Narrative:

I was assigned to assist the fueler who was fueling the above flight, as there was a placard on the under-wing pressure-fueling panel. I was familiar with the problem, as the aircraft had been coming through ZZZ like this for several days. The r-hand fuel valve would not close with fuel flowing through it. It opened normally when power was turned on, and would close when power was shut off if there was no fuel flow. The procedure that I used is the one that I was trained to use over my career. I started fueling the unaffected wing first and got several hundred pounds of fuel ahead of the affected wing. I then opened the right wing and started adding fuel, being careful not to let the left wing get so far ahead that the aircraft would be out of balance. This allowed me to fuel the left wing to the required load and shut it off before the right wing reached the required load. When the right wing reached the required load, I released the dead man and stopped fuel flow. I then shut off the power to the switch and observed the lights go on indicating the valve was closing. To insure that the valve had closed, I activated the dead man to start fuel flow. If the valve is closed, there is no fuel flow, but due to the fact that the truck is trying to move fuel the hose pressurizes. The hose gets noticeably hard and the nozzle pressure gauge on the truck shows the pressure build-up. If there were fuel flow, the truck meter would move due to the fuel flow and there would not be a static pressure build-up on the nozzle. If the valve did not close, I would call aircraft maintenance to manually close the valve, but that was not required on this occasion.

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Original NASA ASRS Text

Title: A FOKKER 100 WITH A DEFERRED R WING REFUELING VALVE WAS DISPATCHED IN NON COMPLIANCE. MEL PROCS REQUIRE OVER THE WING FUELING.

Narrative: I WAS ASSIGNED TO ASSIST THE FUELER WHO WAS FUELING THE ABOVE FLT, AS THERE WAS A PLACARD ON THE UNDER-WING PRESSURE-FUELING PANEL. I WAS FAMILIAR WITH THE PROB, AS THE ACFT HAD BEEN COMING THROUGH ZZZ LIKE THIS FOR SEVERAL DAYS. THE R-HAND FUEL VALVE WOULD NOT CLOSE WITH FUEL FLOWING THROUGH IT. IT OPENED NORMALLY WHEN PWR WAS TURNED ON, AND WOULD CLOSE WHEN PWR WAS SHUT OFF IF THERE WAS NO FUEL FLOW. THE PROC THAT I USED IS THE ONE THAT I WAS TRAINED TO USE OVER MY CAREER. I STARTED FUELING THE UNAFFECTED WING FIRST AND GOT SEVERAL HUNDRED LBS OF FUEL AHEAD OF THE AFFECTED WING. I THEN OPENED THE R WING AND STARTED ADDING FUEL, BEING CAREFUL NOT TO LET THE L WING GET SO FAR AHEAD THAT THE ACFT WOULD BE OUT OF BAL. THIS ALLOWED ME TO FUEL THE L WING TO THE REQUIRED LOAD AND SHUT IT OFF BEFORE THE R WING REACHED THE REQUIRED LOAD. WHEN THE R WING REACHED THE REQUIRED LOAD, I RELEASED THE DEAD MAN AND STOPPED FUEL FLOW. I THEN SHUT OFF THE PWR TO THE SWITCH AND OBSERVED THE LIGHTS GO ON INDICATING THE VALVE WAS CLOSING. TO INSURE THAT THE VALVE HAD CLOSED, I ACTIVATED THE DEAD MAN TO START FUEL FLOW. IF THE VALVE IS CLOSED, THERE IS NO FUEL FLOW, BUT DUE TO THE FACT THAT THE TRUCK IS TRYING TO MOVE FUEL THE HOSE PRESSURIZES. THE HOSE GETS NOTICEABLY HARD AND THE NOZZLE PRESSURE GAUGE ON THE TRUCK SHOWS THE PRESSURE BUILD-UP. IF THERE WERE FUEL FLOW, THE TRUCK METER WOULD MOVE DUE TO THE FUEL FLOW AND THERE WOULD NOT BE A STATIC PRESSURE BUILD-UP ON THE NOZZLE. IF THE VALVE DID NOT CLOSE, I WOULD CALL ACFT MAINT TO MANUALLY CLOSE THE VALVE, BUT THAT WAS NOT REQUIRED ON THIS OCCASION.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.