Nic Mason Technical Services Manager Kuwait Petroleum International Aviation Company EI 1584 Hydrant pit valves and couplers EI 1529 Aircraft Fuelling Hoses
EI 1584 Third Edition EI 1584 Third Edition was published in April 2001 and introduced three key changes: Breakaway couplers. Pit valves to survive surge associated with sudden breakaway. Wear gauges for both pit couplers and pit valves.
EI 1584 Third Edition
Implementation All pit valves compliant (by modification or replacement if necessary) by 31 st December 2010. All pit couplers compliant by 31 st December 2011 but only after all pit valves are compliant.
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Compliant Hydrant Pit Valves Compliant Third Edition Pit Valves The following valves have been successfully tested to confirm compliance with EI 1584 Third Edition: Carter - models 60554 and 61654 (pre-2002 models modified as per Carter Product News of September 25 2002) Cla-Val - model 352 GF Zenith - model LO2K100 series Avery Hardoll PVMY 1000 Mark 3 (upgrade kits are required for existing Avery Hardoll PVMY 1000 Mark 1 and Mark 2 valves) Avery Hardoll PVMY 2010 Mark 3 (upgrade kits are required for existing Avery Hardoll PVMY 2010 valves) Whittaker F352 and F353.
Compliant Hydrant Pit Couplers Compliant Third Edition Pit Couplers The following couplers have been successfully tested and in-service trials over a 12 month period have been completed: Carter model 64800 Carter model 64900 Carter model 60700 (no longer supplied) upgraded using Carter upgrade kit KD61525-3 or KD61525-4 as applicable. Carter model 61525 can also be upgraded using Carter upgrade kit KD61525-3 or KD61525-4 as applicable. Meggitt model F239 Meggitt model F250 Meggitt model CC8500 These all include the Whittaker F251 breakaway lower half.
Carter 60900 Pit Coupler Lower Housing changed to provide longer life. Internal Collar Locking Assembly. Three detent pins. Collar Lifting Handle. 17-4 ph Stainless Steel Wear ring.
Meggitt Pit Couplers F239 F250 CC8500
User Issues Carter and Meggitt recommend that their 4 Third Edition Couplers are not used in conjunction with rigid piping assemblies unless there is at least a three foot length of flexible hose between the coupler and the rigid hose. Such assemblies can interfere with the breakaway action of their coupler or contribute to a coupler ejection from a pit valve.
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Non-compliant Igloo
6.5.4 Aircraft fuel adaptor condition check In addition to the aircraft fuelling procedures detailed in sections 6.5.2 and 6.5.3, the following checks and actions shall be taken: Immediately before connection of the fuelling vehicle delivery nozzle(s), the aircraft fuel adaptor shall be checked visually to ensure that it appears to be in good condition with no missing or damaged lugs, loose or missing securing screws, cracks, excessive wear or other obvious damage or contamination. Adaptors affected by any of the above shall be brought to the attention of the airline staff for correction before the fuelling can begin. Fuelling staff shall not attempt to tighten loose adaptors or other aircraft fuelling bay components themselves. No connection shall be made to an adaptor with a missing lug or any other defect including excessive wear. A wear gauge shall be available on site to check the amount of wear to the adapters. (b) After connection and before starting fuel flow, rotate the nozzle handle to the locked position and open the poppet actuation lever. The aircraft adaptor shall be checked that it is secure by attempting to remove the nozzle with the nozzle handle in the locked position. (c) On starting of fuel flow the nozzle to aircraft adaptor connections should be checked to ensure that there are no leaks. Fuelling shall not be carried out from an adaptor to which the coupler does not connect securely, or which leaks. (d) At the end of each fuelling operation the aircraft fuel adaptors should be checked again to ensure that there are no obvious signs of damage, contamination or missing lugs. Any damage found shall be brought to the attention of the airline representative. It is the airline s responsibility to ensure that aircraft fuel adaptors are in good condition and to take appropriate action when damage is reported.
Aircraft adaptor wear gauges
Aircraft Fuelling Hose Specifications User considerations End attachments Service life
Aircraft Fuelling Hose
Aircraft Fuelling Hose Two main international specifications EI 1529 Sixth Edition: 2005 (was API/IP 1529). ISO 1825: 2010. Note that when ISO 1825 was republished in 2010 EN 1361 (formerly BS 3158) was withdrawn.
Aircraft Fuelling Hose EI 1529 has some key requirements that are not included in ISO 1825 (or EN 1361). Grade 1 hoses (mainly used in USA for GA). Cold temperature (CT) hose. Cyclic surge testing of first article end attachments.
JIG Bulletin being drafted to advise of specification changes.
Aircraft Fuelling Hose Scope Use with petroleum fuels having an aromatic hydrocarbon content not exceeding 30%. Operating temperature range of between - 30 C and + 65 C. Operating up to 20 bar maximum working pressure, including surges of pressure which the hose can be subjected to in service.
Aircraft Fuelling Hose Pressure ratings Working pressure 20 bar (300 psi). Proof pressure 40 bar (600 psi). Minimum burst pressure 80 bar (1200 psi).
Aircraft Fuelling Hose Subject heading Line one Line two etc
Aircraft Fuelling Hose Hose application Type B (conductive) not commonly used for fuelling commercial aircraft. Type C (semi-conductive) delivery hoses, hydrant inlet hoses. Type E (conductive) and F (semi-conductive) riser hoses and trailer connection hoses. Type F (semi conductive) regular high flow rate defuelling. Type B and Type E hoses should not be used for into-plane delivery or hydrant servicer inlet hoses. Connections to aircraft or hydrant systems should only be made with Type C or Type F hoses.
Typical Type C hose construction Tube (liner) Carcass Cover
Aircraft Fuelling Hose Spirally wound textile layers are thicker than braiding and makes the hose stiffer. To achieve the required burst pressure four layers are used instead of two braids. The percentage of textiles in this hose is much higher compared to the braided construction.
Aircraft Fuelling Hose The well proven design with braided reinforcements allows light weight and user friendly hoses with burst pressures consistently above 100 bar and ensures solid structure, small elongation and torsion under pressure. The small gaps in the braid ensure excellent adhesion bonding values between the rubber layers.
Aircraft Fuelling Hose Fitting of reattachable end fittings should be done only by a qualified hose distributor or a trained and certified individual.
Aircraft Fuelling Hose
Aircraft Fuelling Hose Wrong: Sloped assembly of Spannloc clamps. Danger: Leaks possible. Correct: Cut hose straight, align hose and clamps during assembly.
Aircraft Fuelling Hose Wrong: Rear (hose side) bolts of Spannloc unevenly tightened. Danger: Front (fitting side) bolts might be damaged when tightened further. Leaks possible. The bonding is weakened. Correct: Proper cross-over tightening of Spannloc bolts according to our assembly instructions. Slightly tighten the front (fitting side) bolts first.
Aircraft Fuelling Hose Wrong: Use of too small hose tail / too small Spannloc clamps. (example: hose DN 40, tail / clamps DN 38) Danger: Hose is compressed too tightly within the bonding area. Hose cover might get damaged. After such an error, do not reuse the clamps. Correct: Use compatible Spannloc clamps. If the incorrect fittings have already bben used, shorten the hose and reassemble with Spannfix / Spannloc clamps of correct size.
Aircraft Fuelling Hose Service life. Hose deterioration will vary with conditions of use, climate and storage conditions however the following are recommended: All aircraft fuelling hoses - maximum two year storage period from date of manufacture. All aircraft fuelling hoses maximum of 10 years from date of manufacture.
Aircraft Fuelling Hose In order to protect the hoses from ozone, the ends of unused hoses must always be tightly sealed with caps or plugs.
Aircraft Fuelling Hose The hose on this picture was only in use for two years; the rubber compound was poor and could not withstand the effect of ozone and UV. This is often due to use of low cost rubber with a high content of filler material.
Aircraft Fuelling Hose Ozone influence will lead to cracks as seen in the photo. These are normally parallel to each other and become enhanced by the expansion of the rubber caused by bending the hose. These typical ozone cracks appear always lateral to the expansion direction. They will considerably shorten the lifespan of hoses.
Aircraft Fuelling Hose In JIG Issue 10, if an aircraft fuelling hose is run over then it has to be replaced.
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