Refueling of aircraft with fuel. Aviation fuel

Modern gas turbine aircraft engines run on kerosene.
How does he get on the plane, what happens and how does it look?


The lift that keeps the airplane in the air is created by the wing.
Therefore, so that the loads do not go far, one of the heaviest - fuel - on the plane is also placed in the wing.
Inside it. Basically, the wing is an aluminum alloy box. So, if you make this box sealed, you can pour quite a lot of something inside it. For example, kerosene.
Each wing (in a western and simple way; and in Soviet school it was called a half wing) of the Boeing-737 Classics (these are modifications -300, -400 and -500) holds up to 4.5 tons of kerosene. Each Airbus (-319, -320, -321) wing holds about 6 tons.
Since this fuel is not enough for normal flights, aircraft usually also have a tank (s) inside the fuselage.
The 737 Classics and the Airbuses 320 have about the same - by 6.5 tons.

How is refueling done?

About an hour and a half before departure, the crew appears at the air traffic control.
There, flight officials receive a prepared calculation of the plane's load.

They recalculate the required amount of fuel.
They take into account the characteristics of a particular aircraft.
For example, an airplane may have a faulty landing landing light (fender). This does not impose flight restrictions, but fuel consumption may increase (approximately) by 1% due to the headlight sticking out in the extended position.
Some fairing can be removed (after damage). This will also increase fuel consumption.

The features of the flight are also taken into account.
For example, the location of alternate airfields.
Weather along the route and above the destination may require you to stay in the waiting area longer, which will also affect the necessary refueling.
Fuel prices at the destination airport can "bite" and, with a small load, it can be more profitable to refuel at the base in both directions.

More precisely, it is better to find out about the calculation of fuel from the current pilots, and we will go further on the procedural issue and the technical part.

Having determined the necessary refueling, the crew calls back to the dispatcher and informs him how much he needs in this life.
The dispatcher radio notifies the ground handling personnel of the news.

Meanwhile, an hour before departure, a tanker (car) arrives.

The car stops at the plane, and a human refueller (an appendage of the car) connects a hose to the fuel filler neck on the wing. Also, the car is grounded to the ground :) and to the plane. Why didn't it work.

Now we are talking about the A320 family, but, in general, the situation is similar for other aircraft.

Next to the fuel filler neck, there is a fuel panel on the fender.

(pictured to the left of the hose)

This panel contains:

Leftmost block:
1. on top - three signal lamps for reaching full refueling by the left, right wing and central (in the fuselage) tanks.
2. under the red caps - three switches to control the tank filling valves. In the upper position, the valve is forcedly open, in the lower position it is forcedly closed, in the middle it is controlled by automation.
3.bottom row:
on the left - switch "refueling - panel off - draining fuel",
in the middle - the panel test switch,
on the right - the panel backup power switch from batteries.

There is a plug in the middle of the panel.

Right block:
1. on top - three indicators of the amount of fuel in the tanks (left, center, right).
2. below - the panel of the set fuel quantity:
the illuminated indicator on the left - the required total refueling. In this case - in pounds (the plane was taken from America).
below it - the dial switch: to the left - less, to the right - more.
the illuminated indicator on the right - the total amount of fuel on board. Also in pounds (1 lb = 0.45 kg).
under the indicator there is a green "OK" lamp. Lights up when the actual amount of fuel on board corresponds to the specified one.
between them - a white lamp that lights up in the case of using an additional dial panel in the cockpit.

The filling panel is switched on by a limit switch when the hatch cover is opened. Or, when operating from the cockpit, by pressing the corresponding buttons in the cockpit.
The chrome-plated slat drive shaft is visible directly under the panel.

At the command of the technician, the refueller (person) turns on the pump of the car and the fuel is pumped through the hose to the refueling manifold.
The person is watching the process.

From the manifold, the fuel flows through the open filling valves to the wing tanks and, if necessary, to the central one.
The central tank is refueled only when the capacity of the wing tanks is not enough. The winglets should be filled as completely as possible.
The opening and closing of the filling valves is controlled by a computer. It distributes fuel to the tanks, evens out the filling of the tanks in case of uneven fuel flow, and also closes the taps when the set amount of fuel on board is reached.

While the process is going on (usually 15-20 minutes), you can consider interesting things.

The lower surface of the wing has hatches for access to the inside of the tanks.

In the hatch on the left we see the Vent scoop. The incoming air flow rests against this hole in flight and presses the fuel from above.
To make it easier for the pumps to pump and so that there is no cavitation (release of dissolved air from the liquid at reduced pressure) at the inlet to the booster pumps.

Slightly to the right, with an inverted label, there is a fuel sediment drain valve.
The sludge is discharged to reduce (or eliminate) water in the fuel. Because kerosene burns, not water. And the water can freeze. Why do we need ice at the entrance to the delicate fuel automatics of the engine?
Personally, I don't need it.

In the right hatch we see in the middle a place where there is a measuring ruler for measuring the amount of fuel in the tank directly (if the fuel meters fail, for example).
We certainly remember that there is an inscription of the form "R-5" near the ruler.

Also on the wing there are two hatches of this type:

This is the protection of the tank from overcharging by overly zealous refuelers.
If there is excessive pressure in the tank, then the membrane just above the hole will collapse, and fuel will pour merrily through the hole onto the platform.

Continuing the exploration, we will approach the fairing of the bottom of the fuselage opposite the right engine.
Let's open the hatch we saw ...

- Oops! We were deceived! Afftora - to the dustbin of history! some will cry.
And they will be right.
Only partially.
This door is usually the location of the refueling panel on aircraft made for Europe.
All of its elements are exactly the same as on the fender panel shown above, only they are not located left-right, but one above the other.
In Europe, most of the filling station appears to be operated by dedicated ground personnel.
In Amaritsi, the philosophy is different, and there the panel is on the wing, closer to the tanker (person). Which, apparently, controls the process.

But these are all flowers.
And where are the seven-flowered flowers? the observant Chi will ask.
In the upper right corner, my dears. Lurking interesting things.
Let's take a look from below.

This, dears, is nothing more than a level :)
A sealed bowl with a liquid and a specially trained bubble living in it shows us the tilt of the aircraft forward and / or sideways.
Useful when lifting an airplane with hydraulic jacks, for example.

Why is it here?
We are not looking for simple solutions, Yes.
As you can see, a grid is applied to the glass to formalize the position of the bubble.
Having this coordinate and the readings of the magnetic rulers of the fuel level in the tanks (remember "R-5"), according to the table you can find the exact amount of fuel in the tanks. The rulers are located throughout the span of each wing and in the center tank. Each is designated with its own number.

And you say - "peacocks" ...

In the meantime, refueling ends.
The tanker writes out a piece of paper indicating the type and amount of fuel filled.
With it we go to the cockpit of the liner and can look at the fuel in the tanks on the lower ECAM:

Here we see:
LBS - Fuel is measured in pounds.
FOB - Fuel On Board - the total amount of fuel on board.
F. Used - the fuel used by each engine in the last flight (in the current flight, the countdown will start from zero).
Circles with lines perpendicular to the flow - closed fuel system valves.
Lines are highways.
Rectangles - fuel pumps (off now). As you can see, each engine is powered by the fuel of its wing, and for every fireman there is a ringing valve (in the middle) for combining both parts of the fuel system.

Below is an interesting picture of the distribution of fuel across the tanks.
It can be seen that there seem to be five of them, right?
These are the end sections of the wing tanks separated by green vertical lines.
Green lines represent valves inside the wing.
Initially, fuel is generated from the inner wing compartments, and when a certain amount of fuel is reached, the valves open and fuel from the end compartments will flow into the inner ones.

Even lower is the temperature of the fuel in each tank.

(For more information about the displays in the A320 cockpit and about the cockpit itself, see the post)

Actually, immediately after the end of refueling, passengers are already started.
So, as you saw the unwinding grounding and the refueller's hose (person), you can catch up and run with your little things to take a line to the exit to the liner.

Now, at the end, let's talk a little about 737-500 :)

The filler flap reveals both the panel and the hidden filler neck.

To the left of the hose there is a filler cap hanging in red, and between them is a filler manifold. Where does the fuel go.
There are three filling taps inside the manifold (on Airbus they are all in different places).

Each tap has a button for forced mechanical opening of the tap, that is, it is possible to refuel on the edge without electricity at all. Airbus also has a forced opening, but there the taps of the wing tanks are located under the wing panels, and you can't just open these taps - you have to remove the panels. True, the central tank filling tap is relatively accessible there - it is located in the chassis niche.

The filling panel of the 737 Classics is austere.

Above - three lamps signaling the open position of the filling valves.
Below are toggle switches for electric opening and closing of taps.
To the left of them is the switch for auxiliary power supply of the cranes from the accumulators.

Below, in the middle of the panel, there are three fuel gauge indicators for the tanks.

Refueling is controlled manually. Wing - completely, everything else - in the central.
The only automation is to close the filling valves when the maximum fuel level in the tank is reached.

Cab fuel gauge indicators:

The button on the left of the central indicator tests the actual indication.

With measuring rulers on Boeing, everything is also simple, in a worker-peasant way. The ruler immediately shows itself the amount of fuel in the wing. Alas, there is no ruler in the centro tank.

The fuel is drained from the aircraft through the same refueling manifold through which it is poured.
You just need to turn on the pumps of the tank from where you need to download the fuel. And close the filling taps.
If you do not connect the tanker's hose at the same time and open some kind of tap, then we will get fuel pumping between the tanks.

Perhaps now that's all for today.

Refuel to your health! :)

P. S.
Below, in the commentary, the citizen posted.

What happens to the fuel before it hits the aircraft:
http://kak-eto-sdelano.livejournal.com/89610.html

About the filler caps and about the fuel panel in the center section it is written here.

In order to serve hundreds of aircraft departing from the airport every day in the shortest possible time, thousands of issues need to be resolved. One of the most important tasks is to provide all aircraft with fuel. The refueling complex is a huge mechanism that operates smoothly and smoothly.

Let's take a look at what happens to the fuel from the moment it enters the airport territory until refueling at fuel tanks aircraft.

2. Fuel enters the airport in two ways: by rail or by pipeline.

3. By rail, fuel comes from various factories located throughout the country. The choice of suppliers depends on prices and current market conditions. Currently most of fuel is supplied by rail.

4. At the same time 22 tanks can be discharged at Domodedovo.

5. An interesting detail: a safety cable for employees who take fuel.

6. All fuel passes mandatory acceptance control.

7. Flight capability is provided on the ground.

8. From railway tanks, fuel is pumped into such tanks. The volume of this huge barrel is 5000 m³.

9. Correctly the barrel is called "vertical steel tank". Some technical details:

10. This is what the tank looks like from the roof of an adjacent tank.

11. TankRadar - a device for monitoring the parameters of the fuel in the tank.

12. Fuel level, temperature and other parameters can be estimated.

13. Not far from the fuel tanks there are water tanks. Casemate tanks are located underground. They say about them: "Let them never be used for their intended purpose."

14. In order to drive fuel between tanks, powerful pumps are needed.

15. This is the second route through which fuel enters the airport - a pipeline running from the Volodarskaya oil depot. This tank farm is connected by oil product pipelines with all the airports of the Moscow aviation hub. Under this canopy, metering devices are located, on the basis of their readings, settlements are carried out between companies.

V civil aviation two types of fuel are used: TS-1 and RT. TS-1 - aircraft fuel, RT - jet fuel. There are few differences between them, in fact it is aviation kerosene.

16. At each stage, the quality and parameters of the fuel are carefully controlled. There are several stages of control, the most stringent is carried out in the laboratory. They know everything about fuel here.

17. Fuel is fully analyzed according to 12 indicators. In addition, other liquids are monitored. For instance, " I-M "- anti-water crystallization additive for fuel andNGZh-5U is a hydraulic oil used, for example, in the aircraft chassis.

18. Each test has its own equipment. Some devices do not look very impressive outwardly, but, of course, this is not their task.

19. An employee of the laboratory at work.

20. The results of each analysis are recorded in logs, in addition, some samples are sealed and stored for a certain period. These are aviation security requirements.

21. Before that, the last time I saw so many test tubes was only at the institute, at the Department of Physicchemistry.

22. We did some research. The flash point of fuel in a closed crucible is currently being investigated.

23. The results are shown on the display.

24. The density and composition of the fuel by fractions is investigated here.

25. Sealing of samples.

26. Once the fuel has undergone a comprehensive analysis, has received quality confirmation in the laboratory, it can be pumped to a central filling station located at the airport. It is from here that the fuel is supplied to the aircraft.

27. There are many filters installed at the inlet, which retain mechanical impurities and water.

28. Additional control is carried out; for this purpose, the fuel is drained from the lower part of the tanks.

29. All physical and chemical parameters are checked in the laboratory, the presence of water and impurities can be detected by visual inspection. The fuel is absolutely clean.

30. Used filters of coarse and fine cleaning. The filter system is capable of trapping 1 micron particles of impurities, which is almost 100 times less than the thickness of a human hair.

31. Engine room. The pumps run in automatic mode.

32. General view of the CZS.

33. The central filling station has six tanks with a volume of 5000 m³ and several smaller tanks.

34. Stocks and fuel additives are also stored here.

35. Fuel can get into the aircraft tanks from tankers or from such hydrant columns located throughout the airfield. There are 61 such columns in total, we are just at the control room, number 61.

36. In Domodedovo there are tankers with different capacities, the maximum capacity of used tankers is 60 m³, as in a railway tank car.

37. It takes approximately 40 minutes to completely fill the tanker tank with fuel. Faster is impossible, there are standards that limit maximum speed fuel supply.

38. On average, narrow-body jet aircraft take about 20 tons of fuel, Boeing-747 can carry 200 tons, and the giant - almost 300.

39. There are interesting views of the airport from the roof of the tanks.

40. The whole point of reporting in one photo.

41. If you don't fill it up, it won't fly.

42. A little about how the fuel is filled. Firstly, secondly and thirdly: safety precautions. Everything must be grounded, all instructions and regulations are painted in as much detail as possible.

43. The central gas station is similar to a regular gas station, only there are many more cars here.

44. Column. Fuel is dispensed on it.

45. After filling the fuel, the next control.

46. ​​Kerosene is transparent as a tear, impurities and water are absent.

47. The tanker can now travel to the aircraft.

48. There are three operators in Domodedovo, airlines can choose those who offer the best conditions and prices.

49. In turn, operators can store fuel in shared tanks or rent a tank separately for themselves.

50. Aircraft refueling is carried out through hatches located in the wing.

51. For refueling aircraft from hydrant dispensers, such mobile refueling units are used.

52. Refueling takes place from hatches located at aircraft parking areas, so huge tankers do not need to maneuver among the aircraft, all fuel is fed through pipes.

53. A boy is watching the refueling process, waiting for his flight.

54. Very soon the plane will be refueled, and the passengers will pass passport control and go about their business.

I express my gratitude to the staff of the press service and refueling complex Domodedovo airport for the opportunity to observe the operation of the airport from the inside.

A few more reports on the airport's special equipment:

Do you know how the planes we fly are refueled?

1. Today I show and talk about how planes are refueled using the example of Rosneft at Vnukovo airport. Aircraft fuel is delivered to the receiving warehouse for fuels and lubricants in two ways:

by rail. It all starts from the terminal railroad where the trains with aviation kerosene arrive, which is delivered from the oil refineries closest to Vnukovo in Ryazan and the plants of the Samara group and YANOS (Yaroslavl);
via a ring pipeline directly from the refinery.

2. From the tanks and through the pipeline, the fuel is pumped into these huge 5-thousandth (m3) tanks.

3. Each such tank contains a maximum of 4.25 thousand liters of aviation kerosene. Below is the piping - it serves for receiving and dispensing aviation fuel.

4. The Vnukovo logo is placed on the roof of the 5000th tank.

5. Through the pipeline, jet fuel enters the supply tanks.

6. We are moving to the pre-loading point of loading, where in the white-red striped loading points there is a direct filling of kerosene into the tankers.

7. The hose connects to the tanker fitting.

8. The following is the quality control procedure. Although, in fact, quality control is carried out along the entire production path, as they say - from the well to the tank. In the refueling complex, the procedure is as follows: about 10 liters of kerosene is drained through a special tap and a sample is taken into a clean can for a more detailed analysis. The process is quite complicated, you cannot register on VKontakte, all the more there are detailed instructions to help users.

9. First, there is a visual check - the kerosene is spiraled in a can in a spiral until a funnel is formed and examined for bubbles or sediment.

10. The second stage takes place with the help of a special device (POZ-T). POZ-T is washed twice with kerosene, and then the test is carried out. The used kerosene is then discharged into an underground tank.

11. Inside the POZ-T, special indicators (ICT) are installed, through which jet fuel is drawn for 8-10 seconds. If the kerosene contains water or mechanical impurities, three spots will appear on the indicator. In the presence of mechanical impurities, 3 black spots will appear, in the presence of water - three blue spots.

12. Everything is clear, it's time to refuel the plane!

13. In Vnukovo, Rosneft operates the airlines Transaero, Russia, Turkish Airlines"," Nordwings "," Yakutia "," UTair ", Lufthansa, Fly Dubai, Hainan Airlines, Air Arabia, and Federal consumers.

14. I was lucky to have a Boeing 747 fueled on the morning of shooting.

15. Such a large aircraft can be served simultaneously by two tankers.

16. A tanker, depending on the size of the tank, can hold 60 thousand liters.

17. This is a new tanker - it has a lifting platform behind the cab for easy access to the fender to connect the fuel hose.

18. The tankers are equipped with 2 independent tips of the bottom filling, so the process will go faster ...

19. Fuselage Control and Fueling Control Panel. From the readings: the toggle switch for the amount of fuel, the toggle switch for enabling / disabling the automatic refueling mode, as well as valve controls in case of manual refueling.

21. Refueling of the 747 lasts about an hour, the plane takes on board up to 241,140 liters of kerosene and to fully refuel it, 6 tankers are needed.

22. Range with maximum load - 14,200 km. Almost to Melbourne (14 400), Buenos Aires 13 500, Santiago (Chile) 14 100. Almost the whole world - with the exception of the western coast of Australia.

23. The operator of the filling station controls the approach and departure of the tanker, helps the car to get under the wing correctly, controls the drops on the filter elements, controls the pumping unit, and also monitors the quality of the fuel.

24. While the 747 is being refueled, we will drive through the airport and see where the planes are “feeding” it.

25. Here the wing is lower and the hose is connected using a ladder.

26. What is most interesting is that information about how much fuel to fill in which aircraft is now happening not on paper, but through modern means of communication.

27. In our case, this is a specially trained phone with a program to which the dispatcher sends all the data on the amount of fuel for a particular aircraft.

28. And the employee can only control the readings of the sensors.

A fairly frequent question that people ask both on the Internet and, as far as possible, in real life- what fuel do planes fly? In this article, we, without delving into the subtleties, but simply for general development, will consider what airplanes are fueled with.

Aviation fuel barrels

To begin with, you need to have an idea of ​​how the plane generally rises into the air and overcomes great distances. It happens thanks to jet propulsion... If you do not delve into the laws of physics, then this is the recoil force of the gas jet, which ensures the movement of the engine and the objects that are attached to it. In our case, this object is an airplane with passengers. The gas jet flows out of the nozzle of the turbojet engine. It pushes off the air and sets the aircraft to move at a certain speed. The stronger the gas output, the faster the airliner picks up.

A turbojet engine has the following main parts:

1. Compressor. The compressor turbines capture the air required for the oxidation reactions.
2. The combustion chamber. Aviation fuel is supplied here and here it is burned, which is accompanied by the release of a large amount of thermal energy.
3. Turbine. Hot gas is removed here and is directed by the turbine blades into the nozzle of the turbojet engine.
4. Jet nozzle (exit device)

In the jet nozzle, the process of obtaining jet thrust takes place, due to which the aircraft is accelerated. Let us dwell in more detail on what kind of fuel aircraft are fueled.

Transportation of aviation fuel by rail

Aviation fuel

There are two types of aircraft fuel - aviation gasoline and jet fuel(aviation kerosene).

Aviation gasolines are used for piston engines or as a solvent for the maintenance of airliners. Such fuel does not differ much from ordinary motor gasoline, although it has some features related to the specifics of its application.

There are two types of aviation gasoline, which differ in some characteristics, and one of them is the octane number. Since technology on piston engines is still losing ground, aviation gasoline is also used much less frequently.

The most popular fuel for airliners is aviation kerosene, also called jet fuel. Used for vehicles with a turbojet engine.

Aviation kerosene is diesel fuel obtained in the course of deep oil refining. According to the rules for the effective use of turbojet engines, aviation kerosene should be maximally purified from aromatic hydrocarbons and other impurities.

Aviation kerosene is produced in refineries. According to GOST, aviation kerosene is allocated for subsonic and supersonic aviation... What is the difference, you ask? The fact is that the supersonic flight mode presupposes a strong heating of the fuel. And, if the fuel is fine-grained, it starts to evaporate.

Supersonic aviation needs a "heavy" composition. These fuels include aviation kerosene T-6 and T-8V.

Fine-grained fuel is also suitable for subsonic aviation. However, the larger the percentage of fuel is light gasoline fractions, the lower the flight altitude it is designed for. This type of kerosene includes kerosene T-2.

Kerosene T-1 is a fairly stable fuel corresponding to international standards quality. Aviation kerosene TS-1 does not quite comply with these standards due to the high percentage of sulfur in the composition.

We looked at what airplanes fly on. Now it is worth paying attention not only to aviation fuel, but also to special additives that improve its quality.

Airplane refueling

Special additives for aviation fuel

These include the following:

1. Antistatic additive. Increases the electrical conductivity of the fuel and minimizes the build-up of static electricity, which in turn can lead to an explosion in the fuel tank.
2. Antiwear additive. It is necessary to increase the service life of automatic mechanisms in the fuel compartment of the engine.
3. Antioxidant additive. Reduces the level of oxidative processes in the fuel, thereby preventing the formation of tar.
4. Anti-water crystallization additive. If there is even a minimum percentage of water in the fuel, it crystallizes at an altitude of several kilometers. And small pieces of ice can severely damage the engine, up to its complete failure. The additive prevents such incidents.

We've looked at what fuel planes are fueled with, but have not yet mentioned how planes are fueled.

Refueling the aircraft. The total capacity of the aircraft's fuel system is 190 liters. The aircraft fuel system is fueled with SB-78 gasoline (mixed) according to TU No. 4-60 with an octane rating of at least 78 (for the M-14 engine) and B-91 gasoline with an octane rating of at least 91 (for the M-14P engine).

Before refueling the aircraft, it is necessary to: check the presence and serviceability of fire-fighting equipment in the aircraft parking lot, the passport for fuel and the seal of the tanker of the tanker, the purity of the fuel in the tank and make sure that it does not contain mechanical impurities, free water, and ice crystals in winter; check the grounding of the aircraft and the tanker; make sure that the fuel nozzle is clean and in good working order and that the power supply to the aircraft is de-energized.

Refueling is carried out from tankers that have a combined silk-felt filter in the system and a fine mesh filter in the refueling nozzle. In the absence of a combination filter or a frequency sieve filter in the gun, refueling must be done through a funnel with a silk filter.

Warnings.

1. It is prohibited to refuel the aircraft in the rain (snow), when the air is very dusty, unless measures are taken to exclude the penetration of precipitation and dust into the fuel necks, as well as during a thunderstorm.

2. When refueling the aircraft, it is prohibited to start the engines; turning on the power grid; use of explosive light bulbs; assembly and disassembly work on the aircraft.

3. It is prohibited to refuel the aircraft if there is another aircraft with a running engine at a distance of less than 25 m.

Fueling the aircraft tanks can be done simultaneously from two hoses or alternately into each tank.

For refueling, you must: open the filler caps, remove the accumulated water or dust from the filler cups with a napkin; open the filler cap of the left tank and, by inserting the filler gun into the filler neck and ensuring reliable contact of the gun with the filler cup body, fill the tank with fuel.

An approximate control of the amount of fuel filled can be carried out visually by the level of fuel in the tank and the measuring ruler of the filler cap. The exact measurement of the refueled fuel should be made at the end of refueling according to the indications of the fuel meter in the cab. The right tank is filled in the same way. After refueling, it is necessary to check the serviceability of the gaskets, close the filler caps and lock the screws of the clamping crossbars.

Not earlier than 5 minutes after the end of refueling, drain 0.4-0.5 liters of fuel sediment from the drain valves of both fuel tanks.

Warning.

If water, ice crystals, mechanical impurities are found in the drained fuel, the sludge of the fuel should be drained until the drained fuel is clean. If the fuel is contaminated throughout the entire volume, it must be drained, the fuel tanks rinsed and filled with conditional fuel.

Oil filling. The maximum oil tank filling is 20 liters. For refueling, oils MS-20 and MK-22 GOST 1013-49 are used.

Before refueling the aircraft with oil, you must: check the oil passport and make sure that the tanker has MK-22 or MS-20 oil that meets GOST; make sure that there is no water and mechanical impurities in the oil, for which purpose drain the oil sludge from the tank of the oil filler; check the sealing of the container and the cleanliness of the filling nozzle and its filter. It is allowed to fill oil directly into the tank only from oil tankers that have a filter in the system and a working mesh in the filling nozzle.

To refuel the aircraft with oil, open the hatch cover in the engine hood, unscrew the oil tank filler cap, determine the amount of oil required for refueling using a measuring ruler, insert the gun into the filler neck and fill the tank with oil. The amount of oil poured in must be controlled using the measuring ruler of the filler cap. After refueling, check the serviceability of the gasket on the lid, close the neck with the lid, screw it tightly and lock it.

Air system charging. The capacity of the main cylinder of the air system is 12 liters, of the emergency 3 liters, the working pressure in the cylinders is 50 kgf / cm 2.

It is allowed to charge airborne cylinders with air only from aerodrome cylinders painted black with the inscription "AIR". Before charging, you must make sure that there is no water in the airfield cylinder, for which tilt the cylinder by 10-15 ° with the valve down and smoothly open the cylinder valve for 1-2 s. If there is water in the aerodrome cylinder (the air stream from the cylinder is white, and moisture settles on the hand placed under the stream), charging the onboard cylinders from it is prohibited. When filling the onboard cylinders with compressed air, the aerodrome cylinder should be in an inclined position, bottom down by 10-15 °.

The onboard cylinders are supposed to be charged with compressed air in the following order:

· Bring the balloon from the left side of the fuselage to the leading edge of the tail unit;

· Connect a charging hose with a reducer and a pressure gauge to the aerodrome cylinder;

· Open the valve of the airfield cylinder and blow through the charging hose;

· Open the hatch near frame No. 14 and connect the charging hose to the charging connector;

· Make sure that there are no foreign objects near the propeller and that the landing gear and brake flaps are in neutral position;

· Open the tap of the network, and then the valve of the airfield cylinder and charge the onboard cylinders with air to a pressure of 50 ± 5 kgf / cm2. Check the charging of the onboard cylinders with air according to the indication of the pressure gauge on the charging hose, and finally - according to the indication of the onboard pressure gauge;

· Close the valve of the airfield cylinder and the network valve;

· Disconnect the charging hose after bleeding air from it, close the charging connection with a cover and close the hatch.

When filling the air system, check the setting of the pressure relief valve. The pressure reducing valve of the network must release air at a pressure of 50 ± 5 kgf / cm2. If necessary, adjust the valve. It is carried out by changing the length (degree of pre-tightening) of the pressure relief valve spring. The more the pre-tightening of the spring (its length is shorter), the more pressure in air system... After adjusting the pressure reducing valve, it is imperative to lock and seal the valve cover.

Warning. Before starting the engine and when releasing the aircraft into flight, the mains valve must be open.

Draining fuel and oil. The fuel must be drained through the drain plug of the sump filter in the following order:

· Check the grounding of the aircraft;

· Prepare a container for draining fuel and ground it;

· Open the lower cover of the engine hood;

· Open the drain plug of the sump filter installed on the inclined frame and drain the fuel from the tanks into a container;

· Close the drain plug;

if necessary, you can drain fuel from the system and through the drain cock of the supply tank.

Warnings.

1. When draining fuel, it is forbidden: to carry out work on the aircraft related to possible sparking; to use airfield heaters for work; include sources of electricity.

To drain oil from the tank and the oil system, you must:

· Prepare a container for draining the oil and open the engine hood;

· Put a hose on the connection of the oil tank drain valve, lower the other end of the hose into a container for draining;

· Open the drain cock of the oil tank and drain the oil;

· Open the hatch of the approach to the oil cooler drain plug, unlock it, unscrew it by 1-2 turns and drain the oil;

· Drain the oil from the engine oil sump.

Note.

If, after a flight or turning off the engine, the oil must be drained from the aircraft oil system, then this must be done immediately after stopping the engine, since the hot oil is drained more completely.