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Place 01, 2010, Slide 1
Deckblatt
FUEL SUPPLY
Jet engines that was developed to replace the use of piston aircraft
engines, made it necessary to use jet fuel instead of gasoline. Jet
fuel is a type of gasoil and defined as kerosene. However,
kerosene is more developed and refined type of gasoil.
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FUEL TYPES
Jet fuels are usually classified as kerosene or naphthatype.Kerosene-type fuels include Jet A, Jet A-1, JP-5 and JP-8.
Naphtha-type jet fuels, referred to as "wide-cut" jet fuel, include Jet B
and JP-4.
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JP-1
JP-1 was an early jet fuelspecified in 1944 by the U.S. government
(AN-F-32). It was a purekerosenefuel with highflash point(relative
toaviation gasoline) and a freezing point of 60 C.
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JP-4
JP-4is akerosene-gasolineblend. It had lowerflash pointthanJP-1,
but was preferred because of its greater availability. It was the
primary U.S. Air Force jet fuel between 1951 and 1995.
ItsNATOcode isF-40. It is also known asavtag. JP-4 freezes
at72.4 F(58C).
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Place 01, 2010, Slide 10
Deckblatt
JP-5 (1952-present)
JP-5is a yellow kerosene-based jet fuel developed in 1952 for use in
aircraft stationed aboardaircraft carriers, where the risk from fire is
particularly great. JP-5 is a complex mixture ofhydrocarbons,
containingalkanes,naphthenes, andaromatic hydrocarbonsthat
weighs 6.8 pounds per U.S. gallon (0.81kg/L) and has a highflash
point(min. 60C or 140F).It is the primary jet fuel for most navies.
Its freezing point is46 C(51F). It does not containantistatic
agents. Other names for JP-5 are:NCI-C54784,Fuel oil no.
5,Residual oil no.5. JP-5's NATO code isF-44.
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Place 01, 2010, Slide 11
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JP-6 (1956)
JP-6is a type of jet fuel developed forGeneral Electric YJ93jet
engine of theXB-70 Valkyriesupersonicaircraft. JP-6 was similar to
JP-5 but with a lower freezing point (-53 C) and improved thermal
oxidative stability. When the XB-70 program was cancelled, the JP-6
specification, MIL-J-25656, was also cancelled.
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Place 01, 2010, Slide 12
Deckblatt
JPTS(1956)
JPTS is a special fuel for the Lockheed U-2 aircraft. It has extreme
thermal stability, low freezing point -53 C, and flash point
temperature min. 43 C. It is specified by MIL-DTL-25524. It is still in
use in the U-2 and newer TR-1 aircrafts. It is a highly refined
kerosene with a CJFA-5 additive.
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Place 01, 2010, Slide 13
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JP-7 (1970)
JP-7was developed for the twinPratt & Whitney J58turbojet/ramjet
engines of theSR-71 Blackbird and has a highflash pointto better
cope with the heat and stresses of high speed supersonic flight. Its
freezing point is -53.9 C.
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Place 01, 2010, Slide 14
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JP-8 (1978-present)
JP-8is a jet fuel with -47 C freezing point, specified and used
widely by the US military. It is specified by MIL-DTL-83133 and
British Defence Standard 91-87. JP-8 is a kerosene-based fuel,
projected to remain in use at least until 2025. It was first introduced
atNATObases in 1978. Its NATO code isF-34.
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SunExpress
BOEING 737-600/700/800
FUELING PROCEDURE
TRAINING
Title
Place 01, 2010, Slide 21
INTRODUCTION
INTRODUCTION
INTRODUCTION
SAFETY
SAFETY PRECAUTIONS PRIOR TO COMMENCING FUELLING
Responsibility
F:Fuelling Company
A:Airline
Ensure the fuelling vehicle and equipment conforms to the relevant,recognised standards
and are subject to a regular maintenence program
Fuel vehicles and systems should be fitted with emergency shut-off mechanism
A/F
All personnel involved in the operation should be aware that during the fuelling
operation;potentially explosive vapour is expelled via aircraft vent points.Electrical
equipment and vehicles with hot parts must not be positioned close to the fuel vents points
A/F
All personnel involved in the fuelling of aircraft should be familiar with how to summon the
Airport Fire Service
A/F
Tank fuellers and hydrant dispensers should have a clear exit path at all times.
A/F
Fuelling shall be suspended when electrical storms are in close proximity.Guidance may
be sought from the Airport Authority,Air Traffic Control or Flight Crew
SAFETY
A
Ensure that there is no equipment below the aircraft,which could cause damage when
the aircrafts descends refuelling.
Ensure that the aircraft wheel chocks have been positioned in accordence with normal
operating procedures.Make sure that their chocks do not touch the tires.The added
fuel weight can cause the tires to compress and subsequently prevent the removal of
the chocks.
Fuelling vehicles should be positioned such that they do not obstruct access to the
aircraft for rescue or fire fighting vehicles or obstruct the evacuation routes,including
chute deployment areas.
When in position,the driver shall not leave the cabin until the parking brakes have
been applied and locked in position.
A/F
A
SAFETY
A/F
Do NOT refuel the aircraft if any part of the landing gear appears unusually hot,e.g. hot
brakes.The Fire service should be called in this event.
A/F
Make sure that the overboard vent lines are not blocked.If they are blocked , damage to
the fuel tanks can occur.
Do NOT refuel the aircraft within 30 m of radar or HFradio equipments that is under test
or operating in aircraft or ground installations.
Do NOT operate the aircraft main engines during the fuelling operations. (except when
following certain procedures)
Do NOT approach the aircraft until the aircraft anti-collision lights have been switched
off and aircraft is chocked.
SAFETY
A
Only checking and limited maintenance work such as the exchange of units shal be allowed
on radio,radar and electrical equipment during fuelling.Installation or remaval of aircraft
batteries or associated equipment should not be allowed.Testing of such equipment should
be deferred until fuelling is completed.
A/F
Ensure procedures are in place stating action required in the event of a fuel spill.Suspend
fuelling immediately if a leakage is observed at the aircraft fuel vent points.
Do NOT start or stop the APU during the refuel/defuel task on aircraft with bodymounted APUs. APU start attempts and shut-downs permitted on aircraft with tailmounted APUs
The following procedures apply to all aircraft types.
SAFETY
A
Normal APU Shut-down must be carried out in the event of fuel spill during a
refuel/defuel task.
If the APU exhaust discharges cross the upper surface of an aircraft wing, overwing
fuelling must not be carried out while the APU is running.
If the APU exhaust discharges to the side or rear of the aircraft,fuelling vehicles
should be positoned to avoid any risk of coming in the path of the exhaust stream.
In the event of fire in the APU,the unit shall be stopped,the APU fira extinguishing
system activated, and the flight crew and/or cabin crew and the Airport Fire Services
shall be alerted.
A/F
In the event of fuel spill,fuelling shall be stopped and the airline representative or
aircraft crew informed immediately.Unload and Shut-down the APU.The APU must
NOT be restarted until the spillage is removed and there in no further risk from fuel or
vapour.
Ground Power Units (GPUs) should not be positioned within 6 metres of fuelling equipment
and vent points.
SAFETY
A
CAUTION
CAUTION
Designation
Fuel Type
3434
Composition
Acidity
Aromatics(vol%)
Max
Sulphur, Mercaptan (wt%)
or Doctor Test
Neg
Sulphur, Total (wt%)
Max
VolatilityTemp 10% Rec (C)
Max
Temp 20% Rec (C)
Max
Temp 50% Rec (C)
Max
Temp 90% Rec (C)
Max
Final BP (C)
Max
300
Residue (vol%) Max
1.5
Loss (vol%)
Max
1.5
Max
20
.003
Neg
.3
205
0.1
20
.003
Kerosene
Wide Cut
0.1
.003
.3
145
Report 190
Report 245
1.5
1.5
775-840
21
-50
8.0
42.8
42.8
45
25
3
1
1
25
<3
7
7
1b
1b
2
2
50-450
25
<3
Max
1b
2
50-450
751-802
42.8
Flash Point
Flash Point : Flash point is the lowest temperature at which
a flammable liquid evolves sufficient vapor to form an
ignitable mixture of those vapors in air.
Fuel
Flash point
Autoignition
temperature
Ethanol
12.8C (55F)
365C (689F)
Gasoline (petrol)
<40C (40F)
246C (475F)
Diesel
>62C (143F)
210C (410F)
Jetfuel
>38C (100F)
210C (410F)
>3872C (100162F)
220C (428F)
BOEING 737-800
YAKIT KMAL PROSEDRLER
BOEING 737-600/700/800
FUELLING PROCEDURE
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
3- Bond between the aircraft and fuelling vehicle and ground if required.
B737-600/700/800- PROCEDURE
Right Wing
Fuelling Station
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
Quantity Indicators
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
B737-600/700/800- PROCEDURE
17
18
Verify that all switches are in the CLOSED position, and if installed, guarded
19
20
f required, complete the Delivery Reciept and pass one copy to the airline representative or
crew
21
22
23
Re-install the AIRCRAFT FUEELING ADAPTER CAP (if applicable) ensuring that it is secure
24
25