGTIPS DURING FUELING OPERATION. WINGS ARE DEFLECTED DOWNWARD UNDER FUEL LOAD WITH WINGTIPS BEING DEFLECTED MOST. FUEL TANKS ARE VENTED THROUGH WINGTIPS. DANGEROUS AND/OR EXPLOSIVE VAPOR MAY CONCENTRATE IN THESE AREAS (FIGURE 3-6). CAUTION: GROUND EQUIPMENT (LADDERS, STANDS, ETC.) MUST BE POSITIONED A SAFE DISTANCE AWAY FROM THE AIRCRAFT FUSELAGE, AND ENGINES DURING FUELING. AIRCRAFT MAY SETTLE UNDER THE ADDED FUEL LOAD CAUSING AIRCRAFT DAMAGE BY CONTACT WITH GROUND EQUIPMENT WARNING: DO NOT OPERATE RADAR WHILE AIRCRAFT IS BEING REFUELED OR DEFUELED. WARNING: DO NOT START OR SHUTDOWN APU/GPU DURING FUELING OPERATIONS.

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B.1. PROCEDURE
Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DELFUELING. For the following procedure , refer to Figure 3-3. Open the Access door 616HB.

If Aircraft AC power source is not available , set the POWER SELECTION switch to the BATTERY position on the refueling/defueling control panel Ensure that the LH and RH refueling indication lights (3) are off.

Ensure that the defueling indication light (5) is off. Set the REFUEL SELECTION switch to the AUTO position. Set the repeater indicator (4) to the necessary fuel quantity. Remove the cap (2 ) from the pressure refueling/defueling adapter assembly (1). Connect the fuel nozzle to the pressure refueling/defueling adapter assembly (1). Open the valve handle on the fuel nozzle. CAUTION: DO NOT EXCEED 50 PSIG. SERIOUS DAMAGE MAY OCCUR TO THE AIRCRAFT. Pressurize the fuel system from 241.32 - 344.74 kPa (35 - 50 psig). Ensure that the LH and RH refueling indication lights (3) are on and there is no fuel flow.

Set the REFUELING switch to the OPEN position and ensure that the LH and RH refueling indication lights ( 3) go off. If the STOP R OVER, STOP L OVER or STOP L/ R OVER message appears on the repeater indicator, immediately remove the fuel pressure that comes from the refueling source and stop the refueling procedure. CAUTION: DURING THE REFUELING PROCEDURE, LOOK AT THE PRESSURE RELIEF VALVE AREA IN THE LEFT AND RIGHT WING TANKS TO SEE IF THERE IS A FUEL OVERFLOW. OVERFILLING CAUSES A FUEL OVERFLOW THROUGH THE NACA AIR INLET AND PRESSURE RELIEF VALVE. IF AN OVERFLOW OCCURS AND THE PRESSURE RELIEF VALVE DOES NOT OPEN, DAMAGE TO THE AIRCRAFT STRUCTURE CAN OCCUR.

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CAUTION: IF FUEL OVERFLOW OCCURS, STOP THE REFUELING PROCEDURES IMMEDIATELY. A MAINTENANCE TECHNICIAN WILL BE REQUIRED TO ACCOMPLISH TASK AMM MPP 05-50-21/601. When you have the necessary fuel quantity, ensure that the LH and RH refueling indication lights (3) come on and the fuel flow stops. Set the REFUELING switch to the CLOSED position.

Close the valve handle on the fuel nozzle. Disconnect the fuel nozzle from the pressure refueling/defueling adapter assembly (1). Install the cap (2) to the pressure refueling/defueling adapter assembly (1).

If you used the POWER SELECTION switch in the BATTERY position , set it back to the NORMAL position and close the switch guard. Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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C. MANUAL MODE REFUELING WARNING: AIRPLANE AND FUELING TRUCKS SHOULD BE PROPERLY BONDED BEFORE ANY REFUELING OPERATION, TO PREVENT THE POSSIBILITY OF FIRE OR EXPLOSION DUE TO DISCHARGE OF STATIC ELECTRICITY. CAUTION: EQUIPMENT MUST NOT BE POSITIONED UNDER WINGTIPS DURING FUELING OPERATION. WINGS ARE DEFLECTED DOWNWARD UNDER FUEL LOAD WITH WINGTIPS BEING DEFLECTED MOST. FUEL TANKS ARE VENTED THROUGH WINGTIPS. DANGEROUS AND/OR EXPLOSIVE VAPOR MAY CONCENTRATE IN THESE AREAS. (FIGURE 3-6)

CAUTION: GROUND EQUIPMENT (LADDERS, STANDS, ETC.) MUST BE POSITIONED A SAFE DISTANCE AWAY FROM THE AIRCRAFT FUSELAGE, AND ENGINES DURING FUELING. AIRCRAFT MAY SETTLE UNDER THE ADDED FUEL LOAD CAUSING AIRCRAFT DAMAGE BY CONTACT WITH GROUND EQUIPMENT. WARNING: DO NOT OPERATE RADAR OR HF SYSTEMS WHILE AIRCRAFT IS BEING REFUELED OR DEFUELED. WARNING: DO NOT START OR SHUTDOWN APU/GPU DURING FUELING OPERATIONS.

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C.I. PROCEDURE
Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DEFUELING. For the following procedure, refer to Figure 3-3. Open the Access door 616HB. If Aircraft AC power source is not available, set the POWER SELECTION switch to the BATTERY position on the refueling/defueling control panel. Ensure that the LH and RH refueling indication lights (3) are off. Ensure that the defueling indication light (5) is off. Set the REFUEL SELECTION switch to the MANUAL position. Remove the cap (2) from the pressure refueling/defueling adapter assembly (1). Connect the fuel nozzle to the pressure refueling/defueling adapter assembly (1). Open the valve handle on the fuel nozzle.

CAUTION: DO NOT EXCEED 50 PSIG. SERIOUS DAMAGE MAY OCCUR TO THE AIRCRAFT.
Pressurize the fuel system with 241.32 - 344.74 kPa (35 - 50 psig). Ensure that the LH and RH refueling indication lights (3) are on and there is no fuel flow. Set the REFUELING switch to the OPEN position and ensure that the LH and RH refueling indication lights (3) go off. When you have the necessary fuel quantity, set the REFUELING switch to the CLOSED position. Ensure that the LH and RH refueling indication lights (3) come on and the fuel flow stops. Close the valve handle on the fuel nozzle. Disconnect the fuel nozzle from the pressure refueling/defueling adapter assembly (1) Install the cap (2) to the pressure refueling/defueling adapter assembly (1).

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If you used the POWER SELECTION switch in the BATTERY position, set it back to the NORMAL position and close the switch guard. Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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D. REFUELING WITHOUT ELECTRICAL POWER D. 1. PROCEDURE


This procedure requires a Maintenance Technician to assist in the fueling process. If the aircraft power is not available, you can use the magnetic level indicators to determine fuel quantity. If no power is available, Overwing Refueling (gravity ) procedure must be used, refer to Section E OVERWING REFUELING (GRAVITY). Use procedure outlined in Section F - REFUELING WITH INOPERATIVE TANK INDICATORS to measure the fuel quantity. The Technician assisting with this procedure will make an entry in the discrepancy section of the logbook indicating the aircraft was refueled without power and record the MLI's (Magnetic Level Indicator) readings.

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E. OVER WING REFUELING (GRAVITY)


WARNING: AIRPLANE AND FUELING TRUCKS SHOULD BE PROPERLY BONDED, TO PREVENT THE POSSIBILITY OF FIRE OR EXPLOSION DUE TO DISCHARGE OF STATIC ELECTRICITY. CAUTION: GROUND EQUIPMENT MUST NOT BE POSITIONED UNDER WINGTIPS DURING TRANSFER OPERATION. WINGS ARE DEFLECTED DOWNWARD UNDER FUEL LOAD WITH WINGTIPS BEING DEFLECTED MOST. FUEL TANKS ARE VENTED THROUGH WINGTIPS. DANGEROUS AND/OR EXPLOSIVE VAPOR MAY CONCENTRATE IN THESE AREAS. CAUTION: GROUND EQUIPMENT (LADDERS, STANDS, ETC.) MUST BE POSITIONED A SAFE DISTANCE AWAY FROM THE AIRCRAFT FUSELAGE, AND ENGINES DURING FUELING. AIRCRAFT MAY SETTLE UNDER THE ADDED FUEL LOAD CAUSING AIRCRAFT DAMAGE BY CONTACT WITH GROUND EQUIPMENT. WARNING: DO NOT OPERATE RADAR OR HF SYSTEMS WHILE TRANSFER OPERATION IS TAKING PLACE. AN EXPLOSION MAY RESULT. WARNING: DO NOT START OR SHUTDOWN APU/GPU DURING FUELING OPERATIONS.

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E. 1. GENERAL
Use the gravity refueling adapter on each wing and the refueling /defueling control panel to do this procedure. Personnel requirements: 1. Overwing refueling will require a minimum of two persons. a) One person is positioned at the overwing fill port. b) A second person must be positioned at ground level to assist the person at the overwing fill port. This person must monitor fuel quantity being added. 2. Hoses must be lifted, not dragged, over the leading edges. a) Handle hoses and fuel nozzles at all times so as to not damage the airplane surfaces. 3. A fuel sample must be taken from the tanker/pump unit. Check for water contamination.

E.2. PROCEDURE
Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DELFUELING. Statically ground aircraft (required for defueling), use one of the 3 options that to ground the aircraft: I. Connect the static cable plug to the grounding point on the bottom of left wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 2. Connect the static cable plug to the grounding point on the bottom of right wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 3. Attach the alligator clip to the right main landing gear grounding point (Figure 3-2) and the other end of the cable to a grounding point. For the LH fuel tank, open the LH gravity fill cap (1). Refer to Figure 3-4. For the RH fuel tank, open the RH gravity fill cap (1). Refer to Figure 3-4. Open the access door 616HB. Set the POWER SELECTION switch to the BATTERY position on the refueling/defueling control panel. Refer to Figure 3-3.

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If the aircraft power is not available , you can use the magnetic level indicators ; Section F REFUELING WITH INOPERATIVE TANK INDICATORS to measure the fuel quantity . Perform procedures outlined in Chapter 2 Section D REFUELING WITHOUT ELECTRICAL POWER Put the fueling nozzle into the gravity refueling adapter (2). Refer to Figure 3-4. Start the fueling operation and monitor the fuel quantity in the tank. NOTE: THE TOTAL FUEL TANKS CAPACITY IS APPROXIMATELY 16000 f (4220 GAL). Remove the fueling nozzle from the gravity refueling adapter (2) after you have the correct fuel quantity in the tank . Refer to Figure 3-4. Set the POWER SELECTION switch back to the NORMAL position and close the switch guard on the refuel ing/defueling control panel. Refer to Figure 3-3. For the LH fuel tank, close the LH gravity fill cap ( 1). Refer to Figure 3-4. For the RH fuel tank, close the RH gravity fill cap ( 1). Refer to Figure 3-4. Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

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IN F.I. GENERAL
Personnel requirements: a) A Maintenance Technician b) Fueler Alternate refueling procedures are not required when the refueling panel indicator is inoperative and the flight deck indicator is operable. Normal fueling procedures will be performed using the flight deck indications. If the flight deck indicator is inoperative, the following methods may be used to service the tank with the inoperative indicator. The magnetic level indicators are installed on the skin of the lower wing. There are three indicators in each wing.

F.2. FUEL MAGNETIC LEVEL INDICATION (MLI) PROCEDURES


Perform procedure A.2. PREPARE AIRCRAFT FOR FUELING/DELFUELING Make sure that the aircraft is de-energized. Do not do other tasks on the aircraft . It will cause errors in the fuel level indication.

Make sure that the aircraft is laterally level: WARNING: MAKE SURE THAT THE LANDING GEAR SAFETY PINS ARE INSTALLED. THIS IS TO PREVENT INJURIES TO PERSONS AND DAMAGE TO MATERIAL. Install the aircraft rigging plumb bob in the LH main landing gear wheel. See Figure 3-7.

Make sure that the aircraft rigging plumb bob reading is from 0.0 to 0.8 pitch and 0.3 roll, on the leveling scale. Push and turn the magnetic level indicator (1) to release it. See Figure 3-8. NOTE: TO FIND THE FUEL QUANTITY IN ONE OF THE WING TANKS, EXAMINE EACH MAGNETIC LEVEL INDICATOR (1) IN THE DIRECTION OF OUTBD TO INBD, UNTIL YOU HAVE ONE THAT IS NOT AT ITS LOWER STOP (0 ON THE CALIBRATED ROD (2)). SEE FIGURE 3-8.

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Refuel the aircraft using instructions given in BI but taking the fuel quantity entering the fuel tanks using the readings of the MLI. Read the calibrated rod (2) and find the related fuel quantity in Section H, Table 3-1 Magnetic Level Indication - Operational Data. Lift the magnetic level indicator ( 1) to its normal position and turn it. Remove the aircraft rigging plumb bob from the LH main landing gear wheel.

Perform procedure A.3. COMPLETION OF FUELING/DEFUELING.

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G. DEFUELINGPROCEDURES G.1. GENERAL


Perform procedure A.2 PREPARE AIRCRAFT FOR FUELING/DELFUELING Statically ground aircraft (required for defueling ), use one of the 3 options that to ground the aircraft: 1. Connect the static cable plug to the grounding point on the bottom of left wing leading edge ( Figure 3-1) and the other end of the cable to a grounding point. 2. Connect the static cable plug to the grounding point on the bottom of right wing leading edge (Figure 3-1) and the other end of the cable to a grounding point. 3. Attach the alligator clip to the right main landing gear grounding point (Figure 3-2) and the other end of the cable to a grounding point. Open the access door 616HB. For the following procedure, Refer to Figure 3-5. Ensure that the Aircraft has external AC power applied. Ensure that the defueling indication light (3) is off. Remove the cap (2) from the pressure refueling/defueling adapter assembly (1). Connect the fuel nozzle to the pressure refueling/defueling adapter assembly (1). Open the valve handle on the fuel nozzle. Set the DEFUELING switch to the OPEN position and ensure that the defueling indication light (3) comes on. On the FUEL CONTROL PANEL, set the XFEED switch as applicable: 1. To defuel both tanks, set the switch to the LOW 2 position or LOW 1 position. 2. To defuel the LH tank, set the switch to the OFF position. 3. To defuel the RH tank, set the switch to the LOW 1 position. Apply suction to the fuel nozzle or set the AC PUMP switches on the FUEL CONTROL PANEL, as applicable:

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1. To defuel both tanks, set the AC PUMP I and AC PUMP 2 switches to the ON position. 2. To defuel the LH tank, set the AC PUMP 1 switch to the ON position. 3. To defuel the RH tank, set the AC PUMP 2 switch to the ON position. After you complete the defueling operation, set the DEFUELING switch to the CLOSED position and ensure that the defueling indication light (3) goes off. Set the XFEED switch to the OFF position. Set the AC PUMP I and AC PUMP 2 switches to the AUTO position. Close the valve handle on the fuel nozzle. Disconnect the fuel nozzle from the pressure refueling /defueling adapter assembly (1) Install the cap (2) to the pressure refueling/defueling adapter assembly (1). Perform procedure A.3 COMPLETION OF FUELING/DEFUELING.

H. RECORDING OF THE FUELING PROCESS H.1. GENERAL


0 The fuel order format has to be filled out as per references given in Supplement I of this manual.

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H. E190 CHARTS
Table 3-1 Magnetic Level Indication - Operational Data
CALIBRATED INDICATOR I INDICATOR 2 ROD II I X11 LITERS US GAL X31 LITERS US GAL 13 0.0 0.2 231 61 2953 780 0.4 251 66 2985 789 0.6 272 72 3017 797 0.8 293 77 3049 805 1.0 315 83 3082 814 1.2 336 89 3115 823 1.4 358 95 3149 832 1.6 380 100 3182 841 1.8 402 106 3216 850 2.0 424 112 3251 859 2.2 446 118 3285 868 2.4 469 124 3320 877 2.6 492 130 3356 887 2.8 515 136 3392 896 3.0 538 142 3428 906 3.2 562 148 3464 915 3.4 586 155 3501 925 3.6 610 161 3538 935 3.8 634 167 3575 944 4.0 658 174 3613 954 4.2 683 180 3651 964 4.4 707 187 3689 975 4.6 732 193 3728 985 4.8 757 200 3767 995 5.0 783 207 3806 1005 5.2 808 213 3846 1016 5.4 834 220 3886 1027 5.6 860 227 3927 1037 5.8 886 234 3967 1048 6.0 913 241 4008 1059 6.2 939 248 4050 1070 6.4 966 255 4091 1081 6.6 993 262 4133 1092 6.8 1020 269 4176 1103 7.0 1048 277 4218 1114 7.2 1075 284 4261 1126 7.4 1103 291 4305 1137 7.6 1131 299 4349 1149 7.8 1160 306 4393 1161 8.0 1188 314 4437 1172 INDICATOR 3 LITERS US GAL 4214 4246 4279 4312 4344 4377 4410 4443 4475 4508 4541 4573 4606 4639 4671 4704 4737 4770 4802 4835 4868 4900 4933 4966 4999 5031 5064 5097 5129 5162 5195 5227 5260 5293 5326 1113 1122 1130 1139 1148 1156 1165 1174 1182 1191 1200 1208 1217 1225 1234 1243 1251 1260 1269 1277 1286 1294 1303 1312 1321 1329 1338 1346 1355 1364 1372 1381 1390 1398 1407 -

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CALIBRATED INDICATOR I INDICATOR 2 ROD 1 1 1 121 LITERS US GAL 3 LITERS US GAL 13 1 1217 321 4482 1184 8.4 1246 329 4527 1196 8.6 1275 337 4572 1208 8.8 1304 344 4618 1220 9.0 1333 352 4664 1232 9.2 1363 360 4710 1244 9.4 1393 368 4757 1257 9.6 1423 376 4804 1269 9.8 1454 384 4851 1281 10.0 1484 392 4899 1294 10.2 1515 400 10.4 1546 408 10.6 1577 417 10.8 1608 425 11.0 1640 433 11.2 1672 442 11.4 1704 450 11.6 1736 459 11.8 1768 467 12.0 1801 476 12.2 1833 484 12.4 1866 493 12.6 1900 502 12.8 1933 511 13.0 1967 520 13.2 2001 529 13.4 2035 538 13.6 2069 547 13.8 2103 556 14.0 2138 565 14.2 2173 574 14.4 2208 583 14.6 2243 593 14.8 2279 602 15.0 2314 611 15.2 2350 621 15.4 2386 630 15.6 2423 640 15.8 2459 650 16.0 2496 659 16.2 2533 669 16.4 2570 679 16.6 2607 689 16.8 2645 699 17.0 2682 709 17.2 2720 719 -

INDICATOR 3 LITERS US GAL

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G R U P O T A C A MAINTENANCE CONSORTIUM

FUELING MANUAL

CALIBRATED INDICATOR 1 LITERS US GAL pi 121 2759 729 17.4 2797 739 17.6 2835 749 17.8 2874 759 18.0 2913 770 18.2 2952 780 18.4 2992 790 18.6 3031 801 18.8 3071 811 19.0 3111 822 19.2 3151 832 19.4 3192 843 19.6 3232 854 19.8 3273 865 20.0 3314 875 20.2 3356 887 20.4 3397 897 20.6 3439 908 20.8 3481 920 21.0 3523 931 21.2 3565 942 21.4 3607 953 21.6 3650 964 21.8 3693 976 22.0

INDICATOR 2 LITERS US GAL iii

INDICATOR 3 LITERS US GAL

1. The maximum error is 5.0% of the reading. 2. This table is valid from 0.0 to 0.8 pitch and 0.3 roll. 3. 1 C is equivalent to 0.26417 gal.

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-mm

2A
Z

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MAINTENANCE CONSORTIUM FUELING MANUAL

L E190 FIGURES

END CONNECTED TO THE SERJ ICING EQUIPMENT OR AT AN APPROPRIATE GROUND POINT

Wing Ground Points

E190 Wing Grounding Points Figure 3-1

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2 WZM MI'Mr

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G R U P O T A C A MAINTENANCE CONSORTIUM FUELING MANUAL

ZONE 741

ZONE 711

Landing Gears Ground Points

E190 Landing Gear Ground Points Figure 3-2

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G R U P O T A C A MAINTENANCE CONSORTIUM FUELING MANUAL

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1. PRESSURE REFUELING+DEFUELING F ADAPTER w

3. -HRH REFUELING INDICATION LIGHTS

4. REPEATER INDICATOR

5. DEFUELING
INDICATION LIGHT

REFUEL SELECTION MANUAL


00 NOT IN TIATE THE REFUELING DE FORE CONFIRMING THAT THE FStF'UEII.ING VALVE IJGN S APE INITIALLY OFI

POWER SELECTIC NORMAL BATTYRY

CLOSED

rLOSED

UE

ING

LH TANK RN TANK

OPEN SELECTED
NCR TK

DECRT
REFUELING

TEST

CLO O
u

Q DEFUELING

REFUELINGOEFUELING CONTROL PANEL

pN a

E190 RefuelIDefuel Panel Figure 3-3

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ZONE 631

FUELING NKZZL.E (PEF)

I. GRAVITY FILL CAP

101

E190 Gravity Fueling Figure 3-4

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G R U P O T A C A MAINTENANCE CONSORTIUM FUELING MANUAL

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I. PRESSURE RUU I ASSE U ADAFTER.4SSEh LY DARTE^ BLY

/ F ^

0 / f ms \

16 FUELING INDICATION LIGH I

REFUELING?UEFUELING CONTROL PANEL

FUEL CQN RG. PANEL

E190 Pressure Defueling Figure 3-5

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G R U P O T A C A

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MAINTENANCE CONSORTIUM FUELING MANUAL

MOVE THE SAFETY AREA TO THE LEFT SIDE OF THE AIRCRAFT WHEN YOU USE THE LH REFUEL / DEFUEL COUPLING i

15m / (5Oft) I

CONLY ON AIRCRAFT WITH A LH REFUEL/ DEFUEL COUPLING)

NOTE : AREA MUST BE KEPT CLEAR TO ALLOW TANKER TO BE WITHDRAWN IN CASE OF DANGER / (CAB FACING OUT)

750 (Soft)

NOTE : ALL SAFETY ZONE CLEARANCES ARE SUBJECT TO CHANGE ACCORDING TO THE LOCAL OR AIRPORT REGULATIONS

E190 Refuel Safety Area Figure 3-6

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WZr
-w.

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G R U P O T A C A MAINTENANCE CONSORTIUM FUELING MANUAL

ZONE 1431

[A]
B
PLUMB BOB CORD ATTACHMENT POINT

AIRCRAFT LEVELING SCALE

E190 Aircraft Leveling Check Figure 3-7

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2a BMip G R U P O T A C A

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MAINTENANCE CONSORTIUM FUELING MANUAL

ZONES 5211621 531!631

1, MAGNETIC LEVEL INDICATOR

TYPICAL

E190 Fuel Magnetic Level Check Figure 3-8