AAB10603 MAINTENANCE

PRACTICES
MAT AZLAN BIN SHAFIE

REFUELING AND
DEFUELING
MUHAMMAD SHAFIQ AFIFI
BIN CHE MADI
53259209225
900626-03-6325
2 BAET 3

CONTENTS

PAGES

INTRODUCTION. . . . . . . . . . . . . . . . . . . .
. . . <1>
-AIRCRAFT REFUELING. . . . . . . . . . . . . . . . . .
1.1
- AIRCRAFT DEFUELING. . . . . . . . . . . . . . . . .
1.2
PROJECT. . . . . . . . . . . . . . . . . . . . . . . . .
. . . . <2>
GENERAL PROCESS. . . . . . . . . . . . . . . . . . . . .
2.1
- REFUELING
PROCESS . . . . . . . . . . . . . . . . . . . 2.2
-REFUELING SIGNALS . . . . . . . . . . . . . . . . . . .
2.3
-AIR-FLIGHT REFUELING. . . . . . . . . . . . . . . . .
2.4

-DEFUELING PROCESS. . . . . . . . . . . . . . . . . . .
2.5
-SAFETY REQUIREMENT
(REFUELING/DEFUELING) . . . . . . . . . . . . . . . .
2.6
CONCLUSION. . . . . . . . . . . . . . . . . . . . . .
. . . . <3>
REFERENCES . . . . . . . . . . . . . . . . . . . . . .
. . . . <4>

AIRCRAF T REFUELING
To supply an aircraft with more fuel.The plane has to be refueled every
thousand miles.The plane need stopped at certain time and condition to be
refuel.
For the military aircraft,there are several types of refuel :
a. Open-Port Refueling.

Open-port refueling is refueling by inserting an automotive-type nozzle

into a fill port of larger diameter. Because the port is larger than the
nozzle, fuel vapors can escape through the fill port during open-port
refueling opera- tions.Airborne dust and dirt, as well as rain, snow, and ice
can get into the fill port during refueling. Spills can also be caused by the
sudden pressure surge that comes when pumping from another nozzle in the
system is completed, throwing the whole pressure of the pump to the
operating nozzle.

b.

Open-Port Hot Refueling.

In combat operations, this operation may be used for helicopters when
the requirements of the tactical mission and the benefits of
reducing ground time outweigh the inherent risks of this method of
refueling.
In noncombat situations, helicopters may be refueled by this method
when there are compelling reasons to do so.

c.

Rapid Hot Refueling.

Aircraft may be rapid (hot) refueled (with engines running), electrical
power on, radios on, weapons system on with safety covers/
guards/switches in safe position, and with any computer systems
operating that would require reprogramming if shut down.

Fuel Truck Operations.

The M49A2C tank truck with a 1,200 gallon stainless steel tank, the M559
tank truck with a 2,500 gallon stainless steel tank, and the M857 semitrailer
with a 5,000 gallon tank are used to fuel Army aircraft

AIRCRAFT DEFUELING
Aircraft often need to be defueled to performing certain types of
maintenance or repairs.
Defueling may be necessary for many reasons, some of which are fuel cell
repairs, removal of external fuel tanks, failure of fuel system components,
and changing fuel loads.

Some older aircraft have one or more defueling valves.

Some residual fuel will often be left in the bottom of the fuel cell
following defueling.
Usually, residual fuel can be emptied or drained through the fuel cell water
drain valves.
When external fuel tanks are defueled, it maybe necessary to insert the
defueling hose in the filler port.
Normally, defueling operations are done outside the hangar and under
controlled conditions.
All shop doors leading into the hangar should be closed. No work should
be done on or around the aircraft during the defueling operation. All sources
of ignition should be prohibited in the area.
There are generally three stages of aircraft defueling:
1. pumping (removing the majority of fuel from the aircraft fuel cells)
2. bottom sumping (removing most of the remaining fuel from the bottom
of the fuel cellstraditionally done by some type of gravity feed)
3. depuddling (which involves removing the small puddles remaining in
the fuel cells).
A number of aircraft defueling systems have traditionally been available to
handle the various stages of aircraft defueling.
Most defueling systems require some type of gravity feed, resulting in low
drain rates and long drain times.Many large aircraft, depending on the
amount of fuel remaining in the tanks, it can take up to several hours to fully
defuel the aircraft using a gravity dependent system.
More recent defueling systems include a vacuum assist to increase the
defueling rate.
Vacuum assist defueling systems can evacuate airplane fuel tanks in a
fraction of the time normally allocated to a gravity system. Nevertheless,
many vacuum assist systems are useful only with specific fuel drain
configurations.
Thus, the use of such vacuum assist systems is limited to certain aircraft and
certain personnel trained to match an inventory of attachments with the
design requirements of fuel drain systems of particular aircraft.

REFUELING PROCESS

After the aircraft parks and its engine or engines are shut down, the
rotor blades are secured, and armaments are set on SAFE, the
sequence of the refueling operation can start.

(a) Check the interior of the aircraft. No one should be aboard

during refueling unless the pilot or copilot are on board to monitor the
quantity of fuel to be loaded
(b) Drive the tank vehicle into position in front of the aircraft.
Do not drive the refueler directly at the aircraft because brake failure
could cause a serious accident.

Figure:At some airports,

underground fuel pipes allow
refuelling without the need for
tank trucks. Trucks just carry the
necessary hoses and pressure
apparatus, but no fuel.

(c) Keep a distance of at least 10 feet between the refueler and

the aircraft. There must be at least 10 feet between the refueler and
rotor blades of a helicopter. Keep a distance of at least 20 feet
between the exhaust pipe of the pump engine (or truck engine) and
the aircraft fill port and tank vent as shown in figure.
Figure:Fuel Truck Backing
Approach

Figure:Refueler and
helicopter

(d) Park the refueler so that it has a clear and open path to
drive away from the aircraft in an emer- gency. Do not detach a tank
semitrailer from its tractor when refueling an aircraft; the tractor must
be ready to pull the trailer away from the aircraft if the need arises.
(e) Stop the refueler engine (unless it pow- ers the pump)
and set the brake. Chock the tires of the refueler and of the aircraft if
appropriate.
(f) Check the fuel in the tank to make sure it is the right
type for the aircraft. Check the sight glass of the filter/separator to
make sure all water has been drained out.

(g) Place the truck fire extinguisher by the pump. Place a

fire extinguisher provided at the refueling point by the aircraft fill
port.
(h) Unreel the ground cable and attach its ground-rod clip to
the nearest ground rod. If refueling where no ground rod is
installed, drive the refueler ground rod into the earth to
the required depth and attach the clip to the rod.
(i) Ground the aircraft by attaching one end of a ground cable
to the ground rod (either the rod that grounds the refueler or a
separate ground rod) and the other end to a bare metal part of the
aircraft.

(j) Bond the nozzle to the aircraft before taking the dust
cap off the nozzle and the cap off the fill port. If the aircraft has a
receiver for the bond plug, use the plug, if not, clip the alligator
clip to a bare metal part of the aircraft.

Figure:Aircraft refueling &

bonding

(k) Open the aircraft fill port and remove the nozzle
dust cap.

(l) Refuel into the oil tank.

(m) Replace the cap on the fill port and then replace the
nozzle dust cap before disconnecting the nozzle bond.
(n) Remove the nozzle bond plug or undo the alligator
clip.Reel up the hose and nozzle.Do not drag the nozzle across the
ground.
(o) Undo the clip that grounds the aircraft Replace the
fire extinguisher used at the nozzle.
(p) Release the clip on the ground rod and reel up the
grounding cable.
Do not drag the cable clips across the ground. If the refueling
operation is over and the refueler ground rod was used, pull the rod up
and stow it in the refueler. Replace the fire extinguisher in the refueler

REFEULING SIGNALS

AIR-FLIGHT REFEULING

Air refueling systems permit complete in-flight or on the ground refueling of

the aircraft fuel system.
1. With the engines operating or external electrical and hydraulic power
applied, the probe is extended by placing the refueling probe switch in
the EXTEND position.
2. This electrically actuates the solenoid selector valve to supply
restricted hydraulic flow to the extend port of the probe-actuating
cylinder.
3. The restrictor valves control the rate of cylinder extension and
retraction. The check valve prevents pressure surges in the hydraulic
return system from unlocking the probe-actuating cylinder during

flight.
4. After disengaging the probe nozzle from the tanker drogue, hold the air
refueling switch in RETRACT to actuate the solenoid selector valve to
supply pressure to the retract port of the probe actuating cylinder,
causing it to retract and lock the probe into place.

5. A cockpit advisory panel transit light goes out whenever the probe is
locked in the extended or retracted position.

6. A probe floodlight, which illuminates the probe tip for visual contact
with the refueling drogue at night, is on whenever the refueling probe
switch is in EXTEND and exterior lights are on.
7. The floodlight goes out when the refueling probe switch is placed in
RETRACT or OFF.
8. Organizational maintenance of the air refueling probe system normally
consists of operational checks, troubleshooting, rigging and adjusting,
and removal and installation of components.
9. To perform an operational check of the air refueling probe system, the
hydraulic system must be pressurized to 3,000 psi, external electrical
power applied, and the in-flight refueling circuit breaker engaged.
10.
Before actuating the system, ensure that all personnel and
equipment are clear of the area of probe travel. The extension cycle
rotates the probe from its stored locked position to an extend locked
position.

11.
Position the fuel probe switch to EXTEND. Check for proper probe
extension and probe locking. If operation of the probe is not smooth,
check for air in the system.

12.
Position the fuel probe switch to RETRACT and check for proper
probe retraction.
13.
The complete extension cycle should be from 5 to 7 seconds,
with the retraction cycle taking from 9 to 11 seconds.
14.
Troubleshooting of the system should include a thorough
knowledge of the malfunction compared to proper system operation
and referral to system schematics and troubleshooting tables provided
in the MIM.
15.
System rigging, component removal and installation, and all
other maintenance should be in accordance with the procedures and
safety precautions outlined in the MIM.

DEFUELING PROCESS

Aircraft defuelings are to be performed in the following sequence:

1. Prior to starting the defuel operation, take samples of the fuel to be
defueled from the aircrafts drains and visually inspect them for
contamination (qualified squadron personnel under the observation of
the driver/operator).
2. Determine the status of the fuel, that is, suspect or nonsuspect (defuel
truck operator). The person requesting the defueling operation will

confirm that the fuel is or is not suspect. Fuel is considered suspect if the
aircraft has malfunctioned and the fuel is believed to have contributed
to the problem or the fuel is thought to be of the wrong type.
3. Determine the amount of fuel to be removed from the aircraft (defuel
truck operator). Again, the squadron personnel requesting the defueling
operation will provide this estimate as part of the official request.
4. Select the defueling equipment to be used, that is, defueler for suspect
product or refueler/defueler for nonsuspect fuel (FMO and station
operator). Always check the remaining capacity of the defueler or refueler/defueler to make sure there is adequate room to hold the fuel being
defueled. In addition, remember that sufficient fuel must be in the defueling
tank to maintain a flooded suction above the anti-vortex splash plate.
5. Position the defueler (defuel truck operator).
6. Verify that the aircraft is spotted properly (all personnel).
7. Check for possible sources of ignition (all per- sonnel).
8. Verify that the defueling request chit corre- sponds to the instructions
from the dispatcher (defuel truck operator).
9. Connect the bonding wire from the defueler to the aircraft (defuel truck
operator).

10. Unload, position, and connect the defuel hose to the aircraft and the
defueling stub on the defueler (plane captain).

11. Start defueling upon signal from the nozzle operator (defuel truck
operator).

12. Adjust the valve downstream of the pump to optimize the defuel rate.
Maximum defuel rate gpm (defuel truck operator). When nearing
completion of the defuel process, very close attention should be paid to the
defuel rate to prevent pump cavitation and/or loss of prime. Discontinue
defueling of an aircraft if pump cavitation is a persistent problem.
13. Upon completion of the defuel operation, se- cure all equipment and
CHECK THE AREA FOR FOD (all personnel).

Figure 1Aircraft Defueling Certificate

SAFETY REQUIREMENT
Gasoline is Dangerous
Gasoline and fuel oils are designed to cause an explosion, preferably in
the engine
Fuel Spills can be dangerous, in addition to being an environmental issue
Fuel fumes can cause nausea
Refuel/Defuel Safely
Always concentrate on the task at hand
NEVER smoke while refueling
Dont refuel/refuel near any open flames
Always turn off the engine
Make sure the fire extinguisher is within reach
Be sure to chock the wheels if you feel the equipment may roll
Dont overfill the fuel tank
On hot days allow for the fuel to expand
Refueling/Defueling Areas
Be sure the area is clearly marked
Always clean up all spills as quickly as possible
Keep an extinguisher close
Make sure that all garbage is picked up and that equipment can easily
enter and leave the area

CONCLUSION
Servicing aircraft with fuel and defueling aircraft requires the utmost
precaution due to the highly flammable characteristics of fuel.
Personnel performing fueling and defueling operations must be thoroughly
maintenance manual. Personnel must also be completely familiar with the
aircraft being serviced. All the procedure should be adhered to at all times.

REFERENCES
1.
2.

CAIP PART 2
http://www.tpub.com/content/aviation

3.http://www.easternsupplies.co.uk
4.www.flight-wood.com
5.http://commons.wikimedia.org/wiki/Aerial_refu
eling
6.New Zealand Qualifications Authority 2006