Pilot's Handbook of Aeronautical Knowledge (Federal Aviation Administration)

by Federal Aviation Administration

  Fuel Contamination

  Accidents attributed to powerplant failure from fuel contamination have often been traced to:

  • Inadequate preflight inspection by the pilot

  • Servicing aircraft with improperly filtered fuel from small tanks or drums

  • Storing aircraft with partially filled fuel tanks

  • Lack of proper maintenance

  Figure 7-32. Aviation fuel color-coding system.

  Fuel should be drained from the fuel strainer quick drain and from each fuel tank sump into a transparent container and then checked for dirt and water. When the fuel strainer is being drained, water in the tank may not appear until all the fuel has been drained from the lines leading to the tank. This indicates that water remains in the tank and is not forcing the fuel out of the fuel lines leading to the fuel strainer. Therefore, drain enough fuel from the fuel strainer to be certain that fuel is being drained from the tank. The amount depends on the length of fuel line from the tank to the drain. If water or other contaminants are found in the first sample, drain further samples until no trace appears.

  Water may also remain in the fuel tanks after the drainage from the fuel strainer has ceased to show any trace of water. This residual water can be removed only by draining the fuel tank sump drains.

  Water is the principal fuel contaminant. Suspended water droplets in the fuel can be identified by a cloudy appearance of the fuel, or by the clear separation of water from the colored fuel, which occurs after the water has settled to the bottom of the tank. As a safety measure, the fuel sumps should be drained before every flight during the preflight inspection.

  Fuel tanks should be filled after each flight or after the last flight of the day to prevent moisture condensation within the tank. To prevent fuel contamination, avoid refueling from cans and drums.

  In remote areas or in emergency situations, there may be no alternative to refueling from sources with inadequate anti-contamination systems. While a chamois skin and funnel may be the only possible means of filtering fuel, using them is hazardous. Remember, the use of a chamois does not always ensure decontaminated fuel. Worn-out chamois do not filter water; neither will a new, clean chamois that is already water-wet or damp. Most imitation chamois skins do not filter water.

  Fuel System Icing

  Ice formation in the aircraft fuel system results from the presence of water in the fuel system. This water may be undissolved or dissolved. One condition of undissolved water is entrained water that consists of minute water particles suspended in the fuel. This may occur as a result of mechanical agitation of free water or conversion of dissolved water through temperature reduction. Entrained water settles out in time under static conditions and may or may not be drained during normal servicing, depending on the rate at which it is converted to free water. In general, it is not likely that all entrained water can ever be separated from fuel under field conditions. The settling rate depends on a series of factors including temperature, quiescence, and droplet size.

  The droplet size varies depending upon the mechanics of formation. Usually, the particles are so small as to be invisible to the naked eye, but in extreme cases, can cause slight haziness in the fuel. Water in solution cannot be removed except by dehydration or by converting it through temperature reduction to entrained, then to free water.

  Another condition of undissolved water is free water that may be introduced as a result of refueling or the settling of entrained water that collects at the bottom of a fuel tank. Free water is usually present in easily detected quantities at the bottom of the tank, separated by a continuous interface from the fuel above. Free water can be drained from a fuel tank through the sump drains, which are provided for that purpose. Free water, frozen on the bottom of reservoirs, such as the fuel tanks and fuel filter, may render water drains useless and can later melt releasing the water into the system thereby causing engine malfunction or stoppage. If such a condition is detected, the aircraft may be placed in a warm hangar to reestablish proper draining of these reservoirs, and all sumps and drains should be activated and checked prior to flight.

  Entrained water (i.e., water in solution with petroleum fuels) constitutes a relatively small part of the total potential water in a particular system, the quantity dissolved being dependent on fuel temperature and the existing pressure and the water volubility characteristics of the fuel. Entrained water freezes in mid fuel and tends to stay in suspension longer since the specific gravity of ice is approximately the same as that of AVGAS.

  Water in suspension may freeze and form ice crystals of sufficient size such that fuel screens, strainers, and filters may be blocked. Some of this water may be cooled further as the fuel enters carburetor air passages and causes carburetor metering component icing, when conditions are not otherwise conducive to this form of icing.

  Prevention Procedures

  The use of anti-icing additives for some aircraft has been approved as a means of preventing problems with water and ice in AVGAS. Some laboratory and flight testing indicates that the use of hexylene glycol, certain methanol derivatives, and ethylene glycol mononethyl ether (EGME) in small concentrations inhibit fuel system icing. These tests indicate that the use of EGME at a maximum 0.15 percent by volume concentration substantially inhibits fuel system icing under most operating conditions. The concentration of additives in the fuel is critical. Marked deterioration in additive effectiveness may result from too little or too much additive. Pilots should recognize that anti-icing additives are in no way a substitute or replacement for carburetor heat. Aircraft operating instructions involving the use of carburetor heat should be adhered to at all times when operating under atmospheric conditions conducive to icing.

  Refueling Procedures

  Static electricity is formed by the friction of air passing over the surfaces of an aircraft in flight and by the flow of fuel through the hose and nozzle during refueling. Nylon, Dacron, or wool clothing is especially prone to accumulate and discharge static electricity from the person to the funnel or nozzle. To guard against the possibility of static electricity igniting fuel fumes, a ground wire should be attached to the aircraft before the fuel cap is removed from the tank. Because both the aircraft and refueler have different static charges, bonding both components to each other is critical. By bonding both components to each other, the static differential charge is equalized. The refueling nozzle should be bonded to the aircraft before refueling begins and should remain bonded throughout the refueling process. When a fuel truck is used, it should be grounded prior to the fuel nozzle contacting the aircraft.

  If fueling from drums or cans is necessary, proper bonding and grounding connections are important. Drums should be placed near grounding posts, and the following sequence of connections observed:

  1. Drum to ground

  2. Ground to aircraft

  3. Drum to aircraft or nozzle to aircraft before removing the fuel cap

  When disconnecting, reverse the order.

  The passage of fuel through a chamois increases the charge of static electricity and the danger of sparks. The aircraft must be properly grounded and the nozzle, chamois filter, and funnel bonded to the aircraft. If a can is used, it should be connected to either the grounding post or the funnel. Under no circumstances should a plastic bucket or similar nonconductive container be used in this operation.

  Heating System

  There are many different types of aircraft heating systems that are available depending on the type of aircraft. Regardless of which type or the safety features that accompany them, it is always important to reference the specific aircraft operator’s manual and become knowledgeable about the heating system. Each has different repair and inspection criteria that should be precisely followed.

  Fuel Fired Heaters

  A fuel fired heater is a small mounted or portable space-heating device. The fuel is brought to the heater by using piping from a fuel tank, or taps into the aircraft’s fuel system. A fan blows ai
r into a combustion chamber, and a spark plug or ignition device lights the fuel-air mixture. A built-in safety switch prevents fuel from flowing unless the fan is working. Outside the combustion chamber, a second, larger diameter tube conducts air around the combustion tube’s outer surface, and a second fan blows the warmed air into tubing to direct it towards the interior of the aircraft. Most gasoline heaters can produce between 5,000 and 50,000 British Thermal Units (BTU) per hour.

  Fuel fired heaters require electricity to operate and are compatible with a 12-volt and 24-volt aircraft electrical system. The heater requires routine maintenance, such as regular inspection of the combustion tube and replacement of the igniter at periodic intervals. Because gasoline heaters are required to be vented, special care must be made to ensure the vents do not leak into the interior of the aircraft. Combustion byproducts include soot, sulfur dioxide, carbon dioxide, and some carbon monoxide. An improperly adjusted, fueled, or poorly maintained fuel heater can be dangerous.

  Exhaust Heating Systems

  Exhaust heating systems are the simplest type of aircraft heating system and are used on most light aircraft. Exhaust heating systems are used to route exhaust gases away from the engine and fuselage while reducing engine noise. The exhaust systems also serve as a heat source for the cabin and carburetor.

  The risks of operating an aircraft with a defective exhaust heating system include carbon monoxide poisoning, a decrease in engine performance, and an increased potential for fire. Because of these risks, technicians should be aware of the rate of exhaust heating system deterioration and should thoroughly inspect all areas of the exhaust heating system to look for deficiencies inside and out.

  Combustion Heater Systems

  Combustion heaters or surface combustion heaters are often used to heat the cabin of larger, more expensive aircraft. This type of heater burns the aircraft’s fuel in a combustion chamber or tube to develop required heat, and the air flowing around the tube is heated and ducted to the cabin. A combustion heater is an airtight burner chamber with a stainless-steel jacket. Fuel from the aircraft fuel system is ignited and burns to provide heat. Ventilation air is forced over the airtight burn chamber picking up heat, which is then dispersed into the cabin area.

  When the heater control switch is turned on, airflow, ignition, and fuel are supplied to the heater. Airflow and ignition are constant within the burner chamber while the heater control switch is on. When heat is required, the temperature control is advanced, activating the thermostat. The thermostat (which senses ventilation air temperature) turns on the fuel solenoid allowing fuel to spray into the burner chamber. Fuel mixes with air inside the chamber and is ignited by the spark plug, producing heat.

  The by-product, carbon monoxide, leaves the aircraft through the heater exhaust pipe. Air flowing over the outside of the burner chamber and inside the jacket of the heater absorbs the heat and carries it through ducts into the cabin. As the thermostat reaches its preset temperature, it turns off the fuel solenoid and stops the flow of fuel into the burner chamber. When ventilation air cools to the point that the thermostat again turns the fuel solenoid on, the burner starts again.

  This method of heat is very safe as an overheat switch is provided on all combustion heaters, which is wired into the heater’s electrical system to shut off the fuel in the case of malfunction. In the unlikely event that the heater fuel solenoid, located at the heater, remains open or the control switches fail, the remote fuel solenoid and/or fuel pump is shut off by the mechanical overheat switch, stopping all fuel flow to the system.

  As opposed to the fuel fired cabin heaters that are used on most single-engine aircraft, it is unlikely for carbon monoxide poisoning to occur in combustion heaters. Combustion heaters have low pressure in the combustion tube that is vented through its exhaust into the air stream. The ventilation air on the outside of the combustion chamber is of higher pressure than on the inside, and ram air increases the pressure on the outside of the combustion tube. In the event a leak would develop in the combustion chamber, the higher-pressure air outside the chamber would travel into the chamber and out the exhaust.

  Bleed Air Heating Systems

  Bleed air heating systems are used on turbine-engine aircraft. Extremely hot compressor bleed air is ducted into a chamber where it is mixed with ambient or re-circulated air to cool the air to a useable temperature. The air mixture is then ducted into the cabin. This type of system contains several safety features to include temperature sensors that prevent excessive heat from entering the cabin, check valves to prevent a loss of compressor bleed air when starting the engine and when full power is required, and engine sensors to eliminate the bleed system if the engine becomes inoperative.

  Electrical System

  Most aircraft are equipped with either a 14- or a 28-volt direct current (DC) electrical system. A basic aircraft electrical system consists of the following components:

  • Alternator/generator

  • Battery

  • Master/battery switch

  • Alternator/generator switch

  • Bus bar, fuses, and circuit breakers

  • Voltage regulator

  • Ammeter/loadmeter

  • Associated electrical wiring

  Engine-driven alternators or generators supply electric current to the electrical system. They also maintain a sufficient electrical charge in the battery. Electrical energy stored in a battery provides a source of electrical power for starting the engine and a limited supply of electrical power for use in the event the alternator or generator fails.

  Most DC generators do not produce a sufficient amount of electrical current at low engine rpm to operate the entire electrical system. During operations at low engine rpm, the electrical needs must be drawn from the battery, which can quickly be depleted.

  Alternators have several advantages over generators. Alternators produce sufficient current to operate the entire electrical system, even at slower engine speeds, by producing alternating current (AC), which is converted to DC. The electrical output of an alternator is more constant throughout a wide range of engine speeds.

  Some aircraft have receptacles to which an external ground power unit (GPU) may be connected to provide electrical energy for starting. These are very useful, especially during cold weather starting. Follow the manufacturer’s recommendations for engine starting using a GPU.

  The electrical system is turned on or off with a master switch. Turning the master switch to the ON position provides electrical energy to all the electrical equipment circuits except the ignition system. Equipment that commonly uses the electrical system for its source of energy includes:

  • Position lights

  • Anticollision lights

  • Landing lights

  • Taxi lights

  • Interior cabin lights

  • Instrument lights

  • Radio equipment

  • Turn indicator

  • Fuel gauges

  • Electric fuel pump

  • Stall warning system

  • Pitot heat

  • Starting motor

  Many aircraft are equipped with a battery switch that controls the electrical power to the aircraft in a manner similar to the master switch. In addition, an alternator switch is installed that permits the pilot to exclude the alternator from the electrical system in the event of alternator failure. [Figure 7-33]

  With the alternator half of the switch in the OFF position, the entire electrical load is placed on the battery. All nonessential electrical equipment should be turned off to conserve battery power.

  A bus bar is used as a terminal in the aircraft electrical system to connect the main electrical system to the equipment using electricity as a source of power. This simplifies the wiring system and provides a common point from which voltage can be distributed throughout the system. [Figure 7-34]

  Fuses or circuit breakers are used in the electrical system to protect the circuits and equipment fro
m electrical overload. Spare fuses of the proper amperage limit should be carried in the aircraft to replace defective or blown fuses. Circuit breakers have the same function as a fuse but can be manually reset, rather than replaced, if an overload condition occurs in the electrical system. Placards at the fuse or circuit breaker panel identify the circuit by name and show the amperage limit.

  Figure 7-33. On this master switch, the left half is for the alternator and the right half is for the battery.

  An ammeter is used to monitor the performance of the aircraft electrical system. The ammeter shows if the alternator/generator is producing an adequate supply of electrical power. It also indicates whether or not the battery is receiving an electrical charge.

  Ammeters are designed with the zero point in the center of the face and a negative or positive indication on either side. [Figure 7-35] When the pointer of the ammeter is on the plus side, it shows the charging rate of the battery. A minus indication means more current is being drawn from the battery than is being replaced. A full-scale minus deflection indicates a malfunction of the alternator/generator. A full-scale positive deflection indicates a malfunction of the regulator. In either case, consult the AFM/POH for appropriate action to be taken.

  Not all aircraft are equipped with an ammeter. Some have a warning light that, when lighted, indicates a discharge in the system as a generator/alternator malfunction. Refer to the AFM/POH for appropriate action to be taken.