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FUEL SUPPLY - AIRCRAFT AND FUEL TYPE REQUIREMENTS

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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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GENERAL CHARACTERISTICS OF JET FUEL

should be stored for a long time and cold resistant


should not be sticky
should not have a corrosion effect
should be sufficiently volatile
should have a high flash point
should be resistant for detonation
should have a little rate of emission
should ensure the possibility of usage at any time
should be easily capable of mixing with air

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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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CERTIFICATED FUEL TYPES FOR


CFM56-7B ENGINES
(BOEING 737 SERIES)
JET A, JET A-1, JP-5, JP-8
And any of the approved fuels or any mixture thereof (TS-1, RT).

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JET A and JET A-1


The most common type of fuel around the world is Jet A-1. Jet A-1 is a
kerosene fuel with specification requirements of 38 C flash point minimum,
-47 C freezing point maximum, 775-840 kg/m3 density, and passes thermal
stability at a test temperature of 260 C.
Jet A fuel has a -40C maximum freezing point, while Jet A-1 has a -47 C
maximum freezing point. The other critical properties, such as density,
thermal stability, flash point, viscosity, and combustion properties are
identical for both ASTM D1655 and DEF STAN 91-91. Note that ASTM
D1655 fuel is always listed in the Airplane Flight Manuals (AFM) and Airplane
Maintenance Manuals (AMM) as an approved fuel.

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JP-4 and Jet B (Wide Cut Fuels)


Jet B / JP-4 is mostly used by airplanes and helicopters operating in
very cold climates such as Northern Canada and is only available at
a few military airfields. The freezing point for Jet B is -50 C. JP-4
freezes at60C.
Operators must confirm that the AFM allows the use of wide-cut
fuels before using this fuel type.

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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-2 (1945) / JP-3 (1947-1951)


JP-2andJP-3are obsolete types developed during World War II. JP2 was intended to be easier to produce than JP-1 since it had a
higherfreezing point, but was never widely used. JP-3 was even
more volatile than JP-2 and intended to improve production, but its
volatility led to high evaporation loss in service.

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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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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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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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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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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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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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TS-1 and RT Fuels (Russia and CIS):


(Armenia, Azerbaijan, Belarus, Kazakhstan, Kyrgyzstan,
Moldova, Rusia, Tajikistan, Uzbekistan)
In Russia and in the Commonwealth of Independent States (CIS),
the most common commercial fuel is TS-1 (also known as TC-1).
TS-1 is a low flash, low freezing point kerosene fuel (-60 C).
The other common fuel type in Russia and in the CIS is RT fuel. Its
freezing point is -55C. RT and TS-1 fuels are acceptable for use on
all Boeing aircraft and all engine types. However, operators must be
aware that some Russian and CIS fuel additives are not approved
for use. For information regarding restrictions, refer to the engine
manufacturers documentation for approved fuel.

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No. 3 Jet Fuel (Peoples Republic of China)


In the Peoples Republic of China, the commercial fuel is No. 3 Jet
Fuel per specification GB 6537. Chinese No. 3 Jet Fuel meets the
requirements of DEF STAN 91-91 and ASTM D1655. Therefore,
Chinese No. 3 Jet Fuel is equivalent to Jet A-1. Freezing point is
-47C.

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ENGINE FUEL SYSTEM for BOEING 737-600/-700/-800/-900


CFM56-7 SERIES (AFM Section 1 Page 8)
The approved fuel is designated in the CFM56-7 Series Installation
Manual, as revised. Fuel conforming to Jet A or Jet A1, as specified
in commercial jet fuel specification ASTM-D-1655 is authorized for
unlimited use in this engine. Fuels conforming to JP-5, as specified
in MIL-DTL-5624G, or to JP-8 as specified in MIL-DTL-83133, are
acceptable alternatives. The use of Wide Cut Fuels per Class B of
GE Specification D50TF2, JP-4 or Jet B, is prohibited. The engines
will operate satisfactorily with any of the approved fuels or any
mixture thereof.

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SunExpress
BOEING 737-600/700/800
FUELING PROCEDURE
TRAINING

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This training is prepared as described in


IATA Guidance Material On Standart Into-Plane Fuelling
Procedure
Dated Nov 2007

INTRODUCTION

Certain IATA Member airlines,Oil industry and Into-Plane Fuelling


Companies recognised the need to develop Aircraft Fuelling
Procedures in a standard style and format,particularly when
fuelling company employees began to take over responsibility for
operating the aircraft fuelling system switches from Airlines,with
the goal of ensuring that refuelling would be carried out safely and
accurately.The standardization of the into-plane fuelling operations
would also bring huge cost saving to industry in the training of
fuelling operatives.

INTRODUCTION

To achive these objectives,the IATA Technical Fuel Group


(TFG),formely Aviation Fuel Working Group (AFWG) formed a
Steering Group,of Airlines, Airframe Manufactures and Fuelling
Companies whose mandate was to develop simplified refuelling
procedures to ensure that a standart format can be used for
similar refuelling procedures for the same type of aircrafts

INTRODUCTION

Four different Levels of service have been defined, and simplified


procedures to cover the vast majority of routine refuelling have
been developed for each type of aircraft.

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

Suitable fire extinguishers should be provided and readily accessible.


Do NOT refuel the aircraft if a fire or engine overheat warning is displayed on the flight
deck.

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.

Do NOT fill or change oxygen bottles during the fuelling operation.

SAFETY
A

Do NOT use aircraft combustion heaters.

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.

Ensure procedures are in place if fuelling with passangers on board,embarking or


disembarking.

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.

No Start attempt of the APU is allowed during refuel/defuel task following an


Automatic Shutdown or Failed Start.

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

Within the Fuelling Zone ensure that:


Smoking and use of naked lights is prohibited.
Radios,radio telephones.pagers.torches.lamos and lighting system are intrinsically
safe,or are of an approved type.
Only authorised persons and vehicles are permitted.
No all metal wheel or metal studded tyres are used.
Photographic flash equipment shall not be used within 6 metres of fuelling
equipment and vent points.
All personnel working in or around the aircraft must assume fuelling is taking place
while an aircraft is being prepared for service.
Passengers should not be permitted.
Vehicles engines should not be left running unnecessarily.

CAUTION

- Electrostatic charge may accumulate on the surface of the


aircraft or fuelling vehicle.The aircraft and the fuelling vehicles
must be electrically bonded together throughout the fuelling
operation to endsure that no difference in potential exist
between the units.
- Electrostatic charge may also build up in the fuel during fuelling
and if the charge is of sufficent potential,can cause sparking within
fuel tank.The use of a static dissipater additive in the fuel can
contribute materially to reducing the risk involved. A reduction in
flow rate may be necessary if a static dissipater is not in the fuel.

CAUTION

- Strong winds can also cause a build up of static electricity.Large


charges of static electricity can develop on support equipment
while parking.
- On some aircraft ,changing or removing the electrical power
source during the fuelling operation will close the aircraft fuelling
valves,which can result in damage to the fuelling equipment.

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

Jet-A Jet-A1 Jet-B


Kerosene
20
Max
Neg
0.3
205
Report
Report
300
1.5
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

Flash Point (C)


Min
38
38
Density (15C) Kg/M3
775-840
Vapor Pressure 38C (kPa)
Max
Fluidity Freezing Point (C)
Max
-40
-47
Viscosity @-20C (mm2/S)
Max
8.0
Combustion
Net Heat of Comb.(MJ/Kg)
Min
Luminometer No
Min
45
45
or Smoke Point (mm) Min
25
25
or Naphthalenes
Max
3
3
Corrosion
Copper Strip (2h @100C)
Max

775-840
21
-50
8.0
42.8
42.8
45
25
3
1
1

Stability JFTOT deltaP (mm Hg) Max


25
Tube Color Code
Max
<3
Contaminants Existent Gum (mg/100 mL)
Water Reaction Interface
Max
Water Reaction Separation
Max
Other Conductivity (pS/m)
50-450

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)

Kerosene (paraffin oil)

>3872C (100162F)

220C (428F)

BOEING 737-800
YAKIT KMAL PROSEDRLER

BOEING 737-600/700/800
FUELLING PROCEDURE

The Joint Venture Company of

B737-600/700/800- PROCEDURE

B737-600/700/800- PROCEDURE

1- Position the fuelling


vehicle
2- Obtain the Total Fuel
Figure from the Airline
Representative or crew

B737-600/700/800- PROCEDURE

Right Main Landing Gear

Right Main Wheel Well

3- Bond between the aircraft and fuelling vehicle and ground if required.

B737-600/700/800- PROCEDURE

Right Wing

Fuelling Station

4-Open the AIRCRAFT FUELLING STATION DOOR.


5-Remove the AIRCRAFT FUELLING ADAPTER CAP (if installed )
6-Ensure the couplings of the fuel supply hoses are clean and that the
connection lugs are not damaged or missing.

B737-600/700/800- PROCEDURE

7-Connect fuelling nozzle to the


applicable AIRCRAFT FUELLING
ADAPTER.
8-When fuelling is performed with
hydrant dispenser / servicer
- If applicable, attach lanyard to pit valve
,and extend lanyard on the apron ,such
that it is free of obstructions and readily
accessible.
- Remove any dirt or moisture from the
pit valve adapter and hydrant coupler.
Connect hydrant coupler to hydrant pit
valve
Open hydrant coupler and adapter if it
is manually operated.

B737-600/700/800- PROCEDURE

Valve Position Lights


Valve Open/Close Switches

Quantity Indicators

Indicator test and door switch bypass switch

B737-600/700/800- PROCEDURE

9- Hold the FUELLING INDICATION


TEST SWITCH to ensure indicators
operate correctly.
the fuelling indicators blank for 2
seconds.
- then LED segments go on for 2
seconds. (Sequence continues while
TEST SWITCH is held for 20
seconds.)
release switch
if an internal fault is found the
indicator will show FAIL.

B737-600/700/800- PROCEDURE

10- Push and release the FUELLING


VALVE LIGHTS to test the bulbs.Make
sure each fuelling valve lights comes
on then goes off.
11-Calculate the required value each
tank indicator must show when
correct fuel quantity is loaded; if full
tank is required, set all refuel valve
switch to OPEN
Note:Wings must be full if center tank
is to contain more than 453 kgs

B737-600/700/800- PROCEDURE

12- Set refuel valve switches to each


tank to be refueled to OPEN
13- Activate DEADMAN and start
fuelling.
Note:Check that all FUELLING VALVE
LIGHTS of the tanks to be fuelled come
on.
14- Monitor the FUEL QUANTITY INDICATORS TO ENSURE:
- that the LEFT and RIGHT WINGS TANKS contain similar fuel quantities
- that they do not start to flash
Caution: If INDICATORS flash, STOP fuelling as the tank can be overfilled.
Note:Manually returning of a fuelling valve to OFF position during fuelling will stop
the fuel flow to that TANK at any time

B737-600/700/800- PROCEDURE

15- Monitor vehicle fuelling pressure


whilst fuelling.
Do not exceed 3.45 bar/50 psi/350 kPa
Damage to the aircraft fuel system may
occur if exceeded
16- When the required quantities in each
tank have been reached,set each FUELLING
VALVE SWITCH to the CLOSED positon.
Note : Fuelling valves close automatically
when FULL tanks has been reached.

B737-600/700/800- PROCEDURE
17

Release DEADMAN to stop fuelling

18

Verify that all switches are in the CLOSED position, and if installed, guarded

19

Report any inoperative indicator lights

20

f required, complete the Delivery Reciept and pass one copy to the airline representative or
crew

21

When fuelling has been performed with hydrant dispenser/servicer:


-Close the pit valve if manually operated, then disconnect the hydrant coupler from the hydrant
pit valve and remove lanyard, if applicable

22

Disconnect fuelling nozzle from the AIRCRAFT FUELLING ADAPTER

23

Re-install the AIRCRAFT FUEELING ADAPTER CAP (if applicable) ensuring that it is secure

24

Close and securely latch the FUELLING STATION DOOR

25

Disconnect the bonding cable and grounding cable if used

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