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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.
b.
c.
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.
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.
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.
(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.
(k) Open the aircraft fill port and remove the nozzle
dust cap.
REFEULING SIGNALS
AIR-FLIGHT REFEULING
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
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).
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