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