2024.02.29 FTS-R Final

Fuel Tank Safety – Recurrent
07 MAR 2024
FUEL TANK SAFETY

Recurrent Training
1
SAFETY BRIEF
2
FUEL TANK SAFETY
DETAILED TRAINING AND

ENHANCED AIRWORTHINESS
PROGRAM EASA DECISION NO
2009/007/R ABBREVIATIONS
3
INTRODUCTION OF THE SFAR 88
TWA Flight 800

BACKGROUND INFORMATION Twenty minutes after taking off from New York‘s JFK International Airport on
General July 17, 1996, Paris−bound TWA Flight 800 exploded. All 230 passengers
were most likely killed from what medical examiners described as
Since 1959 there have been 17 fuel tank ignition events, ”phenomenal whiplash”.
resulting in: It is widely accepted that an explosion in the central fuel tank of the aircraft
caused its destruction. However, it is unclear exactly what caused this
• 542 fatalities explosion. Researchers examined retrieved parts of the airplane and other
• 11 hull losses similar models to seek explanations for Flight 800‘s explosion. It has been
• 3 others with substantial damage billed as the longest and most expensive accident investigation in American
aviation history.
Causes There were several factors that made TWA Flight 800 a ticking time bomb.
The two key factors that contributed to the dangerous environment for the 25
• 3 unknown
year−old Boeing model 747−131 were the condition of the aircraft‘s electrical
• 4 caused by external wing fires hardware and the presence of a highly explosive fuel−air ratio in the central
• 4 electrostatics fuel tank.
After arriving at JFK International Airport from Athens, Greece, the plane sat
• 2 lightning
on the ground for four hours with the air conditioning units operating before
• 2 pumps or wiring suspected departing for Paris at 8:19 p.m.. The plane exploded 20 minutes later, while
• 1 by small bomb ascending at 13,760 ft.
The central fuel tank, which is capable of holding 13,000 gallons of jet fuel,
• 1 maintenance action only contained 50 gallons at the time it exploded, meaning that it was less
than one−half percent full. TWA Flight 800 was using Jet A fuel, which is most
commonly used for commercial jets. The central fuel tank is located on the
underside of the fuselage, directly between the wings.
4
Figure 1 Background for the Introduction of the SFAR 88
5
THAI B737−400
On March 2001, a B737, operated by Thai Airways, was destroyed by an explosion

and fire at Bangkok International Airport, Thailand.
After investigation, the NTSB has determined that the center fuel tank exploded,
shortly after the main fuel tanks were refueled. The cause of the explosion was the
ignition of the flammable fuel/air mixture in the center fuel tank. The source of the
ignition energy for the explosion could not be determined with certainty, but the most
likely source was an explosion originating at the center tank fuel pumps.
NOTE: The pumps were operating dry (no fuel passing through them) at the time of the explosion!
6
The pumps were operating
dry (no fuel passing through
them) at the time of the
explosion!
Figure 2 Thai 737−400 Fuel Tank Explosion

7
ACCIDENT FINDINGS
WHAT CAUSED THE CRASH OF TWA 800?
The National NTSB (Transportation Safety Board) considered TWA 800 the ”most The presence of sharp metal shavings, which can be attributed to drilling, can strip
extensive and encompassing accident investigation ever undertaken by the safety insulation away from wires. As a result, the core conducting wires become exposed and
board.” The NTSB determined that the probable cause of the TWA Flight 800 accident enhance the likelihood of a spark. Exposed wires that are coated with „syrup“ or metallic
was an explosion of the CWT (Center Wing Fuel Tank), resulting from ignition of the drill shavings can be dangerous because either substance can act as a conductor.
flammable fuel/air mixture in the tank. The source of ignition energy for the explosion Consequently, substances such as these could function as a base point for an electric
could not be determined with certainty. arc, which could ignite the contents of a fuel tank. The NTSB initiated simulations with
However, of the sources evaluated by the investigation, the most likely was a short circuit these conditions to see if it was possible to create an electrical arc. In one rare case,
outside of the CWT that allowed excessive voltage to enter through electrical wiring when bare wires were bundled close to each other, an arc was created.
associated with the fuel quantity indication system.
Autoignition
The Ignition Source
Another possible source of ignition is from the terminals of the FQIS wires in the
Upon realizing that the central fuel tank of TWA Flight 800 exploded and that the central fuel tank on which copper sulfide can build up. This phenomenon has been
explosion was not likely by a bomb, the NTSB focused on finding the source of ignition. observed in aging electrical systems, and is a result of the natural deterioration of
However, after scrutinizing all of the recovered wreckage, which accounts for over 95 % wiring. The buildups can become sources of localized heat. This can cause a threat
of the plane, they found nothing to support any plausible theory of ignition. The because of autoignition. If the localized heat source is hot enough, the fuel around it
investigation focused on examining the electrical wiring near the central fuel tank, which may reach a temperature at which it will automatically ignite.
consists largely of wiring for the FQIS (Fuel Quantity Indicating System) and for control
Another theory of how autoignition could have occurred within the central fuel tank of
of the fuel pumps. Unfortunately, most of this wiring was burned or damaged from the
TWA Flight 800 involves the scavenger pump and faulty check valves. The scavenger
explosion, thus hindering an analysis into the role that it could have played in causing
pump is a possible source of ignition because it resides within the central fuel tank.
the explosion. However, this did not leave the NTSB completely in the dark concerning
NTSB officials believe that fuel was being transferred between tanks when the
ignition sources. Electrical arcing and autoignition are two source theories that were
explosion occurred, suggesting that the scavenger pump in the central fuel tank was
tested by the NTSB.
operating. If the scavenger pump was operating and its check valve was too tight, it
Electrical Arcing may have allowed only fuel, and not vapor to pass through it, resulting in a
In search of answers to the question of ignition, the NTSB conducted an investigation into concentration of vapor around the check valve of the scavenger pump. The vapors
the state of electrical wiring in operational Boeing 747s and similar models from other have a lower autoignition temperature than the liquid and the pump is a significant
manufacturers to see if a spark could occur in the central fuel tank. The findings from this source of energy that could become hot enough to cause autoignition of fuel vapor.
investigation were discouraging.
Between May of 1997 and July of 1998, the NTSB examined a number of
existingjets, of which many were old, reaching ages up to 27 1 /2 years old. Findings
include „sharp metal shavings both on and between wire bundles“, and three−quarter inch
coatings of lint on wires, what NTSB investigators describe as syrup: a sticky combination
of spilled beverages, leaking water and lavatory fluids, dust and other materials that build
up over years of service.
8
Requirements for ignition of flammable vapors
An ignition source that is:

- Not submerged in fuel, and
- Of sufficient energy
Ignition Source
ELECTRICAL ARCING
FUEL AIR
Fuel and Air combined in the right

proportions (flammable mixture)
DRILL SHAVING AND CONTAMINATION ON WIRE BUNDLES
Figure 3 Accident Findings
9
CONSEQUENCES
AIRCRAFT FUEL SYSTEM SAFETY PROGRAM (AFSSP)

(Refer to: Aircraft Fuel System Safety Program Report prepared by the International
Aviation Industry, August 4, 2000)
In wake of the tragic TWA Flight 800 accident the collective realization emerged that additional
information needed to be gathered regarding the condition of airplane fuel tank systems in the
world fleet. Consequently, the industry in 1997 committed itself to assessing the state of the
inservice fleet around the world. To accomplish this ambitious goal, the AFSSP (Aircraft Fuel
System Safety Program) was formed. Participants in this voluntary industry program include
present and past turbine−powered airliner manufactures, airlines, industry organizations, and
airworthiness authorities from around the world. The following excerpt outlines the goals of the
AFSSP:
“The industry is fully committed to enhancing aviation safety and believes that efforts should be
based on facts. The data available at this time indicates that the best prevention strategy
should focus on improvements - design, operation, or maintenance - to enhance fuel tank
systems.Therefor the industry plans to voluntarily undertake either a sampling of high−time
aircraft or major fuel tank inspection programs to verify
• the integrity of wiring and grounding straps;
• the condition of fuel pumps, fuel lines and fittings; and
• the electrical bonding on all equipment.
The inspection program will not be limited to the Boeing 747; rather, Airbus, Boeing, Lockheed
Martin, and McDonnell Douglas have agreed to jointly sponsor a program that covers all of
their respective models. In addition, the airlines represented by the ATA, AEA, and the AAPA
have agreed to participate in these inspections. The inspection programs findings will be
coordinated through the international industry fuel tank inspection task forces. The industry
proposes that task force participation include the FAA and international authorities. Subject to
agreement with the authorities, the industry would propose to share findings and plans with the
public on a timely basis.“
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CONSEQUENCES (Cont.)
AIRCRAFT FUEL SYSTEM SAFETY PROGRAM (AFSSP)

The following mission statement was developed by the AFSSP to guide and focus the efforts of this program:
“Through worldwide industry collaboration, take appropriate action to ensure, maintain and enhance the safety of fuel systems
throughout the life of the aircraft.“
In the Aircraft Fuel System Safety Program Report prepared and issued by the International Aviation Industry August 4, 2000 the
following statements are given among others under paragraph:
6. Actions and Recommendations
...
Based on AFSSP findings, the industry recommends additional training for manufacturing and maintenance personnel, and will be
reviewing or modifying the existing fuel system maintenance practices to:
• Substantiate the integrity of bonding straps through
– Long−term periodic visual/tactile inspection to verify bond integrity
– Enhancements to existing maintenance instructions for bonding jumper maintenance and replacement
• Provide periodic inspection criteria for FQIS (Fuel Quantity Indicating System) wiring and components that are more detailed to
better define conditions and items to be inspected during general tank inspections.
• Provide for the periodic in−situ inspection of fuel pumps and associated wiring, fuel lines,
and fittings.
The following items are presently part of the periodic heavy maintenance or structural inspections that are already being
conducted, so no change to existing practices is recommended.
– Inspection for foreign object debris.
– General tank condition.
However, findings outside of this inspection program have shown that improper repair or
maintenance of fuel system components can lead to safety issues.
Therefore, the industry believes it is critical to have well−documented maintenance procedures and qualified repair stations
and personnel maintaining fuel system components to ensure that design integrity is maintained.
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Official Report:
„The probable cause of the TWA Flight 800 accident was an explosion of
the center fuel tank (CWT)... neither the energy release mechanism nor
the location of the ignition inside the CWT could be determined from the
available evidence.“
National Transportation Safety Board(NTSB)-2000
Figure 4 TWA Flight 800 accident

12
REGULATION AIRWORTHINESS DIRECTIVES ISSUED
General
As a result of this accident, multiple ADs (Airworthiness Directives) on multiple models were This EASA Airworthiness Directive mandates the Fuel Airworthiness
issued. Limitations CDCCL(Comprising maintenance/inspection tasks and Critical
Design Configuration Control Limitations) for the type of aircraft, that resulted
from the design reviews and the JAA recommendation and EASA policy
BACKGROUND statement mentioned above.
Subsequent to accidents involving Fuel Tank System explosions in flight (Boeing 747−131 flight
TWA800) and on the ground, the FAA (United States Federal Aviation Administration) published
Enhanced Airworthiness Program
Special Federal Aviation Regulation 88 (SFAR88) in June 2001. SFAR 88 required a safety
review of the aircraft Fuel Tank System to determine that the design meets the requirements of The FAA and EASA have indicated that operators must train their
FAR maintenance and engineering personnel regarding the changes brought about
§ 25.901 and § 25.981(a) and (b). by SFAR 88.
A similar regulation has been recommended by the European JAA (Joint Aviation Authorities) See EASA ED Decision No 2009/007/R of the Executive Director of the
to the European National Aviation Authorities in JAA letter 04/00/02/07/03−L024 of 3 February Agency.
2003. The review was requested to be mandated by European National Airworthiness
Authorities using JAR § 25.901(c), § 25.1309.
In August 2005 the EASA (European Aviation Safety Agency) published a policy statement
on the process for developing instructions for maintenance and inspection of Fuel Tank
System ignition source prevention that also included the EASA expectations with regard to
compliance times of the corrective actions on the unsafe and the not unsafe part of the
harmonised design review results. On a global scale the TC (Type Certificate) holders
committed themselves to the EASA published compliance dates (see EASA policy
statement). The EASA policy statement was revised in March 2006 resetting the date of 31
December 2005 for the unsafe related
actions to 1 July 2006.
Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been
shown to have failure mode(s) associated with an “unsafe condition“ as defined in FAA‘s memo
2003−112−15 “SFAR 88 - Mandatory Action Decision Criteria“. These are identified in Failure
Conditions for which an unacceptable probability of ignition risk could exist if specific tasks
and/or practices are not performed in accordance with the manufacturers requirements
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Fuel System Safety Compliance Data
AIRWORTHINESS DIRECTIVES ISSUED
Phase One June 6, 2001
SFAR Rule SFAR 88 Rule became effective.
Implementation Applicable TC, STC holders had
to comply by December 6, 2002
Phase Two June 6, 2001

FAR Rule FAR Parts 25,91,121,125,129 amended
EASA
Implementation to require instructions for maintenance
and inspection of the fuel tank system
FAA had to be incorporated into the operators
Maintenance Program and be FAA
approved by June 7, 2004
Enhanced The FAA and European Aviation Safety

Airworthiness Agency (EASA) have indicated that
Program. operators must train their maintenance
Covering Phase 1+2 and engineering personnel regarding the
and Continuation changes brought about by SFAR 88.
Training March, 2009
EASA DECISION
NO 2009/007/R
Figure 5 Fuel System Safety Compliance Data

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CONSEQUENCES FOR MAINTENANCE AND OVERHAUL
Requirements on the Maintenance and Overhaul Personnel
Engineering Engineering
Modifications of existing systems Reassessment and revision in the
and introduction of new maintenance and overhaul
technologies for the fulfillment of the program and in the documents
SFAR 88 specifications
Employee at aircraft
Awareness of problems in the
working areas of “Fuel Vapor“ and
“Wiring“
Figure 6 Requirements on the Maintenance and Overhaul Personnel
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FUEL TANK SAFETY
Modifications of existing systems
and introduction of new technologies for the fulfillment of the SFAR 88 specifications
Specific control specifications are demanded in the aircraft documentation. Possible damages
can be discovered at SFAR 88 relevant components and system components.
Example:
Fuel Pumps
– Internal components of the “stator wiring“ as a source of spark discharge.
– Damages at external cables and corroded connections as a source of spark formation.
– Avoidance of “fuel pump“ operation in empty fuel tanks.
Fuel Quantity Indication System

– Faulty insulation of the cables and corroded connections.
– Unprotected laying of FQI cables together with high voltage lines.
Fuel Quantity Indication Probes

– Contaminations in the fuel tanks produce a risk of short circuits.
Bonding Straps
– Failure because of corrosion or improper fastening.
– Failure because of mechanical wear and tear due to movements.
Pneumatic system failures

– Due to leakages of the “pneumatic system“ the components of the fuel tanks are heated up.
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FUEL TANK SAFETY
Reassessment and revision in the maintenance and overhaul program and in the documents
Selection of available and scheduled changes in the maintenance specifications for
“fuel tank maintenance“ and “inspection“:
Improved instructions for the topic “bonding“, as well as regular “bonding checks“.
Leakage inspection at the fuel center tank and condition of the “vapor seals“ and “drip shields“.
Execution of “FQI probe gap check“ before closing fuel tanks.
Execution of „bonding check“ and “control of foreign objects“ before closing fuel tanks.
Leak check after disturbances at a “hot air duct“ nearby fuel tanks.
Maintenance and overhaul on “fuel pumps“ only in accordance with CMM.
Measures for avoiding dry running of “fuel pumps“ in accordance with AMM.
A redundant lay−out in safety relevant areas of “bonding straps“.
In SFAR 88 relevant areas an increased execution of “double checks“.
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FUEL TANK SAFETY
CONSEQUENCES FOR MAINTENANCEAND OVERHAUL
AIRBUS BOEING
Fuel Airworthiness Limitations (FALs) Airworthiness Limitations (AWLs) and

Certification Maintenance Requirements (CMRs)
− A318/A319/A320/A321 Doc. 95A.1931/05 Maintenance Planning Data (MPD)
− A300−600 Doc. 95A. 1929/05 − B737−100/200/200C/300/400/500 Doc. D6−38278−CMR
− A310 Doc. 95A. 1930/05 − B747−100/200/300/SP Doc. D6−13747−CMR
− A330 Doc. 95A. 1932/05 − B747−400 Doc. D621U400−9
− A340 Doc. 95A. 1933/05 − B777 Doc. D622W001−9
− B757/B767
DOUGLAS Lufthansa Technik Internal Documents
Trijet Special Compliance Items Report Lufthansa Technik Standard Practices Manual
– LHT-SPM Approved by FRA WE
− MD11 Doc. MDC-02K1003
ATR
Airworthiness Limitations (AWLs) and

Certification Maintenance Requirements (CMRs)
– ATR42 MRB Rev.10 Part02
– ATR72 MRB Rev.14 Part02
Figure 7 Documentation to implement the SFAR 88
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FUEL TANK SAFETY AIRWORTHINESS
LIMITATIONS
AIRWORTHINESS LIMITATIONS
INTRODUCTION
This SFAR 88 rule required manufacturers to enhance airplane maintenance programs to The AWLs for each model have been released in the appropriate
maintain design features that are necessary to prevent an ignition source in the fuel tanks. maintenance documents for each model. The documents, by model, are
The result of this effort was the incorporation of several AWLs (Airworthiness Limitations) listed in the training information attachment. AWLs are expected to be
for Boeing, and FALs (Fuel Aiworthiness Limitations) for Airbus into maintenance program mandated by FAA Airworthiness Directives. Operators should pay
documents. particular attention to AWLs during modifications, as SFAR 88 imposes
These AWL‘s are divided into two categories: a more significant regulatory approval burden on ALI/CDCCL changes
• CDCCL (Critical Design Configuration Control Limitations) for Boeing and Airbus: than many other maintenance program changes. All changes to a
– These are critical fuel system design features which must be maintained in order to CDCCL or ALI or a procedure involving a CDCCL or ALI must be
minimize the creation of a fuel tank ignition source. CDCCLs are identified in the AMMs, approved by the appropriate regulatory office. The relevant authority
CMMs, and Special Compliance Items document (for Long Beach models). Some varies by country and model.
examples of CDCCLs are the bonding and grounding of fuel system components, and
the routing of fuel system wiring.
• ALIs (Airworthiness Limitation Inspections)only for Boeing:
– These are repetitive inspections which are required to help ensure that components
which are subject to degradation or damage do not deteriorate to the point where they
may fail and create an ignition source in the fuel tanks. Some examples of ALIs are
verification of fault current bonds, and inspection of wiring insulation and clamping.
• ALIs (Maintenance / Inspection Tasks) only for Airbus:
– These tasks must be included in an operator‘s approved maintenance program/
schedule. The task interval may be quoted in any usage parameter (FH, FC or
Calendar Time) depending on the cause of potential degradation that, if not detected
and addressed, could lead to an unacceptable risk.
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LIMITATIONS
Fuel System Airworthiness Limitations Fuel Airworthiness Limitations

(AWLs) (FALs)
Airworthiness Limitation Instructions (ALIs) Maintenance/Inspection Tasks (ALIs)
Critical Design Configuration Control Limitations (CDCCL)

(Airbus / Boeing)
What do the “Airworthiness Limitation Instructions“ (ALIs) say?

In terms of SFAR 88, an „Airworthiness Limitation Item“ is a mandatory maintenance or inspection of the fuel system that
can include „Critical Design Control Configuration Limitations“.
In addition, further required actions can be performed to ensure that unsafe conditions do not occur and are not introduced
into the fuel system as a result of maintenance actions, repairs or alterations throughout the operational life of the aircraft.
ALI‘s are controlled according to a fixed interval. This can be “Flight Hours“, „Flight Cycles“ or “Calendar Time“.
What do the “Critical Design Configuration Control Limitations“ say?

A CDCCL is a “Fuel Airworthiness Limitation“, and a requirement to preserve a critical ignition source prevention feature
of the fuel system design.
CDCCL‘s are necessary to prevent the occurrence of an unsafe condition of the aircraft identified by the SFAR 88.
Possible ignition sources for example can be present by a change of the original configuration of the “fuel vapor area“ or at
components of the “fuel system“ after performing Alterations, Repairs or Maintenance actions
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FUEL AIRWORTHINESS LIMITATIONS EXAMPLE
EXAMPLE OF AIRBUS FUEL AIRWORTHINESS LIMITATIONS

Fuel Airworthiness Limitations
(FALs)
Maintenance / Inspection Tasks Critical Design Configuration Control Limitations

(ALIs) (CDCCL)
Customer Services Directorate

A340 Fuel Airworthiness Limitations
SECTION 2
SECTION 1
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS
MAINTENANCE / INSPECTION TASKS
Figure 8 Example of Airbus FALs 21

LIMITATIONS
Selection of Airbus “Critical Design Configuration Control Limitations“

SECTION 2
CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS
TASK 28−42−16−400−801
Figure 9 Example of A340 Removal/Installation Center Tank Middle-FQI-Probe

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FUEL TANK SAFETY
FUEL CHARACTERISTICS
TYPES OF TURBINE ENGINE FUEL
Turbine engine fuels used for jet engines are kerosene type
fuels which are closely related to diesel gasoline.
There are 4 main types of turbine engine fuel. These are called
• Jet A1,
• Jet A,
• Jet B and
• JP 5
Figure 11 Types of Engines Fuel
23
FUEL TANK SAFETY
Types of Turbine Engine Fuel (cont.)

The fuel types differ in their main characteristics.
Jet A1 is the most commonly used fuel type for jet engines in Europe.
This fuel type is reasonably safe for you to handle because it has a high flash point of plus 38 C and a low freezing point of minus 47 C.
The American name for this type of fuel is JP 1A.
Jet A is the most commonly used fuel type for jet engines in America.
It is very similar to Jet A1 with the same high flash point of plus 38 C but with a lower freezing point of -40 C. In the USA this fuel is also
called JP 1.
Jet B fuel is mainly used for military jet engines.

Theoretically, it can also be used for civil aircraft engines but Jet B has an extremely low flash point of minus 20 C to provide good ignition
capabilities. This means it requires extreme care in handling. Jet B has a very low freezing point of minus 60 C. The American name for
this type of fuel is JP 4.
JP 5 is another type of military jet fuel.

It is preferred by the military on aircraft carriers because its very high flash point of plus 65 C makes it very safe for handling. JP 5 has a
relatively low freezing point of minus 48 C.
You must record the type of fuel used when refueling. This is important, because each type of fuel has different handling and operating
characteristics.
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FUEL TANK SAFETY
Figure 12 Fuel Main Caracteristics
25
FUEL TANK SAFETY
CHARACTERISTICS OF TURBINE ENGINE FUELS
The main requirements of turbine engine fuels are a low freezing point and a flash point low enough to provide good ignition capabilities but as
high as possible for safe fuel handling.
Turbine engine fuels must also have a low tendency to vaporize in high flight altitudes.
Engine fuels need to be widely available all over the world and must have a low tendency to carry water.
Different fuels have different freezing points depending on their composition.
The freezing point is the temperature at which some elements of the fuel start to crystallize and the fuel flow slows down. The required freezing
point of fuel for turbine engines should be below minus 40 Celsius.
The flash point of fuel is the lowest temperature at which the fuel creates just enough vapors to build up a fuel/air mixture that can be inflamed.
To reduce any fire hazards, the flash point of the fuel used for civil aircraft should be as high as possible. If the flash point is reached, the fuel/air
mixture burns, but if the external flame is removed, the fuel/air mixture extinguishes.
The volatility is another very important characteristic of jet fuels. Volatility of fuel is its ability to vaporize. A highly volatile fuel is very desirable for
engine starts in cold weather and in flight, and fuel with low volatility is desired to eliminate vapor lock and to reduce fuel losses by evaporation.
Jet fuel, like all other fluids vaporizes if the ambient pressures decreases. The higher you fly the more the ambient pressure decreases. Ambient
pressure decrease causes fuel to vaporize.
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FUEL TANK SAFETY
Figure 13 Fuel Characteristic

27
FUEL TANK SAFETY
CHARACTERISTICS OF TURBINE ENGINE FUELS (cont.)
Another very important characteristic of fuel is its density. This is the

ratio between mass and volume. This ratio changes with the fuel
type and fuel temperature.
Jet A1 and Jet A have the same density of 0.81kg/ltr. at a

temperature of 15° C.
Figure 14 Fuel Density
28
FUEL TANK SAFETY
CHARACTERISTICS OF TURBINE ENGINE FUELS (cont.)
Other requirements on jet engine fuels are that it must be readily available so that the airlines
can get the same fuel type all over the world. It must have adequate lubrication capabilities for
the moving parts in the fuel system, and the fuel must have a low tendency to hold water to
minimize water contamination problems.
29
FUEL TANK SAFETY
Figure 15 Fuel Requirements

30
FUEL TANK SAFETY
ACCIDENT BOARD RECOMMENDATIONS
RECOMMENDATIONS TO MINIMIZE IGNITION SOURCES
The odds of one of these conditions causing the fuel to ignite in the central fuel tank
are slim, but they still must be prevented from ever occurring. One key area for
prevention is by regularly inspecting the wiring. Stripped insulation, which can lead to
arcing, and copper sulfide buildup on FQIS terminals, which can create autoignition,
would be discovered and be fixed. Inspectors should examine check valves and
localized heat sources within the scavenger pump. Also, a cleaner environment
should be maintained around the central fuel tank to prevent the buildup of possible
conducting agents such as drill shavings and “syrup“. Finally, the risk of arcing could
be reduced if more durable insulation that covers electrical wiring is installed in new
and old commercial airlines. This improvement may be especially important, as the
average age of operational planes is steadily increasing.
There were numerous recommendations, which primarily involve the following:
• Reduce fuel tank flammability.
• Minimize fuel tank ignition sources.
• Re−evaluate airplane design and certification standards.
• Re−evaluate maintenance and aging of aircraft systems.
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FUEL TANK SAFETY
Fuel Tank Ignition Source
Consideration
INTERNAL
IGNITION SOURCES
ELECTRICAL ELECTROSTATIC
PUMPS COMPONENTS OR LIGHTING
Electrical Fuel Level Temperature Fuel Redundant

Power Impeller/Inlet Sensor Probe Quantity Bond Paths
Indication
Wiring Fault Auxiliary Main Feed Separated & Fault Periodic

outside of Protected Tank Tank Shielded Protected Integrity
Tank Check
Protected Pump Arc/Ground Isolation

Housing Pump Inlet Pump Inlet Transient Fuel
from Arcing Burnthrough Fault Circuit Covered Covered Protection Quantity
into Tank? Protected Protection Transmitter
Flame Arrestor in Ejector Pump Auto Inlet Inlet

Motor Driven Scavenge Shut-Off Enclosed in Enclosed in
Scavenge Pump Collector Cell Collector Cell
Figure 16 Internal Ignition Source Consideration
Accident Board Rec.|L1 32

FUEL TANK SAFETY
Fuel Tank Ignition Source Consideration
EXTERNAL
IGNITION SOURCES
Affects of Wiring
Surface Arc into routed outside of
Heating Tank Tank on Wiring
entering Tank
External Fire in Electrical

Pneumatic EMI Induced
Ducting Zones adjacent Wiring Hot Short
to Tank Transients
protected GFI?
Auto Duct Leak Electrical Electrical

Shut-Off Detection Power Wiring Connectors
Meet IVT
Pump
Wiring
Connectors
Standard?
Fail Safe Sealant Fuel Explosion Corrosion

Support resistant Proof Resistant
Brackets?
Periodic Periodic
Integrity Integrity
Check Check
Figure 17 External Ignition Source Consideration

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FUEL TANK SAFETY
FACTORS FOR A FUEL TANK EXPLOSION
Main factors as ignition sources for a fuel air mixture explosion
OXYGEN
A mixture of fuel and Some typical ignition
oxygen can be sources are
extremely
...electrical sparks.
...explosive ...cable fire.
...hot surfaces.
...friction sparks.
IGNITION ...static discharge.

COMBUSTIBLE
MEDIUM SOURCE
In aircraft maintenance and overhaul all areas of the fuel tanks have to be inspected for present
damages and their possible causes.
Figure 18 Awareness of problems in the working areas of “Fuel Vapor“ and “Wiring“
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FUEL TANK SAFETY
CAUSES OF WIRING DEGRADATION
Vibration Chemical contamination
High vibration areas tend to accelerate degradation over time, resulting in ”chattering” contacts Chemicals such as hydraulic fluid, battery electrolytes, fuel, corrosion inhibiting compounds,
and intermittent symptoms. High vibration can also cause tie−wraps, or string−ties to damage waste system chemicals, cleaning agents, deicing fluids, paint, and soft drinks can contribute to
insulation. In addition, high vibration will exacerbate any existing problem with wire insulation degradation of wiring. Wiring in the vicinity of these chemicals should be inspected for damage
cracking. or degradation.
Recommended original equipment manufacturer cleaning instructions should be followed.
Moisture
Hydraulic fluids, for example, require special consideration. Hydraulic fluid is very damaging to
High moisture areas generally accelerate corrosion of terminals, pins, sockets, and connector grommet and wire bundle clamps, leading to indirect damage, such as arcing and
conductors. It should be noted that wiring installed in clean, dry areas with moderate chafing. Wiring that may have been exposed to hydraulic fluid should be given special
temperatures appears to hold up well. attention during wiring inspections.
Maintenance Heat
Unscheduled maintenance activities, if done improperly, may contribute to long term problems Wiring exposed to high heat can accelerate degradation, insulation dryness, and cracking.
and wiring degradation. Repairs that do not meet minimum airworthiness standards may have Direct contact with a high heat source can quickly damage insulation. Even low levels of heat
limited durability. Repairs that conform to manufacturers recommended maintenance practices can degrade wiring over long periods of time. This type of degradation is sometimes seen on
are generally considered permanent and should not require rework if properly maintained. engines, in galleys, and behind lights.
Metal shavings and debris have been discovered on wire bundles after maintenance or repairs
have been conducted. Care should be taken to protect wire bundles and connectors during Installation
modification work, and to ensure all shavings and debris are cleaned up after work is Wiring not installed properly can further accelerate the wiring degradation process. Improper
completed. routing, clamping, and terminating during initial installation or during a modifications can lead to
As a general rule, wiring that is undisturbed will have less degradation than wiring that is wiring damage.
reworked. As wiring and components become more brittle with age, this effect becomes Wiring routing
more pronounced. • Eliminate potential for chafing against structure or other components
Indirect damage • Position to eliminate/minimize use as handhold or support
Events such as pneumatic duct ruptures can cause damage that, while not initially evident, can • Minimize exposure to damage by maintenance crews or shifting cargo
later cause wiring problems. When such an event has occurred, surrounding wire should be • Avoid battery electrolytes or other corrosive fluids
carefully inspected to ensure no damage is evident. In general, wiring should be routed in such a manner to ensure reliability and to offer protection
from the potential hazards shown in this slide.
The following pictures illustrate some of the hazards previously described.
35
FUEL TANK SAFETY
INDIRECT DAMAGE
VIBRATION
CHEMICAL
CONTAMINATION/CLEANING
HEAT
INSTALLATION
Figure 19 Causes of Wiring Degradation

36
FUEL TANK SAFETY
EXAMPLES OF WIRING PROBLEMS
IMPROPER
Power cables can become damaged
when riding on structure.
PROPER
Figure 20 Wires riding on Structure
37
FUEL TANK SAFETY
IMPROPER
Wire bundles that cross should be
secured together to avoid chafing
PROPER
Figure 21 Wires riding on other Wires
38
FUEL TANK SAFETY
IMPROPER
If the grommet is too short, wire bundle
chafing can occur.
PROPER
Figure 22 Wires riding on Lightening Hole
39
FUEL TANK SAFETY
WIRING ROUTING
• Protect wires in wheel wells and other exposed areas

• Route wires above fluid lines, if practicable
• Use drip loops to control fluids or condensed moisture
• Keep slack to allow maintenance and prevent mechanical strain
Ensure that wires and cables are adequately protected in wheel wells and other areas where they may
be exposed to damage from impact of rocks, ice, mud, etc. (If re−routing of wires or cables is not
practicable, protective jacketing may be installed.) This type of installation must be held to a minimum.
Where practical, route wires and cables above fluid lines. Wires and cables routed within 6 inches of
any flammable liquid, fuel, or oxygen line should be closely clamped and rigidly supported. A
minimum of 2 inches must be maintained between wiring and such lines or related equipment, except
when the wiring is positively clamped to maintain at least 1/2−inch separation or when it must be
connected directly to the fluid−carrying equipment.
Ensure that a trap or drip loop is provided to prevent fluids or condensed moisture from running into
wires and cables dressed downward to a connector, terminal block, panel, or junction box. Wires and
cables installed in bilges and other locations where fluids may be trapped are routed as far from the
lowest point as possible or otherwise provided with a moisture−proof covering.
40
FUEL TANK SAFETY
This example shows a number of problems:
Wires in the bundle are not

tied properly.
The wire bundle is riding hard

on the hydraulic lines.
The wire bundle appears to

be contaminated with
hydraulic fluid residue.
Figure 23 Wires in the bundle are not tied properly
41
FUEL TANK SAFETY
FLAMMABILITY REDUCTION SYSTEM
FLAMMABILITY REDUCTION SYSTEM (FRS)

AVOIDANCE OF THE EXPLOSION HAZARD BY NITROGEN INERTING
Beside the avoidance of igniting sources, the explosion hazard can be prevented by nitrogen enrichment of
the fuel tanks, called FRS (“Flammability Reduction Systems“ ). The pressurized air in the system is forced
through the membrane fibers and allows fast gases to escape through the membrane wall and the nitrogen
rich stream to pass through. By this possibility the level of the fuel center tank can be adjusted from “high
flammability“ to “low flammability“.
It is planned that B737 delivered from February 2007 shall be equipped with the system. For aircrafts
already delivered and still in operation, refitting will be carried out at given time.
42
FUEL TANK SAFETY
FLAMMABILITY REDUCTION SYSTEM
AIR SEPARATION MODULE (ASM)

FLAMMABILITY REDUCTION SYSTEM 747 SP FLAMMABILITY REDUCTION SYSTEM A320 TEST VERSION
Figure 24 Flammability Reduction System
43
FUEL TANK SAFETY SUMMARY
SUMMARY
When aircraft maintenance is carried out in the area of the “fuel vapor seal“ or
at components of the fuel system, which are indicated in the documents as
AWLs, FALs, ALIs or CDCCLs
then you must always work according to an authorized documentation, such as
“AMM“, “CMM“ or “Job Card“ !
• Deviations of every type of the specifications listed in the
manufacturer documentation are not permitted!
• If uncertainties arise in the context of the work execution with a
documentation, then the work should never be continued on assumptions!
• In such cases “Product− or System Engineering“ authorized by the
aircraft operator must be informed to guarantee the correct execution of
the work and documenting these!
44
FUEL TANK SAFETY SUMMARY
Fuel Airworthiness Limitations

F el Airw ort h ness L m itatio s
u (AWL
i WLs)s) i n
(A
, inspection intervals in Flight
Predefined Specifications at repairs,, component
Pred efin ed inspection interval s i n Sp ecificati ons at repairs ,
Hours, Flight Cycles or Calendar Time changes, modifications for
Flig h H ours Flight Cycl es or Cal en ar Time componen ch ang es modifi cati ons
for Critical Design Control Limitations
t fo r d t fo r
Maintenance / Inspectio n Tasks (ALI‘ s)
Maintenance / Inspectio n T asks (ALI‘s) Critical D esign Co ntrol Limitations
Examples of Maintenance / Inspection Tasks: Execution according: Examples of CDCCL‘s:

Exampl es of M aintenance / I nspec ti on Tasks: Executio according: Exam pl es of CDCCL s:
− vapor seal AMM / /CMM / Job Card − air gap fuel quantity indicating probes
vapor
− vent
seal
drain system
AMM C n / Job Car d air gap of
− features fuelfuel pumpsindicating probes
quantity
dr ai system f f
− fuel pump ncircuit
vent breaker reset eat ures of
− direct bonding of itemsuel pumps
f uel pump circuit breaker reset direct bonding
− separation of wiring o f itfrom
ems other wiring
− fuel quantity gage system wiring overbraid
f uel quantity
− external gagecenter
wires over systemfuelwiri ng overbraid
tank − in fuel tank wire splicesf rom other wi ri ng
s eparat i on o f w i r ng
ext ernal res over
witank cent er fuel tank i n f uel t ank wi re isplices
− center wing fueling valve−fault current bond − fuel tank access door bonding
cent er wi ng tank f uel ing valve ault
–f current bond f uel t ank access door bonding
− external wires over center fuel tank
− inboard main tank override/jettison pumps Aircraft release
inboard m ai n tank ov erri de/j
− fuel boost pump automatic shutoff systemetti son pumps − ACextpump
ernal andwi res DCover pumpcent er fuel tank
maintenance
f uel boost pump automatic shut off sy stem Ai rcraft release AC pump and DC pump m aint enance
“Safe“ condition after the execution

safe condition aft er the execution
“Unsafe“ condition after the execution

condition aft er the executi on
porp − S i
Measures to make sure the airworthiness of the aircraft with support of Product or System Engineering by:
Measures t make
good workmanship,design ssof the ai rcraft witsu
sure the ai rworthinemodifications,operationalh o f oPrud
procedures styemoEn ngeeri n
t or actions
c, interim g by:
o good workman shi,p design modifications o,p erati onalt procedures int,erim acti n s
Figure 25 Control Sequence at “AWL“ Relevant Components

45
FUEL TANK SAFETY
EXAMPLE OF A320 FAMILY ALI
EXAMPLE OF A320 FAMILY AIRWORTHINESS LIMITATIONS
AIRWORTHINESS LIMITATION PRECAUTIONS
Airworthiness Limitation Instructions (ALIs)
All occurrences of fuel tank system ALIs found in this chapter of the AMM are identified
by this step after the General section in the applicable ALI inspection task.
NOTE: ALI − Refer to the Customer Services Directorate for important information on
Airworthiness Limitation Instructions (ALIs).
Inspection tasks that are ALIs are defined and controlled by Special Federal Aviation
Regulation (SFAR) 88, and can be found in Section 9 of the MPD (Maintenance Planning
Data) document.
These ALIs identify inspection tasks related to fuel tank ignition source prevention which
must be done to maintain the design level of safety for the operational life of the airplane.
These ALIs are mandatory and cannot be changed or deleted without the approval of the
FAA office that is responsible for the airplane model Type Certificate, or applicable
regulatory agency. Strict adherence to methods, techniques and practices as prescribed
is required to ensure the ALI is complied with.
Any use of methods, techniques or practices not contained in these ALIs must be approved
by the FAA office that is responsible for the airplane model Type Certificate, or applicable
regulatory agency.
NOTE: The Fuel Airworthiness Limitations are a part of the

Airworthiness Limitation Instructions (ALIs).
46
FUEL TANK SAFETY
Figure 26 Example Of Fuel Airworthiness Limitations

47
FUEL TANK SAFETY
CRITICAL DESIGN CONFIGURATION CONTROL
LIMITATIONS SEPARATION / ROUTING RULES (Airbus)
CDCCLs (Critical Design Configuration Control Limitations)
All occurrences of CDCCLs found in this chapter of the AMM are identified by this note after WARNING: THE CORRECT SEPARATION BETWEEN
each applicable CDCCL design feature:
SENSITIVE WIRING AND WIRING OF OTHER
NOTE: CDCCL − Refer to the task: Fuel General (AMM 28−00−00/001), SYSTEMS IS NECESSARY TO PRESERVE THE
for important information on CDCCLs (Critical Design CRITICAL IGNITION SOURCE PREVENTION
Configuration Control Limitations).
FEATURES OF THE SYSTEM DESIGN AND IS
THEREFORE CLASSIFIED AS A CRITICAL DESIGN
Design features that are CDCCLs are defined and controlled by Special Federal CONFIGURATION CONTROL LIMITATION (CDCCL).
Aviation Regulation (SFAR) 88, and can be found in Section 9 of the MPD
(Maintenance Planning Data) document. A CDCCL MUST BE KEPT IN THE APPROVED
CDCCLs are a means of identifying certain design configuration features intended to CONFIGURATION TO ENSURE UNSAFE
preclude a fuel tank ignition source for the operational life of the airplane. CONDITIONS DO NOT DEVELOP AS A RESULT OF
CDCCLs are mandatory and cannot be changed or deleted without the approval of MODIFICATION, MAINTENANCE OR REPAIR.
the FAA office that is responsible for the airplane model Type Certificate, or WARNING: BASED ON SFAR 88 FUEL IGNITION
applicable regulatory agency.
PREVENTION, THE REPAIR OF CABLES IS NOT
A critical fuel tank ignition source prevention feature may exist in the fuel system and its
related installation or in systems that, if a failure condition were to develop, could
TO BE PERMITTED.
interact with the fuel system in such a way that an unsafe condition would develop AN UNSATISFACTORY CABLE MUST BE REPLACED
without this limitation. WITH A NEW ONE THAT HAS THE SAME P/N.
Strict adherence to configuration, methods, techniques, and practices as prescribed
is required to ensure the CDCCL is complied with.
Any use of parts, methods, techniques or practices not contained in the applicable
CDCCL must be approved by the FAA office that is responsible for the airplane model
Type Certificate, or applicable regulatory agency.
48
FUEL TANK SAFETY
A318/A319/A320/A321
AIRCRAFT MAINTENANCE MANUAL
AMM
TASK 28−21−52−400−001
Installation of the Fuel Pump Canister 1QM(4QM)
WARNING: THIS PROCEDURE USES A FUEL SYSTEM ITEM THAT IS IN A CATEGORY
KNOWN AS A CRITICAL DESIGN CONFIGURATION CONTROL LIMITATION ( CDCCL ).
CDCCL IDENTIFIES AN ITEM THAT CAN BE THE SOURCE OF A POSSIBLE FUEL
TANK IGNITION. YOU MUST KEEP ALL CDCCL ITEMS IN THE APPROVED
CONFIGURATION. DAMAGE, WEAR OR CHANGES TO A CDCCL ITEM CAN CAUSE A All CDCCL items are identified by a WARNING in the pro-
POSSIBLE FUEL TANK EXPLOSION. cedures where they occur in the AMM and are identified
WARNING: MAKE SURE THAT THE FLIGHT CONTROL SAFETY−LOCKS AND THE by this warning after each applicable CDCCL design
WARNING NOTICES ARE IN POSITION. feature:
WARNING: MAKE SURE THAT THE GROUND SAFETY−LOCKS ARE IN POSITION ON CDCCL−Refer to the task: Fuel General
THE LANDING GEAR. (AMM 28−00−00/001)
1. Reason for the C. Critical Design Configuration Control Limitations
Job Self (CDCCLs)
Explanatory WARNING: OBEY THE MANUFACTURER‘S
2. Job Set−up Information PROCEDURES WHEN YOU DO ANY
MAINTENANCE THAT MAY AFFECT
C. Installation of the Fuel Pump Canister 1QM(4QM)
A CDCCL. IF YOU DO NOT FOLLOW
(1) Install the new sealing ring (8) and the new O−rings (18) and (22). THE PROCEDURES, IT CAN
(2)Engage the connectors (1) and (2), while you put the canister (7) in position. INCREASE THE RISK OF A FUEL
(3)Install the canister (7) with the screws (6). TANK IGNITION SOURCE.
NOTE: You must bond one of the screws (6) (1) Make sure you follow the procedures for items
(Ref. AMM TASK 28−21−52−991−001) (Ref. AMM TASK 20−28−00−912−002) identified as CDCCLs.
WARNING: THIS INSTRUCTION IS APPLICABLE TO A CRITICAL DESIGN You must keep CDCCL items in a serviceable condition.
CONFIGURATION CONTROL LIMITATION ( CDCCL ) ITEM. CAREFULLY OBEY ALL It is possible that damage, wear or changes to a CDCCL
GIVEN INSTRUCTIONS WHEN YOU DO THIS STEP. IF YOU DO NOT OBEY THESE item can cause a fuel tank explosion.
INSTRUCTIONS, A DANGEROUS CONDITION CAN OCCUR THAT CAN CAUSE A When a procedure identifies a CDCCL item, it is a
POSSIBLE FUEL TANK EXPLOSION. mandatory condition that you do the instruction correctly
28−21−052−400−001 and accurately as the procedure tells you.
EFFECTIVITY
ALL Page 1 of 10
Print Date: February 19, 2008
Figure 27 Example of A320 Family Critical Design Configuration Control Limitations (CDCCLs)
49
FUEL TANK SAFETY
FUEL HANDLING SAFETY PROCEDURES
FUEL HANDLING SAFETY PROCEDURES OVERVIEW
You can divide fuel handling safety procedures into three areas
such as
• fire prevention,
• fire extinguishing and
• personnel safety.
Figure 66 Overview
50
FUEL TANK SAFETY
Overview cont.
Fire prevention is the elimination of all the sources which create or support a fire.
Fire is assisted by inflammable vapor, heat sources and oxygen. So elimination
of any one of these sources can prevent fire.
Figure 67 Fire Prevention
51
FUEL TANK SAFETY
Overview cont.
Because oxygen and fuel vapor can not be eliminated,
no naked flame and no smoking is allowed during
aircraft maintenance and it makes perfect sense that
no refueling and defueling takes place during filling or
changing of oxygen bottles.
To fight any possible fire you must ensure that the
correct fire extinguishers are available.
You will learn more about fire fighting and the
different types of fire extinguishers in the
lessons about fire protection in M11.8.
Figure 68 Fire Fighting
52
FUEL TANK SAFETY
Overview cont.
Apart from fire, there are two other main hazards of
working with fuel.
- Fuel vapor inhalation can make you ill or even
unconscious and any fuel contact to your skin should
also be avoided.
- Fuel contact destroys the protective film on your
skin and eyes. Fuel is also poisonous and should not
be swallowed.
Figure 69 Fuel Vapor and Contact
53
FUEL TANK SAFETY
SAFETY AREAS
As you probably realize, fuel vapor comes mainly from the fuel vent tanks or from fuel
leaks.
You designate a safety area around on aircraft when a high fire hazard exists. This
would be during refueling or defueling or at any time when the fuel tanks were open.
The limits of the safety area are marked in different ways, colored floor markings are
found at the gate.
• The gate area is always a no−smoking area.
• The refueling side of the aircraft is kept clear to ensure safe monitoring and a
free escape route.
• The fuel truck has to be positioned to enable a quick escape.
54
FUEL TANK SAFETY
Figure 70 Safety Area - Outside

55
FUEL TANK SAFETY
Safety Areas cont.
You mark the safety areas inside the hangar with posts and barriers.
A no−smoking rule is normal inside hangars. Additional warning signs and signal lights alert the
hangar crew if the aircraft fuel tanks are open.
Refueling in the hangar must be avoided, but if you HAVE TO the entire hangar area will become the
safety area.
You have seen that the fire hazard with fuel vapours can be reduced by recognizing the safety
areas.
56
FUEL TANK SAFETY
Figure 71 Safety Area - Hangar
57
FUEL TANK SAFETY
INFLAMMABLE FUEL VAPOR & LEAKS

Fuel leaks are either caused by refueling malfunctions or by damage to the aircraft.
If refueling leaks occur, they would usually be at the vent tank openings.
You should be aware that leaks can occur in faulty refueling couplings, refueling hoses and fuel truck
components.
You must deal with any spilled fuel or fuel leakage immediately.
• You first stop the leakage flow
• then add a binding agent to the fuel spillage.
You minimize fuel leakage of any kind by ensuring that refueling is not done unattended especially during
overwing refueling.
You should also be aware that fuel may spray around, if you drain tanks in windy conditions.
Fuel leakage may also be caused by damage.
Aircraft damage can be caused by the aircraft moving during refueling. So you must ensure that the wheel
chocks are in place during refueling.
Even with the wheel chocks in place damage to the tanks may occur. This can be caused by any equipment
which is located too close to the aircraft as it gets heavier because of the increasing fuel load compressing the
shock struts of the landing gears.
58
FUEL TANK SAFETY
Figure 72 Fuel Leaks

59
FUEL TANK SAFETY
HEAT SOURCES
As mentioned before, no naked flames and no
smoking is allowed at the aircraft to reduce the
fire hazard, but be aware, that there are many
other heat sources near an aircraft which are
capable of igniting a fuel air mixture.
It should be obvious to you, that refueling is
not allowed when the aircraft engines are
running.
For the same reason no car engine should be
operated near or below a vent tank opening.
Figure 73 Heat Sources
60
FUEL TANK SAFETY
Heat Sources cont.
Other heat sources that may inflame a fuel air mixture, are sparks. Conditions that can
create sparks on an aircraft can be either
• electrical switching,
• HF transmission or
• weather radar operation
• by metal parts such as tools being struck together or
• by electric static discharge.
Electric static charges are not visible, and as you probably know by experience, you
cannot feel if your body is loaded with a high static charge, you just feel the discharge
if it happens in a high energy spark. During refueling electric static charge is created.
61
FUEL TANK SAFETY
Figure 74 Sparks
62
FUEL TANK SAFETY
Heat Sources cont.
To prevent any sparks by electric static discharge the fuel truck must be
connected to the aircraft by a grounding lead.
When working in a fuel tank, you must use special tools which do not create any
sparks. These tools are called explosion proof tools. Even walkie−talkies which
are used during tank maintenance must be explosion proof.
When entering a tank, you have to wear special clothing made of cotton which
will not create electric static charges.
Avoiding sparks is one of the most important things to prevent a fire.
63
FUEL TANK SAFETY
Aircraft Grounding for Refueling
Fuel Tank Access Tools
Figure 75 Avoiding Sparks

Fuel Tank Access Equipment
64
ENTERING AIRCRAFT FUEL TANK
FUEL TANK PURGING AND ENTRY
FLOWCHART
Initiate Tank Entry
Category 3 or 4 affected?
1. Make sure that the fuel is not microbiologically contaminated.
Tank entry prepared.
2. If the aircraft is from a non−DLH−/non−CFG−/non−LCAG−customer, make sure that there is no
strontium chromate in the tank. Refer to the documentation specific to the aircraft (SPM (pay attention to ”SPM effectivity list
LHT−Customers”), Job Card) to find out whether you have to enter a tank of Category 3 or 4.
3. Inform the company that will defuel the aircraft about the quantity that must be defueled and the
time of defueling. If you have to enter a tank of Category 3 or 4, inform the production manager/ line maintenance
manager.
4. If necessary, arrange for disposal of the fuel.
Prepare Tank Entry

Prepare for tank entry in accordance with the Job Card/SPM (pay attention to ”SPM effectivity list NOTE:
LHT−Customers”) for that aircraft type:
The tank areas are classified into
1. Defuel the applicable tank areas.
categories: Categories 1 and 2 can be
2. Drain the applicable tank areas.
entered directly Categories 3 and 4 can
3. Secure the work area and put warning notices around the danger area.
only be entered indirectly.
4. Ventilate the applicable tank areas:
Do not operate ventilation equipment if there is no person to supervise the equipment.
5. Tell the production manager/line maintenance manager that the tank is open, in accordance with
the Job Card.
6. Do a check of the condition of the seal of the tank cap.
65
Inform Tank Rescue Crew
If categories 3 or 4 applies:
Give information to the tank rescue crew and give instructions
for the actions that are necessary to prepare:
1. CAT 3: Inform tank rescue crew
2. CAT 4: Take additional measures:
A. Make sure that tools and equipment for rescue from the
tank (rescue vehicle are available.
B. Check and set up cutting procedures.
C. Keep the tank rescue crew personnel ready.
Prepare Protection And Rescue Actions

In accordance with the Job card/SPM (pay attention to ”SPM effectivity list LHT−Customers”), set
up the protection and rescue actions that follow:
1. Provide and secure access ladder
2. Locate the cutout by means of a pattern
3. Have the cutout controlled by Non Destructive Testing (steel fastener...)
4. Make sure that the tank rescue vehicle is available at the aircraft
5. Make sure that tools and equipment (saw, crowbar, suction cups, safety glasses, gloves) are
available on the wings
6. Make sure that compressed air provision is available and mark it to prevent removal
7. Keep yourself ready and available in the workshop during the CAT 4 tank entry
8. Keep the explosion−proved mobile phone with you.
66
Check Preconditions for Release Release Tank Entry

1. Make sure that the ventilation time was sufficient. Refer to the Release the tank entry according to the entries on the Job Card.
SPM (pay attention to ”SPM effectivity list LHT−Customers”)
Enter Tank
/ Job Card for minimum ventilation time.
Perform the tank entry in accordance with the SPM (pay
2. Use the Sieger measuring equipment or PID measuring attention to ”SPM effectivity list LHT−Customers”)/Job Card:
equipment to check that the applicable limits were not
• Read the tank release sheet.
exceeded.
• Speak to the person who will observe the tank entry and agree
3. Certify the tank entry on the Job Card.
how you will communicate and what signals you will use.
4. Give the Job Card to the production manager/line • Obey the safety precautions for tank entry (refer to the Job
maintenance manager for release to service. Card).
• If you find out during tank entry that you have to enter
NOTE: Every maintenance group/profession working on the additional areas of Category 3 or Category 4, inform the
aircraft has sole responsibility for the adherence to safety production manager/line maintenance manager.
rules and must keep record of it.
WARNING:THE USE OF NITROGEN IN FUEL CONTAINERS IS
NOT PERMITTED.
DO NOT SWITCH ON MOBILE TELEPHONES THAT
ARE NOT EXPLOSION−PROTECTED IN THE
SAFETY AREA MARKED WITH BARRIERS.
Observe Tank Entry

Observe the employees working in the tank from the outside at
the open manhole. Talk to the worker who will enter the tank,
to agree how you will communicate and what signals you will
use. Bear the compulsory protective clothing (tank overall).
67
You must be particularly alert for: Emergency?

• calls for help from the worker in the tank Decide whether an emergency has occurred. Pay particular
attention to:
• a break in communication with the worker in
the tank • calls for help from the worker in the tank
• no reaction when you speak or give a signal • a break in communication with the worker in the tank
• sounds that can mean an accident • sounds that can mean an accident
• Fire or other cases of emergency in the • no reaction from the worker in the tank when you call or
hangar. give an agreed signal
• Fire or other emergencies out of the tank
NOTE: In case you have to leave the observation post, Perform Steps to close up the Task
transfer this task to another qualified employee or In accordance with the SPM (pay attention to ”SPM
make sure that the tank is abandoned during this effectivity list LHT−Customers”)/Job Card, perform
time. steps to close up the task.
Do not switch on mobile telephones that are not
explosion−protected in the safety area marked with 1. Do a check for foreign objects (double check).
barriers. 2. Close the tank cap. (Obey rules applicable to that type of
tank cap.)
3. Find out the fuel quantity necessary for the leak test.
4. Decide the leak test time.
Cancel the Protection and Rescue Arrangements

When the category 3/4 tank entry is finished:
– Cancel the protection and rescue arrangements that you
prepared.
– Do a check that the tank rescue vehicle is complete.
– Put a seal on the tank rescue vehicle. Put the vehicle in the
place that is designated for it.
68
Prepare Cancel the
Specialist
protection and
personnal for protection and
rescue
tank rescure rescue actions
arrangements
Production
manager/
Inform tank Release
Initiate tank rescue crew
Maintenance entry tank entry
manager Yes
Authorized
Check Perform steps
maintenance staff/ Prepare Category No preconditions to close up
Certifying staff tank entry Enter tank
3 or 4 for release the tank
member
Tank rescue Observe No

observer tank entry Emergency
Yes
EXECUTED
BY
Adjacent Rescue from

processes aircraft tank
Breathing protection
Activity SPM SPM
regulations and
related working with
documents Solvents
Figure 77 Entering Aircraft Fuel Tank Flowchart
69
FUEL TANK SAFETY
ENTERING AIRCRAFT FUEL TANK FUEL TANK GENERAL
FUEL TANK ENTERING Regulations
The following is not permitted in the endangered area:
General 1. Open flame
The following regulations apply, provided that combustible fuels 2. Electrical voltage
are spread over larger areas (e.g. in fuel tanks). They do not A. Electrical voltage according to this regulation is:
apply, if the fluids are taken from small tins or bottles, which are B. Direct voltage on the airplane network from APU, battery or
kept closed when not in use, be means of rags or brushes in converter.
order to clean small local areas (e.g. line or equipment flanges). C. Indirect voltage on the airplane network from a fixed or
In other words, the regulations shall be observed, if fluids are movable power source outside the airplane.
handled to such an extent that, in case of an ignition, danger to D. Commercial mains voltage in the workshop or work place.
the personnels’ life or the danger of considerable equipment E. Own voltage of fixed or transportable electrical equipment
damage exists. (test and measuring equipment, tools, lamps, etc.)
In case of doubt contact Airlines Chemical Laboratory to Exception:
obtaIn correct information. Electrical consumers, which have been identified as being
The following regulations do not apply, if the endangered area is sufficiently explosions proof for tank entry.
continually monitored by means of the gas alarm unit and the 3. Any activity which may produce mechanical sparks
indication on the unit is 15% (900 ppm) or less, or unless
A. The operation of radar transmission equipment is not
otherwise specified for the individual case.
permitted within a distance of lOOm from the endangered
areas.
B. The actuation of the push−to−talk button of HF systems is not
permitted within a distance of 75m from the endangered areas.
70
FUEL TANK SAFETY
ENTERING AIRCRAFT FUEL TANK FUEL TANK GENERAL
MAINTENANCE JOB CARD
AMM
JOBTITLE
PREPARATION OF FUEL TANK, DEFUELING, DRAINING,
CLOSING WITH PID DEVICE.

JOBTITLE
REF: 1 INFORMATION AND SAFETY.

REF: 2 PREPARATION. This Job Card contains beside AMM
and SPM procedures also local
REF: 3 VENTILATION.
German safety regulations and
procedures.
REF: 4 OPEN AND CLOSE APPLICABLE The described work is to be
FULE TANK. performed only by specially trained
technicians with LHT tank equipment.
REF: 5 FINAL WORK.
Figure 78 Job Card Fuel Tank Entering

71
ENTERING AIRCRAFT FUEL TANK FUEL TANK
INFORMATION AND SAFETY
SPECIAL TOOLS AND EQUIPMENT
Adapter Assembly, Lamb Air Mover for Main Fuel Tank.
Adapter, Fuel Tank Ventilation for Reserve Fuel Tank and Wing Surge Tank. Air Moving
Equipment for Horizontal Stabilizer Fuel Tank.
Standard Tools and Equipment
1.Lamb Air Mover − Venturi 3−inch diameter
2.Air Heater/Blower − Electric, Explosion−proof
3. Air Compressor − Explosion−proof, Portable, for use with Lamb Air Mover
4.Light − Extension, Explosion−proof
5.Flashlight − Explosion−proof
6. Containers − Nonstatic material with rounded corners, to hold tools or
fuel−saturated rags inside the tank
7. Combustible Gas Indicator
The instruments with a 10 to 1 scale in addition to the normal scale for determining
the percent of the lower explosive limit will give more accurate indications of vapor
concentrations in the health−safe range.
Refer to operating instructions on inside of instrument cover. When indicator sampling
line replacement is required, new sampling lines should be obtained from
manufacturers of combustible gas indicators.
Sampling lines of ordinary rubber absorb large quantities of fuel vapors, resulting in
lower Indicator readings, and therefore should not be used. Figure 79 Special Tools and Equipment
72
GAS MEASURING EQUIPMENT INSTALLATION OF GAS MEASURING PROBE
RESPIRATOR
FULL FACEMASK
TANK ACCESS SOCKS

Figure 80 Tank Entering Equipment
73
JOBTITLE
WORKING DEVICE, EQUIPMENT AND MATERIALS:

NOTE: Before initiation of any devices (equipment) you must check every tool
regarding any defects (e.g. isolation defects) or anny imminent dangers!
Standard tools have to be checked particulary with regard to potential
defects of it‘s protective coating (chrome surface).
Explosion-protected electrical machines or tools are specially labelled and can be OK
recognized by:
• The round label with the inscription “EX“
• The blue label (Tank Tools) with the inscription “T“
WARNING: IT IS STRICTLY FORBIDDEN TO POSITION OR TO RUN ELECTRICAL

EQUIPMENT OR DEVICES INSIDE THE (CORDONED OFF)
HAZARDDOUS AREA WHICH ARE NOT EXPLOSION-PROTECTED.
KEEP IN MIND TO POSITION ALL NEEDED MAINTENANCE
EQUIPMENT BEFORE YOU OPEN THE FUEL TANK ACCESS DOORS.
PREVENT UNNECESSARY MOVEMENT OF EQUIPMENT-THIS CAN
CAUSE SPARKS WHICH CAN CAUSE FUEL VAPOURS TO IGNITE.
IF YOU ARE WORKINGWITH SOLVENTS INSIDE AN AIRCRAFT FUEL OK
TANK YOU HAVE TO USE EXPLOSION-PROOF TOOLS (MADE OF
BERYLLIUM)AND EQUIPMENT ONLY!
THEUSE OF STANDARD TOOLS IS STRICTLYFORBIDDEN!
CAUTION: ALL WORKING DEVICES AND EQUIPMENT MUST BE PLACED IN SUCH

AWAY THAT THEY DON‘T CAUSE ANY RISKS (E.G. STUMBLING
ACROSS CABLE AND DON‘T HANDICAP ESCAPE ROUTES.
NO
Figure 81 Working Device, Equipment and Materials
74
GENERAL SAFETY ADVICES
This chapter contains definitions and guidelines for (a) tank inspection(s) and specific operations (e.g.fuel tank
sample for laboratory analysis) as well as safety−advices, which must be followed at any time.
NOTE: When working on the Fuel System and/or Fuel System Components of an aircraft. Always obey the definitions for the Critical Design
CDCCL (Configuration Control Limitations)listed in the chapter Fuel Tank Safety.
Never enter an aircraft fuel tank if the kerosene gas concentration is > 600 ppm! If the kerosene gas concentration
is > 600 ppm the tank is a fire hazard and not safe from explosion(s)!
Never enter an aircraft fuel tank unless you have written approval (Maintenance Job Order) to do so
Never enter an aircraft fuel tank if there is no safety−person (observer) outside the tank
Never enter an aircraft fuel tank without approved protective clothing! This applies to all parts of your body that enter
the tank. It is forbidden to wear watches, necklaces, rings etc.
Never enter an aircraft fuel tank if the kerosene gas concentration is not monitored by gas measurement and warning
equipment (gas detectors).
If the kerosene gas concentration is >= 70 ppm you must wear a personal respirator!
Small quantities of fuel−drops or fuel−puddles at your workarea must be removed immediately with adequate materials
(e.g. rags) and must be disposed professionally
Open fuel tanks and every other sealed section in the aircraft, in which work is to be done,must be ventilated without any
interruption.
Figure 82 General Safety Advices
75
Never operate the ventilation equipment (blower etc.) without supervision
Before using of any devices (equipment) you must check every tool regarding any defects (e.g. isolation defects) or
any imminent dangers
It is necessary, that personnel who is experienced in the use of fire extinguishers is available during operations at the
aircraft fuel system or inside an aircraft fuel tank
Never enter an aircraft fuel tank if you have no permission for tank inspections from Betriebsleiter/Wartungsleiter vom
Dienst and Medical Service
If you doesn‘t feel comfortable or if your body is not fit for tank inspections you can stop a running tank inspection or
refuse a starting tank inspection at any time
Don‘t forget personal hygienic and skin protection
Never carry out a tank inspection if you are pregnant
- Open lights and fire (naked flames) are strictly forbidden

- Smoking is strictly forbidden
- The use of non Explosion−protected mobile phones, pager, cameras or pocket radios (also i−pod/ mp3−player) is
strictly forbidden
Figure 83 General Safety Advices (cont.)
76
SAFETY PRECAUTIONS
Make sure that you have the correct fire fighting equipment available.
When you have to work on a fuel system wiring, you must use test equipment that is
approved (otherwise, unapproved equipment could cause fire or an explosion).
Make sure that the lighting in the work area is sufficient to work safely.
Wear protective goggles or face mask, clothes and gloves and avoid wearing
metallic clothing (e.g. footwear or a belt with a metal buckle) which can cause
sparks.
In the work area you must not:
•smoke,
•use flames which do not have protection,
•operate electrical equipment which is not necessary for the task,
•pull or move metal objects along the ground,
•use hearing-aids or battery-operated equipment which will cause sparks.
77
JOBTITLE
FUEL TANK SAFETY:

CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)
For training purpose only! Refer to SFAR 88.
NOTE: The CDCCL are listed in these mandatory documents (only use latest revision)
For Airbus Aircraft:
Fuel Airworthiness Limitations − ALS Part 5
For Boeing Aircraft:
AWL (Airworthiness Limitations)/CMR (Certification Maintenance Requirements)
These Documents can be found in the Intranet (MRBR/Appendix A).
Latest revision is listed in the Aircraft Maintenance Schedule (MS) Introduction
Chapter 2.8 Reference Documents.
The CDCCL provide instructions to keep the critical ignition source prevention feature
when working on the Fuel System and/or Fuel System Components of an aircraft.
If you work on the Fuel System and/or Fuel System Components of an aircraft you have to
obey the CDCCL.
Examples for workings on a Fuel System and/or Fuel System Components of an aircraft:
• Working on the Fuel Quantity Indication System (FQIS).
• Resetting of tripped circuit breakers.
• Workings inside the fuel tanks, e.g. installation/repair of tank units, bonding leads or
tank structure.
• Working in fuel vapor areas, e.g. opening floor panels above center tank, external wires
over center tank, work at the wing trailing edge or tank access door.
• Working on wire installations which could interfere with the wiring of the fuel system.
Figure 84 Fuel Tank Safety Refer to SFAR 88

78
ENDANGERED AREA
GENERAL
Class I, Division 1, Hazardous Locations (or equivalent standard):
• Locations where ignitable concentrations of flammable gases or vapors
can exist under standard operational conditions.
may
exist frequently because of repair or maintenance operations.
can exist because of leakage.
• Locations where equipment problems or incorrect operation of equipment
or processes can release ignitable concentrations of flammable gases or
vapor, and can also cause failure of electrical equipment at the same time.
79
CLASS I, 5 FEET 5 FEET STALL

DIVISION 1 BOUNDRY
OR
50 FEET
50 FEET
5 FEET
5 FEET
CLASS I,
DIVISION 1,
0−18 INCHES
ABOVE GROUND
50 FEET
LEGEND
HAZARDOUS
LOCATIONS
Figure 85 Hazardous Locations
80
Class I, Division 2, Hazardous Locations (or equivalent standard):
• Locations where flammable liquids or gases are handled, processed
or used, but where the liquid, vapors, or gases will usually be in closed
containers or closed systems.
The containers or systems will not allow the release of liquid, gas or
vapor in sufficient quantity to produce an ignitable fuel and air mixture
unless the container or system fails or is damaged.
81
CLASS I, CLASS I,
DIVISION 2 10 FEET DIVISION 2
5 FEET 5 FEET
50 FEET
CLASS I, CLASS I,
DIVISION 1 DIVISION 1
18 INCHES
LEGEND
HAZARDOUS Figure 86 Hazardous Locations (Cont.)
LOCATIONS
82
DEFINITION ENTERING AIRCRAFT FUEL TANK
An aircraft fuel tank is considered as entered as soon as a person’s head passed a manhole and is inside
a tank-chamber.
NOTE: The highest kerosene gas concentration is expected at opening the manhole covers of the aircraft
fuel tank.
HAZARDOUS AREA
Concerning workings at the aircraft fuel system or at/in opened aircraft fuel tanks a hazardous area is
defined as an area where an ignitable concentration of flammable gases, vapours or mists can exist in
the ambient air.
Examples for flammable gases/vapours/mists:
• kerosene gas,
• gases/vapours from solvents and/or cleaning agents.
Examples for especially hazardous areas:
• Adjacent areas below opened manhole covers of fuel tanks which possibly contain (rest−)fuel
(−>see figures 1 and 2!).
• Adjacent areas to openings of exhaust air hoses (ventilation equipment), which stem from fuel
tanks which possibly contain (rest−)fuel.
The dimensions of the hazardous area at openings of exhaust air hoses are comparable to figures 1
and 2; it is an area within a radius of 2,5 m around the opening.
• Adjacent areas to disconnected fuel lines.
• Adjacent areas to opened barrels, troughs, bottles, cans, buckets etc. where combustible or
explosive gases or vapours can emerge.
• Adjacent areas to puddles of flammable liquids (e.g. fuel or solvents).
• Adjacent areas to rags, waste wool, sawdust, sand etc. which have been moistened with fuel or
(an) other flammable liquid(s).
83
OPEN
MANHOLE WING
1m
BOTTOM DOCK
FIGURE 1
BOTTOM FLOOR
2,5 m (HANGAR)
WARNING: NOT ALLOWED IN HAZARDOUS AREAS:

• OPEN LIGHTS AND FIRE (NAKED FLAMES),
• ELECTRICAL VOLTAGE,
• ANY ELECTRICAL DEVICES WHICH ARE NOT DECLARED AS EXPLOSION PROOF (INCLUSIVE
MOBILE PHONES),
• ANY ACTIVITIES WHICH CAN CAUSE SPARKING (E.G. PULLING OF METALLIC
TRANSPORT BOXES ACROSS THE MAINTENANCE FLOOR),
• ANY POTENTIAL SOURCE OF IGNITION,
• THE OPERATION OF RADIO EQUIPMENT OR EIRP (EFFECTIVE ISOTROPIC RADIATED POWER)
WITH MORE THAN 100 WATT WITHIN A DISTANCE OF 200 FT (= 60 M),
• THE OPERATION OF RADIO EQUIPMENT OR EIRP WITH LESS THAN 100 WATT WITHIN A
DISTANCE OF 50 FT (= 15 M).EWEEWW
Figure 87 Hazardous area below an opened manhole cover
84
WING
OPEN MANHOLE
1m
FIGURE 2
HARZARDOUS AREA
The hazardous area below an opened manhole cover is specified as a cone with a radius of 2,5 m (= diameter of 5,0 m) on the first accessible bottom.
NOTE: In normal cases the first accessible bottom is the dock−bottom. If there is no dock available, then the hangar−bottom is the
first accessible bottom. Figures 1 and 2 are also applicable for fuel tank access in kerosene fuel tank area by using not more
than 0,5 litre of solvent per work step.
WARNING: THE SPECIFIED DIMENSIONS FOR THE HAZARDOUS AREA BELOW AND AROUND OPENED MANHOLES ARE
ONLY APPLICABLE UNDER THE FOLLOWING CONDITIONS:
• THE AMBIENT AIR TEMPERATURE IS +25°C,
• THE AIRCRAFT FUEL TANK(S) IS/ARE ADEQUATE VENTILATED,
• THERE IS NO AIRFLOW IN THE AMBIENT AIR (OUTSIDE THE TANK),
• FUEL (KEROSENE) IS NOT PRESENT IN SPRAYED FORM!SSA
CAUTION: MALL QUANTITIES OF FUEL− DROPS OR FUEL−PUDDLES AT YOUR WORKAREA MUST BE REMOVED
IMMEDIATELY WITH ADEQUATE MATERIALS (E.G. RAGS)! USED MATERIALS MUST BE DISPOSED
PROFESSIONALLY! ONLY PERSONS WHO ARE INSTRUCTED WITH WORKINGS AT THE FUEL TANK ARE ALLOWED
TO ENTER THE HAZARDOUS AREA.
Figure 88 Hazardous area around an opened manhole cover
85
DEFINITION KEROSENE
Critical Values of Kerosene WARNING: KEEP AWAY ANY POTENTIAL SOURCE OF IGNITION! THE
1. Kerosene vapours are heavier than air and concentrate at the lowest point, EXPLOSIVENESS OF A COMBUSTIBLE AND/OR EXPLOSIVE
2. Kerosene is flammable and its flashpoint is between +38°C and +42°C, MIXTURE OF AIR + GASES OR MISTS IS NOT MEASURABLE
3. the odour threshold of kerosene is at 3 ppm, AT ANY TIME! −> PAY ATTENTION THAT AN EXPLOSION
4. the LEL (Lower Explosion Limit) of kerosene is 6000 ppm. CAN HAPPEN AT ANY TIME!
CAUTION: SMALL QUANTITIES OF FUEL−DROPS OR FUEL−PUDDLES
NOTE: The aircraft fuel tank is fire−proof and save from explosions AT YOUR WORKAREA MUST BE REMOVED IMMEDIATELY
(= not a fire hazard) when the kerosene gas concentration WITH ADEQUATE MATERIALS (E.G. RAGS)! THESE USED
is < 600 ppm (600 ppm = 10% of LEL). MATERIALS MUST BE DISPOSED PROFESSIONALLY!
Health Hazards
Kerosene can remove natural protective oils from human skin. This can cause
dry−ness, crack or infection of the skin.
If a person inhales too much fuel vapour, this can cause dizziness, headache
and even the loss of coordination (also unconsciousness).
NOTE: If the kerosene gas concentration inside an aircraft fuel tank is
< 70 ppm, the atmosphere is not health hazardous. The tank
could be inspected without breathing apparatus and without any
limitations.
The highest allowed value of kerosene gas concentration in the
breathing air is 70 ppm (relating to a 8 hours working day).
Mists and Vapours of combustible and/or explosive Substances
If you are working at the aircraft fuel system the most occurring or used
combustible and/or explosive substances are aircraft fuel (kerosene), solvents
and cleaning agents. All of them can exist in liquid form or gaseous.
As far as possible prevent the formation of mists and vapours of combustible
and/or explosive substances. If this is not possible dilute or distribute the mists
or vapours with good ventilation.
86
Figure 89 Fuel Vapor and Contact
87
CATEGORIES OF AIRCRAFT FUEL TANKS
Note: Before starting work in a fuel tank, determine the type of tank so that
correct safety measures can be specified. allocate the tank to one of the
categories listed below.
Category 1:
Tank spaces that have direct access from the outside, but are not fully accessible because of their
small size, i.e. you cannot walk around inside the tank.
Category 2:
Tank spaces that have direct access from the outside, and are fully accessible
i.e. you can walk around inside the tank.
Category 3:
Tank spaces that do not have direct access from the outside, but are accessed through openings in
anti−rolling walls or tank chambers.
Their dimensions are large enough to allow first aid to be given to an injured person inside the
tank.
Category 4:
Tank spaces as for categorie 3 but with insufficient access to allow first aid to be given to an injured
person inside the tank. A tank can be up−graded to categorie 2 status by opening the outer jacket
of the tank.
Note: Category 1 and Category 2 tank spaces are called ”directly

accessible” and Category 3 and 4 tank spaces are called ”indirectly
accessible”.
88
Figure 90 Tank Entering
89
TANK INSPECTION OF CATEGORY 4 FUEL TANKS ONLY
Before one tank of category 4 is inspected, the Maintenance Supervisor on duty (BL/WL)
must be informed before work is started.
Reason:
1.The BL/WL gives relevant information to the AS−Supervisor on duty.
2..A Rescue Crew must be on standby during the complete inspection.
3.One Tank Rescue Cart for each tank with inspection work in progress,must be on standby
during the complete tank repair/inspection work.
Note: If two (2) Tank Rescue Carts are available, both can be used for to perform two
(2) tank inspections at the same time.
90
Figure 91 Category ”Four” Tank Area
91
PREPARATION
PREPARATION
DEFUELING OF FUEL TANKS The increased weight of the fuel may cause chocks to get stuck under the
GENERAL REFUEL/DEFUEL SAFETY PROCEDURES tires:
WARNING:ALWAYS CONNECT THE GROUND CABLE TO THE PARKING GROUND POINT • move the aft NLG chocks away from the tires,
BEFORE YOU CONNECT IT TO THE A/C. DO NOT ATTACH THE CABLE TO THE A/C • reposition the MLG chocks away from the tires,
FIRST (THERE IS A RISK OF ELECTRIC SHOCK). • do not put chocks on the CLG (Centerline Landing Gear) tires. Make
sure there is fire−fighting equipment / personnel available and do not
Make sure that all fuel system electrical circuits are complete. Do not spill fuel on the engines or run engines during refuel/defuel procedures. If the APU is needed:
brakes. Ground and bond the A/C. Make sure that the refuel safety area is clear and respect the • start it before the refuel/defuel procedure,
safety distances: • during refuel/defuel, do not stop the APU except for emergencies
60 meters: (e.g.fuel spillage),
• stop and do not operate fuel tanker 60 m from the aircraft nose during weather radar • if the APU stops during refuel/defuel, wait until there is no danger of
operation, fuel vapor ignition to restart the APU.
Make sure that any electrical equipment used will not cause sparks. Do
30 meters:
not refuel/defuel in bad weather conditions, lightning can be dangerous.
• do not refuel within 30 m while testing radar or HF radio equipment. During the refuel/defuel procedure:
15 meters: • do not operate aircraft external lighting,
• NO SMOKING notices should be placed at least 15 m around the refuel/defuel area, • do not fill the oxygen system,
• no electrical equipment within 15 m, refuel/defuel equipment, • do not use the microphone for HF transmissions,
• fuel tank vents should not be within 15 m of any building. • do only essential maintenance and servicing that will not cause sparks.
6 meters:
− Ground Power Units (GPUs) must be at least 6 m from the aircraft fueling and venting points,
− flash bulbs/flash equipment must not be used within 6 m of the aircraft fueling and venting
points,
− the refuel/defuel safety zone extends at least 6 m from the aircraft fueling and venting points,
− inside the 6 m safety zone − no matches, radios, cell phones, mobile phones, pagers, etc.
Check the PARKing BRake is ON and check the blue accumulator
pressure. 92
PREPARATION
Figure 92 General Refuel/Defuel Safety Procedures 93

PREPARATION
FINAL WORK TANK DEFUELING
• Disconnect electrical ground power and isolate a/c power.
• Switch batteries to ”OFF” position.
• Battery leads must be disconnected and correctly stowed.
• Lock the battery plug, and install the safety cap on batteries.
• Ground the drain fuel collector−barrels and/or the drain vehicle.
• Unscrew drain valve(s) and drain off residual water and fuel into the
collector barrels (AMM ATA Chapter 28).
94
PREPARATION
Figure 93 Final Tank Defueling

95
PREPARATION
JOBTITLE
PREPARATIONS AND SAFETY−PRECAUTIONS AT/IN THE AIRCRAFT
Grounding
The aircraft and all adjacent equipment (which is connected to the aircraft) must be perfectly
grounded with a grounding cable (minimum wire−size = 16 mm2) to an approved grounding point if
you have to do a job at the aircraft fuel system.
For example; if:
• fuel is to be pumped from an aircraft fuel tank to an external fuel tank in the maintenance hangar,
• (a) manhole cover(s) of a fuel tank is/are to be opened,
• fuel lines are to be disconnected.
NOTE: Pay Attention to the correct order:
1.) Connect the grounding cable to the grounding point,
2.) Connect the grounding cable with the aircraft.
Loosening has to be done in the contrary order!
Power Supply
Switch off the power supply and secure and label the on/off−switch (in the cockpit) with warning
tags to prevent it being switched on again accidentally.
Disconnect the aircraft−battery.
If ground power is connected to the aircraft disconnect the cable and secure the ground power
connector with locks.
Pull out all circuit breakers of the fuel system and secure and label them with locks to prevent them
being pushed in again accidentally.
CAUTION: THERE MUST BE INSTALLED ADDITIONAL WARNING SIGNS CLOSE TO THE
CIRCUIT BREAKERS: “DANGER FUEL TANKS OPEN“ AND “DO NOT OPERATE
CIRCUIT BREAKERS“
WARNING: DO NOT PRESS ANY CIRCUIT BREAKER −> RISK OF EXPLOSION!
NOTE: You may switch on again the On−Board Voltage if the fuel tank is in fire−proof
condition (kerosene gas concentration < 600 ppm) and the kerosene gas
concentration is continuously monitored by a gas measurement device.
Figure 94 Preparations and Safety-Precaution at/in the Aircraft 96

PREPARATION
OPEN
MANHOLE WING
1m
INSTALLATION OF THE WORKING AREA
BOTTOM DOCK
Put the safety barriers in position and put the warning
notices, to tell persons not to operate the fuel system, not
2,5 m
to refuel the aircraft and not to operate the flaps.
Defuel the applicable wing tank or do a ground fuel FIGURE 1
BOTTOM
FLOOR
transfer. (HANGAR)
A rope barrier must be placed around the airplane, to WING

identify the Class I, Division 1 hazardous locations. See OPEN MANHOLE
figure for the distance requirements. The rope barrier 1m
must include signs or placards which state.

”DANGER − OPEN FUEL TANKS“.
HARZARDOUS AREA
Figure 95 Hazardous area around opened manhole cover
97
PREPARATION
JOBTITLE
CORDONED OFF AREA AND WARNING SIGNS
A rope barrier must be placed around the airplane, to identify the Class I,
Division 1 hazardous locations. for the distance requirements. The rope barrier
must include signs or placards which state ”DANGER − OPEN FUEL TANKS.
The minimum−dimensions for the cordoned off area is the distance of 2,5 m to
every opened manhole.
WARNING SIGNS
FIRE EXTINGUISHER
Make sure that fire extinguishers are available. Position (the) fire extinguisher(s)
at each wing or near to the working area. ROPE BARRIER
There must be at least one powder−extinguisher (Type P50 with classification BC)
or an equivalent amount.
CAUTION: PERSONNEL WHO ARE EXPERIENCED IN THE USE OF

FIRE EXTINGUISHERS MUST BE AVAILABLE AT ANY SAFETY AREA
TIME!
NOTE: If the hangar temperature will be greater than 25°C, an

increased attention has to be taken regarding possible ignition
sources.
Figure 96 Safety Area

98
PREPARATION
MANHOLE COVERS OPENING
JOBTITLE
Mark tank manholes to be opened.

Remove manhole covers.
NOTE: Open a minimum of 3 manholes per tank (if available).
Store manhole covers and cover screws in a safe and clean place.
NOTE: To have the manhole covers ready and fit for a later reinstallation,
inspect all covers, gaskets and seals for damage and condition.
Initiate actions if necessary (AMM 28−11−01/02).
INSPECTION OF TANK COVERS AND ACCESS PANELS OPENINGS

• Inspect all tank covers and attachment screws for damage
• Inspect all tank cover seals for damage, flattening and porosity.
• Thoroughly clean the access door openings and access door sealing surfaces.
NOTE: Use a lint−free cloth moistened with solvent.
• Clean the clamp ring and knitted gasket with a lint−free cloth and solvent.
• Examine the inner wing surface and the wing surface near the access panel
opening for corrosion.
• If the gasket originally removed is reused, apply a layer of anticorrosion
grease (grease ASG14) to the two surfaces of the gasket.
CAUTION: DO NOT CONTAMINATE FUEL TANK WITH GREASE OR
OTHER UNWANTED MATERIRALS. DAMAGE TO THE FUEL
TANK CAN OCCUR.
Figure 97 Manhole Covers Opening and Inspection 99

VENTILATION
VENTILATION
VENTILATION OF AIRCRAFT FUEL TANK
For safety reasons a good ventilation is one of the most important things to
have if you are going to do a job inside an aircraft fuel tank or at the fuel
system.
CAUTION: NEVER ENTER AN AIRCRAFT FUEL TANK WHICH IS NOT

MECHANICALLY VENTILATED! THE VENTILATION MUST BE
WITHOUT ANY INTERRUPTION!
NEVER SWITCH OFF THE VENTILATION SYSTEM IF ANY
PERSON IS STILL INSIDE THE AIRCRAFT FUEL TANK! IF
THE VENTILATION SYSTEM FAILS THE TANK INSPECTION
MUST BE STOPPED AND THE EMPLOYEE INSIDE THE
TANK HAS TO COME OUT IMMEDIATELY!
NOTE: If the ventilation of fuel tanks was interrupted for various reasons VENTING SYSTEM
you must record this incident in writing (−> JobCard)!
After restarting the ventilation you have to ventilate the fuel tank WARNING: KEEP THE VENTILATION
for the minimum ventilation time (−> see chapter 28−00−03!) AVALIABLE DURING THE
once again! COMPLETE WORK
PROGRESS IN THE TANK
Exception:
The gas measuring head has been already positioned inside the
fuel tank. If the measurement device measures a kerosene gas
concentration which is < 600 ppm and if there is no warning
signal (flashing alarm lamp or alarm siren) then the tank can be
declared as fire−proof and safe of explosions again.
There must be issued a new permission for tank entrance in
written form by the Supervisor on duty (−> see also chapter
28−00−04!).
COMBUSTIBLE
GAS INDICATOR
Figure 98 Tank Ventilation 100
VENTILATION
INSTALLATION OF VENTILATION THE AREA AROUND OPENINGS OF EXHAUST AIR HOSES

WARNING:
EQUIPMENT IS A HAZARDOUS AREA AS DEFINED IN CHAPTER
28−00−02! THE DIMENSION OF THIS AREA IS A CIRCLE
1. Set up the ventilation equipment (ventilation blower(s) and exhaust air WITH A RADIUS OF 2,5 M (THIS DIMENSION APPLIES ONLY
hoses) outside the hazardous area! IF THERE IS NO AIRFLOW PRESENT)! THIS AREA MUST BE
2. Make sure that all ventilation equipment is perfectly grounded! FREE FROM MATERIAL AND EQUIPMENT!
3. Open at least 3 manhole covers on each fuel tank for ventilation. If the fuel Cordon off this area and identify this hazardous area with warning signs!
tank has less than 3 manhole covers it can be necessary to build a OPEN LIGHTS AND FIRE ARE STRICTLY FORBIDDEN IN
connection to adjacent fuel tanks which are already opened. AREAS WHERE OPENINGS OF EXHAUST AIR HOSES ARE
POSITIONED! ANY POTENTIAL SOURCE OF IGNITION
MUST BE IMPOSSIBLE!
NOTE: This number (3 opened manhole covers) is important to
prevent an increase of pressure or a partial vacuum in the WARNING:
tank! The present pressure in the ventilated aircraft fuel tank
must not exceed the limit values! −> Look up limit values in
the respective AMM!
The air stream should cover the longest distance in the tank space that is
possible. Only this allows the most effective and constant ventilation. With this
in mind you have to ventilate the fuel tank from the highest to the lowest point:
1. The special manhole cover of the suction hose has to be installed at the
lowest manhole of the tank (if possible).
2. The two other manhole covers to be removed should be placed as far away
as possible in a higher position (these two openings allow fresh air to enter).
NOTE: Do not open any other manhole covers until the minimum
ventilation time (specified in chapter 28−00−03) has elapsed!
NOTE: Do not orientate openings of exhaust air hoses towards adjacent
aircrafts or towards adjacent working places!
If available, connect the exhaust air hoses with facilities which are especially
intended for these kind of hoses (For example: In FRA you have such facilities
partially installed in the hangar doors and in the hangar side walls).
Otherwise position the openings of exhaust air hoses outside the hangar.
101
VENTILATION
SURGE TANK
ADAPTER ASSEMBLY
EQUIPMENT TO
MOVE AIR
THROUGH THE
FUEL TANK RESERVE TANK
ADAPTER
ASSEMBLY AIR
MOVER
AIR DUCT
ADAPTER
BASE
FUEL TANK
ACCESS DOOR STATIC GROUND
ELECTRICAL AIR
STATIC GROUND HEATER OR BLOWER
APPROVED GROUND
AIRPLANE GROUND
LAMB
AIR MOVER
STATIC GROUND
(TO THE SAME GROUND
AIR LINE USED FOR THE AIRPLANE)
SHOT BAG ADAPTER

ASSEMBLY
OVERWING
FILL PORT
Figure 99 Equipment to move Air through the Fuel Tank

102
VENTILATION TIMES
Ventilation times depend on used ventilation system(s)/blower(s)
and used gas measurement device(s).
NOTE: Ventilation times calculated for ventilation with large
blowers.
103
VENTILATION
MAINTENANCE JOB CARD Using SIEGERgas detector (model 1300 or 1800):
You have to respect strictly the following minimum ventilation times:
JOBTITLE
FOR SUFFICIENT TANK VENTILATION THE FOLLOWING PROCEDURE Aircraft type(s) Minimum ventilation time
MUST BE RIGOROUSLY OBSERVED A318/A319/A320/A321 at least 2 hours
B737
DC10 at least 3,5 hours
Fit the special manhole cover with provision for connection of the ventilation MD11
hose and the gas measuring head.
A300−600 at least 6 hours
• Position the gas measuring head near to the lowest part of the tank. A310
• Open the two manhole covers furthest from this connection to allow fresh A330
air to enter the tank. A340
• After the minimum ventilation time acc. to Table perform a first gas B747
concentration measurement. B757
NOTE: must wear necessarily a personal respirator and protective B767
clothing while you are positioning the measuring head for
B777
first time inside the fuel tank.
• If the kerosine gas concentration is 70 ppm or below, insert the kerosine If you measure/monitor the kerosene gas concentration with a
gas concentration measuring head near the planned working area in tank. MULTI PID (PID=Photo Ionisation Detector).
NOTE: If the kerosene gas concentration is less than 600 ppm but
more than 70 ppm, for inserting the measurering head a You have to respect strictly the following minimum ventilation times:
respirator (half mask) must be used. Aircraft type(s) Minimum ventilation time
NOTE: After the minimum ventilation time acc. to Table (SPM A300−600 at least 2 hours
Chapter 28−00−10) additional manhole covers may be A310
opened as required. A318/A319/A320/A321
A330
A340
B737
B747
B757
B767
B777
DC10
MD11
Figure 100 Insertion of the ventilation adapter and waiting time until start measuring 104
VENTILATION
GAS MEASUREMENT DEVICES AND WARNING
EQUIPMENT (GAS DETECTORS)
You must always use gas measurement and warning
equipment if you are working
• inside an aircraft fuel tank,
• outside/near an opened aircraft fuel tank,
• at the aircraft fuel system in areas of the aircraft that can
be closed.
WARNING: PAY ATTETION: IF THE RED FLASHING ALARM LAMP AND

THE SIREN OF THE GAS DETECTOR ARE ACTIVATED THEN
THE ATMOSPHERE IS NOT FIRE−PROOF AND NOT SAFE OF
EXPLOSION (AT THAT LOCATION WHERE THE MEASURING
HEAD IS POSITIONED)!
THE EXPLOSIVENESS OF A COMBUSTIBLE AND/OR
EXPLOSIVE MIXTURE OF AIR AND KEROSENE GAS/
MISTS/VAPOURS IS NOT MEASURABLE!
−> PAY ATTENTION THAT AN EXPLOSION CAN HAPPEN AT
ANY TIME!
CAUTION: SET UP THE GAS MEASUREMENT AND WARNING
EQUIPMENT OUTSIDE THE HAZARDOUS AREA.
MAKE SURE THAT THE MEASUREMENT DEVICES ARE
RUNNING WITHOUT ANY MALFUNCTIONS!
Figure 101 Gas Detectors

105
VENTILATION
JOBTITLE
POSITIONING OF THE MEASURING HEAD
CAUTION: YOU MUST WEAR NECESSARILY A PERSONAL RESPIRATOR AND
PROTECTIVE CLOTHING WHILE YOU ARE POSITIONING THE
MEASURING HEAD FOR THE FIRST TIME INSIDE THE FUEL TANK!
After you ventilated the fuel tank for the minimum ventilation time (−> see chapter
28−00−03) you have to position the measuring head at that point of the fuel tank
where the highest concentration of kerosene gas is expected.
NOTE: Naturally the highest kerosene gas concentration is located at the
lowest point of the aircraft fuel tank.
But it is also possible to have areas inside an aircraft fuel tank (e.g.
because of it‘s type of construction) where an adequate ventilation is
very difficult. Such circumstances can result a higher kerosene gas
concentration in those areas!
Pay attention not to place the measuring head into any remaining
fuel−puddles! The measuring head is very sensitive and after contact
with fuel (in liquid form) you cannot use the measuring head any more.
After the aircraft fuel tank was cleared for tank inspections and you entered the tank,
you must constantly reposition the measuring head at exactly that point where you
are working at.
WARNING: MEASUREMENT VALUES (READINGS) WILL NOT BE
ABSOLUTELY PRECISE (MAYBE TOO LOW) IF THE MEASURING
HEAD IS POSITIONED DIRECTLY IN AN AIR FLOW!
INSTALLATION OF GAS MEASURING PROBE

Figure 102 Positioning of the Measuring Head
106
ENTERING AIRCRAFT FUEL TANK OPEN AND
CLOSE FUEL TANK
OPEN AND CLOSE APPLICABLE FUEL TANK ENTRY

CHECK−LIST
Many local, state and national regulatory agencies require a confined space entry permit to
be signed and approved before a person goes into a fuel tank. A pre−entry checklist is often
required by the confined space entry permit. It is recommended that a pre−entry checklist be
used before you go into a fuel tank.
You must complete the Pre−Entry Checklist before you do work in a fuel tank. Finally, get
access to the applicable work area.
107
CLOSE FUEL TANK
This checklist must be completed prior to start of wet fuel cell entry and/or at shift
change PRIOR to work assignment for the continuation of tank work started by a
previous shift.
Wet Fuel Cell Entry Location

Area or Building: Stall: Airplane: Tank:
Shift: Date: Supervisor:
1. Airplane and adjacent equipment properly grounded.

2. Area secured and warning signs positioned.
3. Boost pump switches off and circuit breakers pulled and placarded.
4. No power on airplane: battery disconnected, external Power Cord disconnected from airplane,
and external power receptacle placarded.
5. Radio and radar equipment off (see separation distance requirements).
6. Only approved explosion proof equipment and tools will be used for fuel cell entry (lights,
blowers, pressure and test equipment, etc.).
Following the AMM Fuel Safety Procedures, mainte- 7. Ensure requirements listed on Aircraft Confined Space Entry Permit are complied with,
including appropriate personal protective equipment: OSH class 110 respirator at a minimum,
nance personnel must fill in this PRE-ENTRY CHECK approved coveralls, caps and foot coverings, and eye protection.
LIST before entering and working in the fuel tank. 8. Trained attendant and confined space logsheet required for all wet fuel cell entries.
9. Aerators checked for cleanliness prior to use.
10. Sponges available for residual fuel mop out.
11. All plugs used have streamers attached.
12. Mechanical ventilation (venturis or blowers as necessary) installed to ventilate all open
fuel cells.
NOTE: Ventilation system must remain in operation at all times while fuel cells are open.
If ventilation system fails or any ill effects such as dizziness, irriation, or
excessive odors are noted, all work shall stop and fuel cells must be evacuated.
13. Shop personnel entering cells and standby observers have current ”fuel cell entry”
certification cards. Certification requires the following training:
w Aircraft Confined Space Entry Safety
w Respirator Use and Maintenance
w Wet Fuel Cell Entry
14. Fire Department notified.
Meter Readings
15. Oxygen reading (%): By:
16. Fuel vapor level reading (ppm): By:
17. Combustible gas meter (LEL) reading: By (FD):
I confirm that all entry requirements were met prior to any entry.
Figure 103 Fuel Tank Pre-Entry Checklist (Example)

Signature of Supervisor or Designee Date
108
CLOSE FUEL TANK
INDIVIDUAL SAFETY−PRECAUTIONS
Precautions under aspects of job−related medicine
CAUTION: IF YOUR PROTECTIVE CLOTHING GOT WET (E.G.
Only employees are allowed to enter an aircraft fuel tank who are approved by
CONTAMINATED WITH FUEL FROM SMALL PUDDLES), YOU
the medical service. All employees who are working regularly in aircraft fuel
HAVE TO CHANGE YOUR PERSONAL PROTECTIVE
tanks have to consult the medical service at required intervals to get a new or
CLOTHING INTO A NEW ONE IMMEDIATELY!
an extended permission for tank inspections.
Standard Tools and Equipment
NOTE: You will find definitions of required intervals for medical
examinations in your country−specific legal requirements. For
NOTE: Before initiation of any devices (equipment) you must check
example: In Germany employees have to consult the medical every tool regarding any defects (e.g. isolation defects) or anny
service every 3 years for a (new) G26−examination (fitness for imminent dangers!
Standard tools have to be checked particulary with regard to
breathing apparatus).
potential defects of it‘s protective coating (chrome surface).
Personal fitness (concerning your physical health) Explosion-protected electrical machines or tools are specially labelled and can
You can decide by yourself at any time if you feel fit enough to enter and/or to be recognized by:
carry out operations inside an aircraft fuel tank. This is also essential if you • The round label with the inscription “EX“
already started a tank inspection. If you suddenly doesn‘s feel comfortable or if • The blue label (Tank Tools) with the inscription “T“
you feel any physical problems (such as dizziness, lightheadedness, sickness,
WARNING: IT IS STRICTLY FORBIDDEN TO POSITION OR TO RUN
headache, difficulty in breathing, unusual behaviour or other signs of illness)
ELECTRICAL EQUIPMENT OR DEVICES INSIDE THE
you have to stop the tank inspection immediately! Furthermore you have to
(CORDONED OFF) HAZARDDOUS AREA WHICH ARE NOT
contact the medical service.
EXPLOSION-PROTECTED.
NOTE: You are not allowed to go into or to remain in an aircraft fuel tank
if you feel any of the physical indications listed above! KEEP IN MIND TO POSITION ALL NEEDED MAINTENANCE
EQUIPMENT BEFORE YOU OPEN THE FUEL TANK ACCESS
Protective clothing
DOORS. PREVENT UNNECESSARY MOVEMENT OF
NOTE: You must always wear protective clothing if you enter and work EQUIPMENT-THIS CAN CAUSE SPARKS WHICH CAN CAUSE
inside an aircraft fuel tank. This applies to all parts of your body FUEL VAPOURS TO IGNITE.
that enter the fuel tank! IF YOU ARE WORKINGWITH SOLVENTS INSIDE AN
The protective clothing includes: AIRCRAFT FUEL TANK YOU HAVE TO USE
• under−wear (cotton−trousers and cotton−shirt; made of 100% cotton), EXPLOSION-PROOF TOOLS (MADE OF BERYLLIUM)AND
• cap if needed (without any peaks; made of 100% cotton), EQUIPMENT ONLY!
• overalls (without pockets; made of 100% cotton), THE USE OF STANDARD TOOLS IS STRICTLY FORBIDDEN!
• socks (made of 100% cotton), CAUTION:
ALL WORKING DEVICES AND EQUIPMENT MUST BE
• rubber gloves. PLACED IN SUCH AWAY THAT THEY DON‘T CAUSE ANY
RISKS (E.G. STUMBLING ACROSS CABLE AND DON‘T
WARNING: IT IS NOT ALLOWED TO WEAR WATCHES, NECKLACES,
HANDICAP ESCAPE ROUTES.
RINGS ETC. −> PUT OFF ALL THESE FORMS OF
ACCESSORIES! 109
CLOSE FUEL TANK
CLEAN 100% COTTON CAP
(WITHOUT VISOR)
WARNING: DO NOT PUT SHARP TOOLS IN THE FUEL TANK
DO NOT WEAR WOOL, SILK, OR NYLON CLOTHING.
A 100% COTTON COVERALL, FITTED SNUGLY AT WRIST
AND ANKLES, WITH NON−SPARKING ZIPPER OR BUTTONS.
WOOL, SILK OR NYLON CLOTHING CAN RELEASE STATIC
WEAR ONLY COTTON ELECTRICITYAND CAUSE AN EXPLOSION.
SHORTS AND COTTON
TEE SHIRTS WITHOUT
POCKETS UNDER
OVERALLS
USE APPLICABLE BOX FOR

TOOL PARTS WHILE IN THE
NO POCKETS FUEL TANKS. USE FLUID
RESISTIVE AND STATIC SAFE
(IF THERE ARE POCKETS, REMOVE ALL TOOLS AND CONTAINERS
ITEMS FROM POCKETS AND SEW CLOSED)
RUBBER
GLOVES
REMOVE ALL RINGS AND WATCHES WEAR ONLY 100% COTTON CLOTHING!
NO BUTTONS OR NYLON, RAYON, SILK

ZIPPERS SHOWN CLEAN COTTON COVERALL OR WOOL CLOTHING
+
+
+
+ −
−
−− −
+ −
−
− −
+ −
−
+ − −
−
+ − −
−
+ + −
CLEAN 100% FUEL TANK
COTTON SOCKS THAT CONTAINS
FUEL VAPOR
Figure 104 Fuel Tank Entry Precautions 110

CLOSE FUEL TANK
111
CLOSE FUEL TANK
Figure 105 Equipment and Clothing
112
CLOSE FUEL TANK
PERMISSION FOR TANK ENTRANCE

(CLEARANCE FOR TANK INSPECTIONS)
The permission for tank entrance must be issued in written form by the
Maintenance Supervisor (SV) on duty
NOTE: This clearance may be issued exclusively if the tank is in

fireproof condition. If the tank ventilation was temporally interrupted
(and consequently the tank maybe was in unsafe condition) there must
be issued a new per−mission by the Supervisor on duty.
COMPETENCE OF EMPLOYEES (QUALIFICATION)

Tank inspections may be done only from employees who
• have no restrictions by the medical service (−> see also chapter
28−00−05!),
• completed the technical training,
• have adequate know−how and operating experience,
• are familiar to the instructions,
• are dependable,
• are instructed to do this job,
Listing of removed components
All removed tank components must be registered in Ground Log Book
(GLB) or Event Ground Log Book (EGLB).
113
CLOSE FUEL TANK
COMPETENCE OF EMPLOYEES (QUALIFICATION)
The permission for tank entrance
must be issued in written form by the • have no restrictions by the medical service
Maintenance Supervisor (SV) on duty • completed the technical training
• have adequate know−how and operating
experience
• are familiar to the instructions
• are dependable
• are instructed to do this job
Listing of removed components

All removed tank components must be
registered in Ground Log Book (GLB) or
Event Ground Log Book (EGLB).
GLB
Figure 106 Permission for Tank Entrance 114

CLOSE FUEL TANK
SAFETY−PERSON (OBSERVER)
Check standby air supply and respirators for content and
operation.
Do not put on cotton socks until ready to enter tank. Socks must
be clean when entering tank to avoid contaminating fuel tanks.
Strip down and put cotton coveralls and cotton socks. Be sure
rubber bands are around wrists and ankles holding clothing
snug.
Remove rings, bracelets, wrist watches or any other jewelry
from person.
Attach safety line to person entering tank.. Agree on safety
signals with observer.
Put on respirator (both, the person entering the tank and
observer) and check for operation.
Station one person at filter−regulator to observe breathing
indicators of those wearing respirators to ensure that persons
using respirators are breathing properly. Figure 107 Tank Entry Scene
115
CLOSE FUEL TANK
JOBTITLE
SAFETY PERSON (OBSERVER)
Persons who work in an aircraft fuel tank must be observed by a Safety−Person in
order to initiate rescue actions in case of any malfunctions, accidents or in
emergencies.
Per entered fuel tank there must be 1 Safety−Person positioned directly at the opened
manhole.
NOTE: The Safety−Person is not allowed to leave his position as long as any
person is still inside the aircraft fuel tank.
The Safety−Person (observer):

A. Must agree with his colleague(s) (before anybody enter the aircraft fuel tank)
about communication and emergency signals that they will use.
Examples for communication and emergency signals:
(1) signal rope(s) / lifeline(s),
(2) questions, demands and answers.
B. is responsible to check the adherence to safety rules by the persons working in the
tank (e.g. if they are wearing their protective clothing, breathing apparatus,....)
C. has to wear protective clothing (tank−overall made of 100% cotton), apart from
cot ton−over socks,
D. must have a breathing apparatus (half mask) ready for use in Standby,
E. must be equipped with an explosion−protected walkie−talkie or mobile phone,
F. is responsible for observing the gas measurement and warning equipment (gas
detectors). Concerning this responsibility the Safety−Person has to look out for
optical and/or audible warning signals!
G. is responsible for a faultless ventilation.
CAUTION: IF AN ACCIDENT OR AN EMERGENCY HAPPENED INSIDE THE

FUEL TANK (E.G. YOUR COLLEAGUE ISINJURED), YOU MUST
INFORM NECESSARILY THE HANGAR−SUPERVISOR ABOUT THE
SITUATION (REGARDING INITIATION OF CONTINUATIVE RESCUE
ACTIONS).
Figure 108 Safety-Person (Observer) 116

CLOSE FUEL TANK
PURGING AIRCRAFT FUEL TANKS

In many cases you will still find residual
quantities of kerosene inside the fuel tank after
draining (e.g. in form of small fuel puddles).
These quantities must be completely removed,
particularly in the immediate working area and
around the opened manhole covers! For this
procedure use a compressed air operated
vacuum cleaner, clean cotton cloths and/or rags.
Figure 109 Purging Aircraft Fuel Tanks

117
CLOSE FUEL TANK
PURGING AIRCRAFT JOBTITLE
FUEL TANKS CAUTION: YOU MUST WEAR A PERSONAL RESPIRATOR AND PROTECTIVE
CLOTHING WHILE YOU ARE PURGING THE
AIRCRAFT FUEL TANK.
NOTE: If you notice a internal leak from an adjacent tank which implicates
new quantities of kerosene in your (already purged) working area you
also have to de−fuel and to drain this adjacent tank.
After this you have to purge this area once again!
A purged fuel tank contains a non flammable atmosphere (= fire−proof condition =
kerosene gas concentration < 600 ppm). This non flammable atmosphere can be
maintained by mechanical ventilation.
NOTE: A purged aircraft fuel tank is not comparable with a dry aircraft fuel
tank!
Figure 110 Purging Aircraft Fuel Tank

118
ENTERING AIRCRAFT FUEL TANK FINAL WORK
FINAL WORK
CLOSE APPLICABLE FUEL TANK
Fuel Tank Closure
WARNING: REMOVE ALL MAINTENANCE ITEMS, AND UNWANTED NOTE: Make sure the necessary approved persons do an inspection of
MATERIAL FROM THE FUEL TANK BEFORE YOU CLOSE IT. the tank before you close it.
EQUIPMENT, TOOLS, LOOSE HARDWARE, OR Do a check of the record to make sure no unwanted items remain in the tank.
CONTAMINATION CAN CAUSE DAMAGE TO THE FUEL
SYSTEM. METAL ITEMS ARE POSSIBLE IGNITION Close the Fuel Tank
SOURCES. AN IGNITION SOURCE IN A FUEL TANK CAN Do a test of the electrical bonding between the manhole cover and a suitable
CAUSE A FIRE OR AN EXPLOSION. grounding point in acc.with Standard Wiring Practices Manual 20−20−00
Each time you go into a fuel tank you must examine the fuel tank very carefully If you are the observer, do these steps:
before you close it. • Make a report that states the time and that all persons are out of the tank.
Remove all of the equipment used to perform the maintenance (for example, • Remove the sign that states:
tools, solvent, containers, plugs, brushes, and other equipment). CAUTION − PERSONNEL INSIDE TANK − MOVE NO EQUIPMENT.
NOTE: Keep a written record of all the tools, equipment, material, and Put the Airplane Back to the Usual Condition Remove
persons when they go into and go out of the fuel tank. Before you the safety tags and close these circuit breakers. Connect
close the fuel tank, make sure the record shows there are no these airplane batteries:
unwanted items in the tank.
Use an air driven vacuum to remove unwanted particles and pieces of used • Main
sealant. • APU.
Remove all precautionary signs, and placards.
WARNING: MAKE SURE YOU REMOVE ALL UNWANTED PARTICLES
AND MATERIALS FROM THE FUEL TANK. UNWANTED
MATERIALS CAN COLLECT IN THE FUEL TANK, WHICH CAN
CAUSE BLOCKAGE OR INCORRECT SYSTEM OPERATION,
OR CREATE A POTENTIAL IGNITION SOURCE.
Make sure these components are free from unwanted material or objects:
• Fuel and water drain holes and paths.
• FQIS components.
• Fuel scavenge system components.
• Check the areas of the tank that were accessed for any damage to in−tank
components, bonding jumpers, wiring and structure.
– Repair any problems that you find.
• Do a final inspection of the fuel tank to make sure you removed all 119
unwanted materials and equipment.
ENTERING AIRCRAFT FUEL TANK FINAL WORK
Before Close the Fuel Tank:
Do a test of the electrical bonding
between the manhole cover and a
suitable grounding point in acc.with
Standard Wiring Practices Manual
20−20−00
After completion of work in a fuel tank, personnel must make sure that:
• the work area is clear of tools
• the work area is clean
• no electrical equipment has been damaged and disconnected
• all the fuel system components have a correct electrical bonding
• all access panels are back in their original position
(e.g. rib access panels)
Figure 111 Close Up 120

ENTERING AIRCRAFT FUEL TANK BONDING CHECK
ELECTRICAL BONDING − INSPECTION/CHECK

GENERAL
The installation of on-board electrical systems in an aircraft differs considerably from the conventional electric
installations used in industry and household.
These on-bord electrical systems are comparable with those of automobiles.
Like in automobiles, for weight reasons the metal structure of the cell is used as a return line which means that
most circuits are single core.
In aircraft with wood− or plastic construction, two−core circuits are necessary due to the lack of conductivity.
The ever increasing use of electric and electronic systems in state−of−the−art aircraft types also requires an
improved knowledge and understanding of the processing methods and installation techniques.
Thus, the purpose of this book is to provide essential information in the field of electric installations in aircrafts,
which, in combination with the corresponding documentation and the regulations of the manufacturer, shall
enable the reader to perform professional installations, modifications or repair work.
Generally, electric installations in aircrafts have to be done according to the manufacturer’s instructions, for
example:
Boeing: SWPM (Standard Wiring Practices Manual) Airbus: ESPM (Electrical Standard
Practices Manual)
The corresponding subchapters of this book give reference to respective chapters of regulations.
121
Figure 112 Front Pages of ESPM and SWPM 122

BONDINGS
Aircrafts are constructed in such way that lightning strikes and static
discharge can not lead to damages or errors in electrical systems. Therefore
all equipment parts and the structure must be permanently and electrically
conductively connected to one another. This is ensured by means of
bondings.
Bondings are required for the following tasks:
• protecting crew and passengers against electric shocks in the event of
potential differences
• protection of the aircraft and all the installed systems as well as the
occupants against lightning
• protection against irregular electrical static charge which could lead to radio
errors as well as discharge sparks
• trouble−free current backflow from the consumer to the power source
Different types of copper strands are used for the bondings which are
connected by means of various connection methods (clamps, terminals,
etc.).
It is especially important to connect all tubing carrying flammable liquids to
the structure in order to prevent explosions due to static electrical charge.
A new installation of a bonding or of one of its connecting elements requires
the lowest possible contact resistance.
This has to be measured and documented after completion of a
connection. The SWPM and ESPM list the maximum values for respective
connections. Figure 113 Bonding
123
Figure 114 Bonding on Aircraft 124

GROUNDINGS
Contrary to bondings, groundings have the purpose
to lead the feedback current into the structure.
It is extremely important to check for any signs of
electrochemical corrosion for currents are permanently
flowing through this connection.
A corrosion−preventing installation is crucial.
The risk of penetration of moisture and humidity into
groundings must be prevented by means of
appropriate sealing.
125
Figure 115 Groundings
126
STRUCTURE OF GROUNDING
A double grounding wire is mandatory outside of the pressurized cabin; it reduces the total resistance
of the grounding and increases reliability.
Basic rules for groundings:

• generally separated according to terminal points for direct current (DC), alternating current (AC)
and shieldings (SH)
• no groundings on magnesium structure (risk of corrosion)
• no more than four terminals per terminal bolt
• eliminate the corrosion risk!
• always keep power supply groundings separated from all other systems.
127
DOUBLE GROUNDING WIRE CONNECTIONS

Figure 116 Structure of Groundings
128
CONTACT RESISTANCE MEASUREMENT
General
The contact resistance measurement is a special
case in continuity measurement for bondings and
groundings.
Because of the low resistance to be measured, a
special measuring device with corresponding
measurement technique is used for this purpose.
The bonding−meter works with two current− and two
voltage power lines − the so−called ”four wire
technology”. A defined current goes through the power
lines and via the connection to be measured; the
resistance leads to a voltage drop which is then
measured due to the voltage peaks.
This minimizes measuring errors caused by this
measuring arrangement.
Figure 117 Bonding Meter
129
Figure 118 Resistance Measurement 130

BONDING OF REMOVABLE ELEMENTS
This is an example of contact on different

types of metal
Bonding of removable elements.

This is an example of contact on
different types of metal
Figure 119 Contact Resistance Measurement
131
Insulation Resistance Measurement
Insulation measurements are used to check the

quality of insulation.
Similar to a pipe pressure test, an increased pressure,
i.e. a voltage that is higher than the nominal voltage is
used. Therefore all devices, motors, sensors etc. must
be disconnected before starting the measurement.
The test can be performed either between two
adjacent wires or between the wire and the structure.
Figure 120 Insulation Tester

132
Figure 121 Insulation Measurement 133

ATA 47
INERT GAS SYSTEM
The Fuel Tank Inerting System (FTIS) is a Flammability Reduction
Means to decrease Fleet Flammability Exposure to satisfactory levels.
The FTIS gives protection to decrease the risk of fire and explosion in the
center wing-box fuel tank (fuel tank). To get this protection, the FTIS
causes inert conditions in the ullage space of the fuel tank.
T1+T2 (CFM 56) (Lvl 2&3) TABLE OF CONTENTS Apr 03, 2013
47 - INERT GAS SYSTEM Page 1 134
SingleAisle TECHNICALTRAINING MANUAL
CONDITIONED SERVICE AIR SYSTEM D/O (3)

GENERAL
The Fuel Tank Inerting System (FTIS) includes two sub-systems:
-The Conditioned Service Air System (CSAS),
-The Inert Gas Generation System (IGGS).
The CSAS gets hot air from the Engine bleed air system
and decreases its temperature to a level compatible with
the IGGS sub-system.
The CSAS includes:
-The Conditioned service air system Controller Unit (CCU),
which does the system control and health monitoring BITE
and has interfaces with the FWS and CFDS,
-A CSAS isolation valve, which is a protection of the system
if there is low pressure, over pressure or over temperature,
-A heat exchanger to decrease the air temperature.
T1+T2 (CFM 56) (Lvl 2&3) CONDITIONED SERVICE AIR SYSTEM D/O (3) Apr 25, 2013
UG913131 - U7PT0M0 - UM21D6CSAS00001
GENERAL

SYSTEM DESCRIPTION
Engine 1 is the primary bleed source and Eng 2, through the X Bleed valve, is the secondary bleed source.
APU or Ground Cart supply can be used for interactive test on Ground. The CSAS gets bleed air from the Engine Bleed Air System and does
its conditioning for the IGGS.
First, the ozone converter decreases the quantity of ozone in the bleed air to give protection to the IGGS components.
Then, the air temperature is decreased by the CSAS heat exchanger to get a
temperature of 60°C+/-6°C.
TEMPERATURE AND PRESSURE CONTROL

The bypass valve is installed in the heat exchanger bypass duct and is controlled by the CSAS. The bypass valve adds hot air downstream
of the heat exchanger to maintain the temperature within limits.
On the output duct, a dual element temperature sensor and a pressure sensor monitor the temperature and the pressure before they go
into the IGGS.
If there is over-pressure or over-temperature, the CSAS isolation valve closes to stop the system.
47 - INERT GAS SYSTEM Page 4
137
UG913131 - U7PT0M0 - UM21D6CSAS00001
SYSTEM DESCRIPTION - TEMPERATURE AND PRESSURE

CONTROL

SYSTEM DESCRIPTION
(continued) CSAS
OPERATION
The system is installed on the left hand side of the
aircraft belly fairing. The bleed air is pulled from
the High Pressure Ground Connector (HPGC)
tube. In normal operation, the CSAS isolation
valve is open to let the air go through the ozone
converter. After the Ozone converter, the air
temperature is decreased by the CSAS heat
exchanger. The output of the heat exchanger is
connected to the IGGS.
139
UG913131 - U7PT0M0 - UM21D6CSAS00001
SYSTEM DESCRIPTION - CSAS OPERATION


CSAS INTERFACES
The CSAS controller is installed in the FWD electronics rack (90VU) in
the avionics compartment.
It does the system control and health monitoring BITE and has
interfaces with the Flight Warning System (FWS) and the maintenance
computer. If a failure of the CSAS system occurs, the status message
"INERT FAULT" will come into view only in flight phase 1 and 10, for
maintenance.
NOTE: The MEL tells that the A/C can be dispatched with the
system unserviceable for 10 days with no maintenance
procedure.
The CSAS Controller is interconnected between Air Conditioning System
Controller (ACSC) and Engine Interface Units (EIUs) to keep a minimum
bleed pressure during descent.
CSAS INTERFACES
INERT GAS GENERATION SYSTEM D/O (3)

GENERAL
The Fuel Tank Inerting System (FTIS) includes two sub-systems:
- The Conditioned Service Air System (CSAS),
- The Inert Gas Generation System (IGGS).
The IGGS uses anAir Separation Module (ASM) to remove
oxygen from the conditioned air stream. This makes and
separates the
Nitrogen Enriched Air (NEA) and the Oxygen Enriched Air (OEA).
The OEA is sent overboard.
The Dual Flow Shut Off Valve (DFSOV) controls the NEA flow to
the center fuel tank, lets the system change between
low/middle/high NEA flow and isolates the IGGS from the center
fuel tank.
The IGGS controller supplies system control and health
monitoring/BITE. The IGGS isolation valve is a solenoid valve. It
is spring-loaded closed. During operation, the IGGS Controller
Unit (ICU) controls the valve to open, to let conditioned air from
CSAS to the IGGS.
It closes if too low a pressure and/or overtemperature air come
from the heat exchanger.
T1+T2 (CFM 56) (Lvl 2&3) INERT GAS GENERATION SYSTEM D/O (3) Apr 03, 2013
GENERAL

GENERAL (continued)
SAFETY PRECAUTION
The FTIS supplies NEA, which is a gas with a low
oxygen content and can cause an asphyxiation risk
to the personnel if this gas is in confined spaces.
GENERAL - SAFETY PRECAUTION

SYSTEM DESCRIPTION
To inert the center fuel tank and to
control and monitor the IGGS, the
IGGS includes:
-one IGGS Isolation Gate Valve,
-one D-ULPA (Double ultra low particle) filter,
-one temperature sensor,
-two pressure transmitters (inlet and outlet of the ASM),
-one oxygen sensor at the outlet of the ASM,
-one Air Separation Module (ASM),
-one Dual Flow Shut Off Valve (DFSOV),
-one dual flapper check valve,
-one IGGS Controller Unit (ICU).
SYSTEM OPERATION NORMAL OPERATION
The bleed air comes from the CSAS and it is filtered by the D-ULPA filter to keep the
ASM inlet clean, without hydrocarbons and dust.
Downstream of the D-ULPA filter, one temperature sensor and one pressure sensor
send air parameters to the ICU. The ASM, which is the core of the IGGS, removes
oxygen and sends NEA to the center fuel tank. The OEA is sent overboard through
an outlet on the HPGC door. Downstream of the ASM, an oxygen sensor measures
the oxygen rate to prevent a high oxygen concentration in the center fuel tank. The
oxygen sensor has a pressure sensing capability when it is energized and thus it
prevents over-pressure in the center fuel tank. The DFSOV controls the NEA flow to
the center fuel tank and lets the system change between low/mid/high NEA flow in
relation to the flight phases. The DFSOV also isolates the IGGS from the center fuel
tank if an abnormal operation occurs. A Dual Flapper Check Valve makes a double
barrier to the possible back-flow of fuel.
148
SYSTEM DESCRIPTION & SYSTEM OPERATION


SYSTEM OPERATION (continued)
ABNORMAL OPERATION
If there is overpressure or overtemperature, the ICU de-
energizes the IGGS Isolation Gate Valve solenoid to close
the IGGS Isolation Gate Valve.
If the oxygen sensor senses an oxygen rate higher than
12%, the ICU de-energizes the IGGS Isolation Gate Valve
solenoid and the DFSOV solenoid to close the IGGS
Isolation Gate Valve and the DFSOV.
150
SYSTEM OPERATION - ABNORMAL OPERATION


COMPONENT DESCRIPTION
AIR SEPERATION MODULE (ASM)
The ASM is the core of the Inert Gas Generation
System. It removes oxygen from the compressed
air stream. It makes Nitrogen Enriched Air (NEA)
and Oxygen Enriched Air (OEA). The NEA is sent
to the center fuel tank and the OEA is sent
overboard.
An ASM is a semi-permeable hollow-fiber
membrane bundle contained in a pressure
containment canister.
COMPONENT DESCRIPTION - AIR SEPERATION MODULE (ASM)

COMPONENT
DESCRIPTION
(continued) DUAL FLOW
SHUT OFF VALVE
In normal operation, the DFSOV is closed
and isolates the IGGS from the center fuel
tank.
The ICU supplies the two solenoids of the
DFSOV to control the DFSOV position
(OPEN/CLOSE) and to control the NEA
flow (LOW/MI/HIGH)
154
COMPONENT DESCRIPTION - DUAL FLOW SHUT OFF VALVE

COMPONENT DESCRIPTION
(continued) DUAL FLAPPER
CHECK VALVE
NEA is supplied from the IGGS to the center fuel
tank by the distribution pipe and nozzle.
A twin check valve system prevents fuel ingress from
the center fuel tank back to the IGGS.
The system is contained in one housing that includes
two in-line flapper type check valves (Dual flapper
check valve). These valves are on the outer side of
the center fuel tank.
156
COMPONENT DESCRIPTION - DUAL FLAPPER CHECK VALVE


ICU INTERFACES
The ADIRU 1 supplies Standard Altitude, True
Airspeed, Total Air Temperature and Altitude
Rate signals to the ICU.
The CCU makes the communication possible
between the IGGS controller, the CFDIU and the
FWS. The communication between the two
controllers is also used to give the condition of
each system. For example, if the CSAS stops
because of an overtemperature scenario, the CCU
will tell the ICU that the system is closed and they
will compare the readings of the sensors that
come from the two systems.
158
ICU INTERFACES
159
THANK YOU!
Any question?
FB: Aircraft Maintenance Training Division
160

2024.02.29 FTS-R Final

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Fuel Tank Safety – Recurrent

FUEL TANK SAFETY

DETAILED TRAINING AND

TWA Flight 800

On March 2001, a B737, operated by Thai Airways, was destroyed by an explosion

Figure 2 Thai 737−400 Fuel Tank Explosion

An ignition source that is:

Fuel and Air combined in the right

DRILL SHAVING AND CONTAMINATION ON WIRE BUNDLES

Figure 3 Accident Findings

AIRCRAFT FUEL SYSTEM SAFETY PROGRAM (AFSSP)

AIRCRAFT FUEL SYSTEM SAFETY PROGRAM (AFSSP)

National Transportation Safety Board(NTSB)-2000

Figure 4 TWA Flight 800 accident

Phase Two June 6, 2001

Enhanced The FAA and European Aviation Safety

Figure 5 Fuel System Safety Compliance Data

Requirements on the Maintenance and Overhaul Personnel

Figure 6 Requirements on the Maintenance and Overhaul Personnel

Fuel Quantity Indication System

Fuel Quantity Indication Probes

Pneumatic system failures

Execution of “FQI probe gap check“ before closing fuel tanks.

Maintenance and overhaul on “fuel pumps“ only in accordance with CMM.

A redundant lay−out in safety relevant areas of “bonding straps“.

In SFAR 88 relevant areas an increased execution of “double checks“.

Fuel Airworthiness Limitations (FALs) Airworthiness Limitations (AWLs) and

DOUGLAS Lufthansa Technik Internal Documents

Airworthiness Limitations (AWLs) and

Figure 7 Documentation to implement the SFAR 88

Fuel System Airworthiness Limitations Fuel Airworthiness Limitations

Airworthiness Limitation Instructions (ALIs) Maintenance/Inspection Tasks (ALIs)

Critical Design Configuration Control Limitations (CDCCL)

What do the “Airworthiness Limitation Instructions“ (ALIs) say?

What do the “Critical Design Configuration Control Limitations“ say?

EXAMPLE OF AIRBUS FUEL AIRWORTHINESS LIMITATIONS

Maintenance / Inspection Tasks Critical Design Configuration Control Limitations

Customer Services Directorate

Figure 8 Example of Airbus FALs 21

Customer Services Directorate

Figure 9 Example of A340 Removal/Installation Center Tank Middle-FQI-Probe

Figure 11 Types of Engines Fuel

Types of Turbine Engine Fuel (cont.)

Jet B fuel is mainly used for military jet engines.

JP 5 is another type of military jet fuel.

Figure 12 Fuel Main Caracteristics

Figure 13 Fuel Characteristic

Another very important characteristic of fuel is its density. This is the

Jet A1 and Jet A have the same density of 0.81kg/ltr. at a

Figure 14 Fuel Density

CHARACTERISTICS OF TURBINE ENGINE FUELS (cont.)

Figure 15 Fuel Requirements

RECOMMENDATIONS TO MINIMIZE IGNITION SOURCES

Electrical Fuel Level Temperature Fuel Redundant

Wiring Fault Auxiliary Main Feed Separated & Fault Periodic

Protected Pump Arc/Ground Isolation

Flame Arrestor in Ejector Pump Auto Inlet Inlet

Figure 16 Internal Ignition Source Consideration

Accident Board Rec.|L1 32