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EI 1584 Hydrant pit valves and couplers EI 1529 Aircraft Fuelling Hoses

Nic Mason

Technical Services Manager

Kuwait Petroleum International Aviation Company

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

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Implementation

• All pit valves compliant (by modification or replacement if necessary) by 31st December 2010.

• All pit couplers compliant by 31st December 2011 – but only after all pit valves are compliant.

Implementation

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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

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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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• 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

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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.

Title of Presentation Here

• Any questions?