LEARJET 31/31A

MAINTENANCE MANUAL

FUEL - SERVICING
300300

1. General

A. Fuel servicing includes those procedures necessary for fueling, adding anti-ice additives, and
defueling.

B. Fueling is done through the fillers in the top of each wing tank. The electrically operated wing standby
pumps fill the fuselage tank when the fuselage tank switch is set to FILL.

C. Defuel the valves installed on the RH and LH wing tank sump drains are used to defuel the aircraft.
The aircraft can be defueled by gravity flow or suction method.

2. Safety Precautions

NOTE: For additional information on the possible hazards of switch fueling, refer to FAA Order
8110.34, Advisory Circular AC 150/5230-3, and Advisory Circular AC 00-34A.

WARNING: ALL MAINTENANCE AND SERVICE PERSONNEL: YOUR ATTENTION IS DIRECTED

TO FAA ORDER 8110.34, DATED MARCH 31/80, PROCEDURES FOR THE USE OF
ALTERNATE FUELS FOR TURBINE-POWERED AIRCRAFT.

SWITCH FUELING IS THE PRACTICE OF MIXING FUELS WITH A FLASH POINT OF

LESS THAN 100 °F [38 °C] WITH FUELS HAVING A FLASH POINT OF MORE THAN
100 °F [38 °C] OR VICE VERSA. MIXING KEROSENE BASE JP5, JET-A, OR JET-A1
FUELS WITH WIDE-CUT PETROLEUM DISTILLATES, JP4 AND JET-B IS
CONSIDERED SWITCH FUELING. SWITCH FUELING CHANGES THE FUEL/AIR
MIXTURE FLAMMABILITY CHARACTERISTICS. WHEN SWITCH FUELING MUST BE
DONE, THE FUELING RATES MUST BE DECREASED TO ONE-HALF THE NORMAL
RATES.

AIRCRAFT MUST BE DEFUELED AND FUELED ONLY IN AREAS WHICH PERMIT

FREE MOVEMENT OF FIRE EQUIPMENT.

THE FUEL TRUCK IS NO LONGER REQUIRED TO BE GROUNDED TO AN

APPROVED GROUND SOURCE. ATTACH A GROUND FROM THE FUEL TRUCK TO
THE AIRCRAFT NOSE GEAR UPLATCH SPACER AND GROUND FUEL NOZZLE TO
THE WING TANK GROUNDING JACK.

WHEN DEFUELING, THE CONTAINER THAT IS USED TO CATCH THE FUEL MUST
BE GROUNDED TO THE NOSE GEAR UPLATCH SPACER. THE AIRCRAFT MUST BE
GROUNDED TO AN APPROVED GROUND SOURCE.

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ANTI-ICE ADDITIVE CAN BE HARMFUL IF INHALED OR SWALLOWED. USE

ADEQUATE VENTILATION. DO NOT LET THE ADDITIVE TOUCH YOUR SKIN AND
EYES. IF SPRAYED INTO EYES, FLUSH WITH LARGE AMOUNTS OF WATER. GET
MEDICAL ATTENTION IMMEDIATELY.

DO NOT DO MAINTENANCE ON THE AIRCRAFT DURING FUELING OR DEFUELING

PROCEDURES DUE TO THE POSSIBILITY OF A FIRE OR AN EXPLOSION.

A. One wing can be filled completely before adding fuel to the opposite wing. When this is done, an air
bubble is likely to be trapped in the wing. After filling the second wing tank you must top off the first
wing.

B. Make sure that the additive is directed into the fuel stream and that the additive flow is started after fuel
flow starts and is stopped before fuel flow stops. Due to the chemical composition of fuel additives,
incorrect blending can cause deterioration of the fuel tank internal finishes and start corrosion. Additive
flow must be maintained throughout the refueling process. Minimum mix ratio is one container
(20 fl. oz.) [0.73 liter] of the additive per 260 gallons [984 liters] of fuel. Maximum mix ratio is one
container of additive per 104 gallons [394 liters] of fuel. The blender will discharge completely in
approximately 4 minutes. Monitor the blender tube to make sure that the additive flow is maintained.
Do not let the concentrated additive touch the coated internal surfaces of fuel tank or aircraft painted
surfaces.

3. Fuel Additives

A. Anti-Icing Additive

NOTE: On aircraft not equipped with fuel heaters, an anti-icing additive is necessary to prevent
icing and possible engine flameout. Some fuel additives can or can not be approved for
operation with this aircraft. Refer to the FAA Approved Airplane Flight Manual for
information concerning approved fuels and fuel additives.

(1) The wide range of temperatures to which jet fuels are exposed in flight results in substantial
changes in the water solubility of the fuel and consequently in the amount of free water which must
be coped with by blending with anti-ice additives.
(a) Anti-Ice Additives meeting MIL-I-27686, function as a freeze-point depressant. Its partitioning
characteristics make it especially effective in nullifying the icing effects of small quantities of
water in jet fuels.
(b) Anti-Ice Additives meeting MIL-I-85470, function as a freeze-point depressant only.
MIL-I-85470 has a lower fire hazard rating and is less toxic than MIL-I-27686.
(2) Prolonged storage of the aircraft will result in a water buildup in the fuel which “leaches out” the
additive. An indication of this is when an excessive amount of water accumulates in the fuel tank
sumps. The concentration can be checked using a Differential Refractometer. It is important that
the Technical Manual for the Differential Refractometer be followed exactly when checking the
additive concentration.
(a) Anti-ice additives meeting MIL-I-27686, the minimum additive concentration must be 0.06% by
volume and maximum concentration must be 0.15% by volume.

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(b) Anti-ice additives meeting MIL-I-85470, the minimum additive concentration must be 0.10% by
volume and maximum concentration must be 0.15% by volume.
(3) DiEGME or FSII the anti-ice additive in MIL-I-85470 (Hi-Flash Prist) works more aggressively than
the MIL-I-27686 (Prist) that it replaced. It has a tendency to separate from the fuel and collect at
the bottom of the fuel cells more readily than the old additive when free water is present. Jet fuel
typically contains small amounts of dissolved water. This water can come from various sources,
including refining, transportation to and storage at fuel facilities. Also, it can be produced by
humidity and temperature changes during the normal operation of the aircraft.
(4) When correctly mixed, DiEGME remains in suspension in the jet fuel. DiEGME is brought out of
suspension in fuel only when working as an anti-freeze in the presence of water that has
accumulated at the bottom the fuel tank or at low points of a wing, as it is designed to do.
(5) If large amounts of free water are left in the bottom of the tank or the low points of the wing for long
periods of time, the separation of the DiEGME from the jet fuel is accelerated and a concentrated
blend of the water/DiEGME can form. If drawn up into the fuel supply system or the engines, this
can lead to fuel system deterioration and possible no start events in some engines. It is also
suspected, that high concentrations of separated DiEGME can possibly be corrosive. The
corrosive properties of the concentrated DiEGME can cause damage to the aircraft structure.
While this precipitation out of the fuel represents a potential for corrosion damage it also reduces
the concentration of the effectiveness of the anti-icing additive in the fuel. For this reason every
effort must be made to remove the free water. To remove free water, sump all the fuel tank system
frequently, at least once a day. Taking into account it can take time for the water to settle in the
sumps.
(6) The correct use of anti-icing additives containing DiEGME will not cause fuel cell deterioration or
fuel system anomalies. Accelerated separation of DiEGME is caused by allowing the water to
remain in the aircraft. Respectively not correctly maintaining the fuel in storage and delivery
equipment will have the same impact. If the additive is correctly maintained and introduced, and
the fuel system correctly maintained, there will not be any adverse effects.
(7) It is extremely important to select a supplier that provides a good quality, clean, dry, jet fuel from a
correctly maintained fuel storage and delivery system.
(8) All fuel and vents sumps must be checked and cleared frequently in accordance with the FAA
Approved Airplane Flight Manual (AFM). The sumping procedures, as with all AFM procedures is
an essential part of the continued safe and reliable operation of Bombardier Learjet aircraft.
(9) If MIL-I-85470 fuel anti-icing additive is used in Learjet aircraft, it must be used in accordance with
the procedures and in the concentration as stated in the applicable AFM.

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B. Biocidal Additive

CAUTION: DRAIN ALL SUMPS BEFORE REFUELING. TOO MUCH WATER

CONCENTRATIONS IN CONTACT WITH EXCESSIVE BIOBOR JF
CONCENTRATIONS CAN RESULT IN FORMATION OF SOLID CRYSTALLINE
PRODUCTS IN A FUEL SYSTEM.

OVER-THE-WING MIXING OF THE BIOBOR IS NOT APPROVED.

DUE TO CHEMICAL COMPOSITION OF FUEL ADDITIVES, IMPROPER

BLENDING CAN CAUSE DETERIORATION OF FUEL TANK INTERIOR FINISHES
AND PROMOTE CORROSION. DO NOT ALLOW CONCENTRATED ADDITIVE TO
CONTACT COATED INTERIOR OF FUEL TANK OR AIRCRAFT PAINTED
SURFACES.

(1) Biobor JF is an effective biocide approved for use in the Model 31/31A aircraft when this biocide
has been premixed in the proper proportions in the fuel storage tanks. This additive is strictly for
microbial protection and is not an anti-icing agent. For anti-icing fuel protection, refer to
ANTI-ICING ADDITIVE in the AFM. Biobor JF can be used in concentrations of up to but not more
than 270 ppm. Biobor JF can be used concurrently with the anti-icing additive. For additional
information, refer to Biobor Service Bulletin 982.

NOTE: Shock treatment is defined as fueling the aircraft with fuel containing Biobor JF in
concentrations of 270 ppm. This concentration is used if microbial growth is
suspected. When using this concentration, check fuel filters for contamination twice at
approximately 10 hour intervals.

Preventive treatment is defined as fueling the aircraft with fuel containing Biobor JF in
concentrations of 135 ppm. This is for day-to-day type operations. When using this
concentration, check fuel filters once after approximately 50 hours of engine
operation.

If the Biobor JF is not pre-mixed with the jet fuel from the distributor, it must be mixed
to the correct ratio using only an additive injection system. Due to the different
configurations and capabilities of fueling stations, it is recommended that injection
system equipment be operated per the equipment manufacturer’s instructions. For
more information on metered injection equipment, please contact Hammonds
Industries, Inc.

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(2) Kathon FP 1.5.

NOTE: Continuous use of Kathon FP 1.5 is not recommended due to the potential to develop
resistant organisms.

(a) Kathon FP 1.5 is approved for use as a biocide additive when premixed with fuel in the fuel
supply facility. Over-the-wing blending of Kathon FP 1.5 is not approved.
(b) Kathon FP 1.5 is not an anti-icing additive and is to be used strictly for microbial protection.
However, Kathon FP 1.5 may be used, in the recommended concentrations, concurrently with
the approved anti-icing additive.
(c) Concentrations of Kathon FP 1.5 up to, but not exceeding, 100 ppm can be used. Normally,
concentrations of 100 ppm are used only if microbial growth is known or suspected. Typically,
concentrations of 50 ppm are used as a preventative treatment to maintain a clean system.

4. Refueling

CAUTION: MILITARY JP4 TYPE FUEL REFINED IN THE UNITED STATES HAS ANTI-ICING
ADDITIVE CONFORMING TO MIL-I-27686 BLENDED AT THE REFINERY AND NO
ADDITIONAL TREATMENT IS NECESSARY. HOWEVER, SOME NONMILITARY JP4
TYPE FUEL DOES NOT HAVE ANTI-ICING ADDITIVE MEETING THE
REQUIREMENTS OF MIL-I-27686 BLENDED AT THE REFINERY. ANY APPROVED
FUELS NOT CONTAINING THE ADDITIVE MUST HAVE IT BLENDED DURING
REFUELING. BEFORE REFUELING, CHECK WITH THE FUEL SUPPLIER TO
DETERMINE IF THE FUEL CONTAINS ANTI-ICING ADDITIVE.

A. Blend Anti-Ice Additive (Anti-Ice Additives meeting MIL-I-27686) (See Figure 301.)

NOTE: The use of aviation gasoline is not approved. For information concerning approved fuels,
refer to the FAA Approved Airplane Flight Manual.

(1) Get the necessary tools and equipment

NOTE: You can use equivalent alternatives for these items.

NAME PART NUMBER MANUFACTURER USE

Anti-Ice Additive DICE D-20 Aviation Laboratories Freeze-point depressant

(alternate) Houston, TX

Anti-Ice Additive HI-FLOW - PRIST Aviall Freeze-point depressant

PHF204 Riverside, MO

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WARNING: ANTI-ICE ADDITIVE CAN BE HARMFUL IF INHALED OR SWALLOWED. USE

ADEQUATE VENTILATION. AVOID CONTACT WITH SKIN AND EYES. IF
SPRAYED INTO EYES, FLUSH WITH LARGE AMOUNTS OF WATER AND
CONTACT A PHYSICIAN IMMEDIATELY.

(2) Attach the blender tube to the fuel nozzle as shown in Figure 301.

CAUTION: INCORRECT BLENDING OF THE ADDITIVE CAN CAUSE DAMAGE TO THE FUEL
TANK INTERIOR FINISHES AND CAUSE CORROSION. THE ADDITIVE MUST BE
ADDED DURING THE REFUELING PROCESS. DO NOT USE LESS THAN ONE
CONTAINER (1 LB. 4 OZ.) [0.567 KG] OF ADDITIVE PER 155 GALLONS
[587 LITERS] OF FUEL OR MORE THAN ONE CONTAINER OF ADDITIVE PER
105 GALLONS [397 LITERS] OF FUEL.

DO NOT LET THE CONCENTRATED ADDITIVE TOUCH THE COATED INTERIOR

OF THE FUEL TANK OR THE AIRCRAFT PAINTED SURFACES. IF YOU DO THIS,
DAMAGE TO THE FUEL TANK INTERIOR FINISHES AND CORROSION CAN
OCCUR.

(3) Make sure that the additive blender tube is directed into the fuel flow stream. Start fuel flow, then
start the additive flow. Stop the additive flow before the fuel flow is stopped.

NOTE: Fueling rate must not be less than 30 gpm [114 lpm] and not more than 60 gpm
[226.8 lpm] (rate can be less than 30 gpm [114 lpm] during “topping off”).

Concentration of additive in the fueled aircraft will be approximately 0.09% by volume

when the above procedure is used. Immediately after servicing, the concentration will
be a maximum of 0.15% and a minimum of 0.06%.

B. Blend Anti-Ice Additive (Anti-Ice Additives meeting MIL-I-85470) (See Figure 301.)
(1) Get the necessary tools and equipment

NOTE: You can use equivalent alternatives for these items.

NAME PART NUMBER MANUFACTURER USE

Anti-Ice Additive DICE D-20 Aviation Laboratories Freeze-point

(alternate) Houston, TX depressant

Anti-Ice Additive HI-FLOW - PRIST Aviall Freeze-point

PHF204 Riverside, MO depressant

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WARNING: ANTI-ICE ADDITIVE CAN BE HARMFUL IF INHALED OR SWALLOWED. USE

ADEQUATE VENTILATION. DO NOT LET THE ADDITIVE TOUCH YOU SKIN OR
YOUR EYES. IF SPRAYED INTO EYES, FLUSH WITH LARGE AMOUNTS OF
WATER. GET MEDICAL HELP IMMEDIATELY.

(2) Attach the blender tube to the fuel nozzle as shown in Figure 301.

CAUTION: INCORRECT BLENDING OF THE ADDITIVE CAN CAUSE DAMAGE TO THE FUEL
TANK INTERIOR FINISHES AND CAUSE CORROSION. THE ADDITIVE MUST BE
ADDED DURING THE REFUELING PROCESS. DO NOT USE LESS THAN ONE
CONTAINER (1 LB. 4 OZ.) [0.567 KG] OF ADDITIVE PER 155 GALLONS
[587 LITERS] OF FUEL OR MORE THAN ONE CONTAINER OF ADDITIVE PER
105 GALLONS [397 LITERS] OF FUEL.

DO NOT LET THE CONCENTRATED ADDITIVE TOUCH THE COATED INTERIOR

OF THE FUEL TANK OR THE AIRCRAFT PAINTED SURFACES. IF YOU DO THIS,
DAMAGE TO THE FUEL TANK INTERIOR FINISHES AND CORROSION CAN
OCCUR.

(3) Start the fuel flow and then start the additive flow. Make sure that the additive blender tube is
pointed into the fuel flow stream.

NOTE: Fueling rate must not be less than 30 gpm [114 lpm] and no more than 45 gpm [170
lpm]. Rate can be less than 30 gpm [114 lpm] during topping off.

The concentration of the additive in the fueled aircraft will be approximately 0.09% by
volume when the above procedure is used. Immediately after servicing, the
concentration will be a maximum of 0.15% and a minimum of 0.10%.

(4) Stop the additive flow before you stop the fuel flow.

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Figure 301

Blending Anti-Ice Additives

Figure 301

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C. Refuel the Aircraft (Wing Tank Filler Method) (See Figure 302.)

NOTE: For additional information on the possible hazards of switch fueling, refer to FAA Order
8110.34, Advisory Circular AC 150/5230-3, and Advisory Circular AC 00-34A.

WARNING: SOME JET FUEL MIXTURE RATIOS CAN PRODUCE GREATER FLAMMABILITY
HAZARDS UNDER PARTIALLY FILLED AIRCRAFT TANK OR STORAGE TANK
CONDITIONS ENCOUNTERED DURING REFUELING OR MIXING. THE SAFETY
PRECAUTIONS MUST BE OBEYED WITH REGARD TO ESTABLISHED SAFETY
STANDARDS TO ELIMINATE ANY POSSIBILITY OF SPARKS. FUELS CAN ONLY
BE MIXED IN ACCORDANCE WITH FAA ORDER 8110.34.

YOU MUST OBEY THE STANDARD REFUELING SAFETY PRECAUTIONS AT

ALL TIMES.

THE FUEL TRUCK IS NO LONGER REQUIRED TO BE GROUNDED TO AN

APPROVED GROUND SOURCE. IF YOU DO NOT OBEY THE GROUNDING
PROCEDURES A FIRE OR AN EXPLOSION DUE TO STATIC ELECTRICAL
SPARKS CAN OCCUR.

(1) Connect the fuel truck ground cables to the nose gear uplatch spacer.
(2) Remove the wing tank filler caps.
(3) Set the battery switches on.
(4) Set the FUS VALVE switch to OFF.
(5) Set the fuselage tank transfer fill switch to FILL. If the crossflow valve or the fuselage tank valve
indicator lights are on, the valves are not in the position selected by the switch.

CAUTION: IF FUEL STARTS TO DRAIN FROM THE VENT SCOOPS UNDER THE WING,
STOP THE FUSELAGE TANK FILL PROCEDURES IMMEDIATELY.

IF THE VENT SYSTEM IS NOT DRAINED, A VACUUM CAN OCCUR WHEN THE
FUSELAGE TANK FUEL IS TRANSFERRED TO THE WINGS. THIS CAN CAUSE
DAMAGE TO THE FUSELAGE FUEL CELL.

(6) If fuel starts to flow out of the vent scoops under the wing, stop the fuselage tank fill immediately.
Do the steps that follow:

NOTE: This is an indication that the fuselage tank float switch has malfunctioned and that the
fuel has started to drain overboard through the vent system.

(a) Set the fuselage tank transfer fill switch to OFF.

(b) Set the battery switch to OFF.
(c) Use the drain valve on the vent system sump assembly and drain the fuel from the vent
system.
(d) Transfer the fuselage tank fuel to the wing tanks.

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(e) Replace the fuselage tank float switch. (Refer to 28-14-07.)

(7) Monitor the fuselage tank FULL light to make sure that the valves close when the tank is full.
(8) Set the fuselage tank transfer fill switch to OFF.
(9) Set the battery switches to OFF when the refueling is completed.
(10) Install the wing tank filler caps.
(11) Disconnect the ground cables from the aircraft.

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SELECTOR SWITCH POSITION

SELECTOR SWITCH
POSITION
EXTENDED RANGE TANKS NON-EXTENDED RANGE TANKS

L WING 1413 (±100) 1413 (±100)

FUS 1827 (±100) 1340 (±100)

R WING 1413 (±100) 1413 (±100)

TOTAL 4653 (±100) 4166 (±100)

Fuel Capacities
Figure 302

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D. Refuel the Aircraft (Single-Point-Pressure Method)

(1) Precheck of the Single-Point-Pressure Refueling System.

WARNING: SOME JET FUEL MIXTURE RATIOS CAN PRODUCE A MORE

FLAMMABILITY HAZARDS UNDER PARTIALLY FILLED AIRCRAFT TANK OR
STORAGE TANK CONDITIONS DURING REFUELING OR MIXING. YOU MUST
OBEY THE SAFETY REGULATIONS TO PREVENT ANY POSSIBILITY OF
SPARKS.

SWITCH FUELING IS THE PRACTICE OF MIXING FUELS HAVING A FLASH

POINT OF LESS THAN 100 °F [38 °C] WITH FUELS HAVING A FLASH POINT
OF MORE THAN 100 °F [38 °C]. MIXING KEROSENE BASE JP-5, JET-A, OR
JET-A1 FUELS WITH WIDE-CUT PETROLEUM DISTILLATES JP-4 AND
JET-B IS CONSIDERED SWITCH FUELING. SWITCH FUELING CHANGES
THE FUEL/AIR MIXTURE. IF THE SWITCH FUELING IS NECESSARY, THE
REFUELING RATE MUST BE REDUCED TO ONE-HALF THE NORMAL
RATES.

THE FUEL TRUCK IS NO LONGER REQUIRED TO BE GROUNDED TO AN

APPROVED GROUND SOURCE. IF YOU DO NOT OBEY THE GROUNDING
PROCEDURES A FIRE OR AN EXPLOSION DUE TO STATIC ELECTRICAL
SPARKS CAN OCCUR.

CAUTION: DO NOT USE THE SINGLE-POINT-PRESSURE REFUELING ON AIRCRAFT

EQUIPPED WITH STANDARD FUSELAGE TANKS IF THE FUSELAGE TANKS
CONTAIN 1200 LB [544 KG] OF FUEL. IF YOU DO THIS, THERE CAN NOT BE
SUFFICIENT SPACE IN THE TANK FOR FUEL EXPANSION. THIS CAN
CAUSE FUEL TO BE DUMPED OVERBOARD.

DO NOT USE THE SINGLE-POINT-PRESSURE REFUELING ON AIRCRAFT

EQUIPPED WITH EXTENDED RANGE FUSELAGE TANKS IF THE FUSELAGE
TANKS CONTAIN 1500 POUNDS [680 KG] OF FUEL. IF YOU DO THIS, THERE
CAN NOT BE SUFFICIENT SPACE IN THE TANK FOR FUEL EXPANSION.
THIS CAN CAUSE FUEL TO BE DUMPED OVERBOARD.

(a) Open the refueling control panel door.

(b) Connect the fuel truck ground cables to the nose gear uplatch spacer.
(c) Connect the ground cable from the refueling nozzle to the ground jack.
(d) Remove the refuel adapter cap and connect the refueling nozzle to the refuel adapter.
(e) Push and release the VENT OPEN and FUS FULL annunciators. Make sure that the
annunciators come on when pushed.
(f) Set the wing and the fuselage precheck valves to OPEN.
(g) Set the selector switch to TOTAL.

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CAUTION: IF THE FUEL FLOW DOES NOT STOP IN 30 SECONDS, DO NOT USE THE
SINGLE-POINT-PRESSURE REFUELING SYSTEM.

(h) Apply refueling pressure of between 20 to 60 psig [138 to 414 kPa]. Fuel flow will stop in 30
seconds.

NOTE: The VENT OPEN annunciator will come on when fuel flow is started. It will stay on
as long as the fuel flows. The VENT OPEN annunciator can come on and go off
one or two times when the fuel flow is started.

(i) Let the system stay on for 5 minutes to remove the air from the system.

NOTE: DELETED

(2) Total Fill Refueling Procedure.

(a) Open the refueling access door.
(b) Set the remote battery switch to on.

CAUTION: IF THE VENT OPEN ANNUNCIATOR GOES OFF DURING THE FUELING
OPERATIONS, STOP THE FUELING OPERATIONS IMMEDIATELY.

(c) Set the fuselage and the wing precheck valves to CLOSED to start the fueling operation. The
wing and fuselage fuel cells will start to fill.

CAUTION: IF THE FUSELAGE FLOW DOES NOT STOP AFTER THE FUS FULL
ANNUNCIATOR COMES ON, STOP THE FUELING OPERATIONS
IMMEDIATELY.

(d) Fuel flow must stop before or when the FUS FULL annunciator comes on.
(e) Close the refueling nozzle valve. Make sure that the VENT OPEN annunciator goes off.
(f) Remove the refueling nozzle from the aircraft.
(g) Install the refuel adapter cap,
(h) Disconnect the ground cables.
(i) Set the remote battery switch to OFF.
(j) Close the refueling access door.
(3) Partial Fill Refueling Procedure.
(a) Open the refueling access door.
(b) Set the remote battery switch to on.
(c) Set the selector switch to PARTIAL. The wing fuel cells will fill first, then the fuselage cell.

CAUTION: IF THE VENT OPEN ANNUNCIATOR GOES OFF DURING THE FUELING
OPERATIONS, STOP THE FUELING OPERATIONS IMMEDIATELY.

(d) Set the wing and fuselage precheck valves to CLOSED to start the fueling operation.

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(e) When the necessary quantity of fuel is in the tanks (refer to truck meter), close the refueling
nozzle valve. Make sure that the VENT OPEN annunciator goes off.
(f) Remove the refueling nozzle from the aircraft.
(g) Install the refuel adapter cap.
(h) Disconnect the ground cables.
(i) Set the remote battery switch to OFF.
(j) Close the refueling access door.
(4) Partial Fill Refueling Procedure (Wing Tanks Only).
(a) Open the refueling access door.
(b) Set the remote battery switch to on.
(c) Set the selector switch to PARTIAL.

CAUTION: IF THE VENT OPEN ANNUNCIATOR GOES OFF DURING THE FUELING
OPERATIONS, STOP THE FUELING OPERATIONS IMMEDIATELY.

(d) Set the wing precheck valve to CLOSED to start the fueling operation.
(e) Set the fuselage precheck valve to OPEN.
(f) The refueling will stop when wing tanks are full.
(g) Remove the refueling nozzle from the aircraft.
(h) Install the refuel adapter cap.
(i) Set the fuselage precheck valve to CLOSED.
(j) Disconnect the ground cables.
(k) Set the remote battery switch to OFF.
(l) Close the refueling access door.

5. Defueling

A. Defuel the Aircraft (Gravity Flow Method) (See Figure 303.)

(1) Get the necessary tools and equipment.

NOTE: You can use equivalent alternatives for these items.

NAME PART NUMBER MANUFACTURER USE

Container Commercially Available Hold the drained fuel

Defuel Adapter 3170039-1 Learjet Inc., Defuel the aircraft

Wichita, KS

Safety Wire MS20995C25 Commercially Available Safety the reducers

Torque Wrench Commercially Available Torque the reducers

Minimum of 400 in-lb
[45.16 Nm]

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(2) Ground the aircraft to an approved ground source.

WARNING: THE AIRCRAFT MUST BE GROUNDED TO AN APPROVED GROUND SOURCE.

IF YOU DO NOT OBEY THE GROUNDING PROCEDURES, THE STATIC
ELECTRICAL SPARKS CAN CAUSE A FIRE OR AN EXPLOSION.

(3) Connect the fuel truck ground cables to the nose gear uplatch spacer.
(4) Remove the access panels as necessary to get access to the defuel valves.
(5) Close the defuel valves.
(6) Remove the safety wire from the reducers.
(7) Remove the reducers from the drain valves.
(8) Connect the defuel adapter to the defuel valves.
(9) Put the end of the hose from the defuel adapter into the container.

CAUTION: REMOVE THE WING FUEL FILLER CAPS BEFORE YOU START THE
DEFUELING. THIS WILL PREVENT THE BUILDUP OF A VACUUM IN THE WING
TANKS WHICH CAN CAUSE DAMAGE TO THE AIRCRAFT.

(10) Remove the wing tank filler caps.

(11) Open the defuel valves and drain the fuel into the container.
(12) If the fuselage tank contains fuel, pump it into the wings using the normal fuel transfer procedure.
(13) After the defueling is complete, remove the defuel adapter from the defuel valves.
(14) Install the reducers on the drain valves.
(15) Torque the reducers to 350 (±25) inch-pounds [39.5 (±3) Nm].
(16) Install the safety wire on the reducers.
(17) Disconnect the ground cables.
(18) Install the access panels.
(19) Install the wing fuel filler caps.

B. Defuel the Aircraft (Suction Method) (See Figure 303.)

(1) Get the necessary tools and equipment.

NOTE: You can use equivalent alternatives for these items.

NAME PART NUMBER MANUFACTURER USE

Defuel Adapter 3170039-1 Learjet Inc., Defuel the aircraft

Wichita, KS

Safety Wire MS20995C25 Commercially Available Safety the reducers

Torque Wrench Commercially Available Torque the reducers

Minimum of 400 in-lb
[45.16 Nm]

EFFECTIVITY: ALL
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MAINTENANCE MANUAL

WARNING: THE FUEL TRUCK IS NO LONGER REQUIRED TO BE GROUNDED TO AN

APPROVED GROUND SOURCE. IF YOU DO NOT OBEY THE GROUNDING
PROCEDURES A FIRE OR AN EXPLOSION DUE TO STATIC ELECTRICAL
SPARKS CAN OCCUR.

(2) Connect the fuel truck ground cables to the nose gear uplatch spacer.
(3) Remove the access panels as necessary to get access to the defuel valves.
(4) Close the defuel valves.
(5) Remove the safety wire from the reducers.
(6) Remove the reducers from the drain valves.
(7) Connect the defuel adapter to the defuel valves.
(8) Connect the hose from the defuel adapter to the fuel truck hose.

CAUTION: REMOVE THE WING FUEL FILLER CAPS BEFORE YOU START THE
DEFUELING. THIS WILL PREVENT THE BUILDUP OF A VACUUM IN THE WING
TANKS WHICH CAN CAUSE DAMAGE TO THE AIRCRAFT.

(9) Remove of the wing tank filler caps.

(10) Open the defuel valves.
(11) Use the suction from the fuel truck pump and siphon the fuel from the wing tanks.
(12) If the fuselage tank contains fuel, pump it into the wings using the normal fuel transfer procedure.
(13) After the defueling is complete, remove the defuel adapter from the defuel valves.
(14) Install the reducers with the sump drain valves attached on the drain valves.
(15) Torque the reducers to 350 (±25) inch-pounds [39.5 (±3) Nm].
(16) Install the safety wire on the reducers.
(17) Disconnect the ground cables.
(18) Install the access panels.
(19) Install the wing fuel filler caps.

EFFECTIVITY: ALL
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 LEARJET 31/31A
MAINTENANCE MANUAL

Figure 303

Aircraft Defueling
Figure 303

EFFECTIVITY: ALL
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