IN64035 IN64050 IN64060

IN64702 IN64101 IN64108

NOTE: OEM/CUSTOMER - PLEASE FILL OUT AND MAIL IN THE REGISTRATION CARD PROVIDED WITH THE INSTALLATION INSTRUCTIONS, IN64035. SEE LAST PAGE OF THAT INSTRUCTION MANUAL FOR FURTHER INSTRUCTIONS.

Model 64035

Digital Pressure Control System

Applicable additional manuals:

SU64035April 2000

SETUP & CALIBRATION & OPERATION INSTRUCTIONS

Aerospace GroupConveyance Systems Division Carter® Brand Ground Fueling Equipment

April 15, 2000 SU64035

2

TABLE OF CONTENTS

1.0 SCOPE..................................................................................................................................................4

2.0 GENERAL DESCRIPTION OF FEATURES......................................................................................4

3.0 OPERATION INSTRUCTIONS .........................................................................................................5

4.0 CALIBRATION INSTRUCTIONS ......................................................................................................7

5.0 TROUBLESHOOTING - REFUELER OR HYDRANT SERVICER SYSTEMS ...........................18

5.1 ERROR CODES AND TROUBLESHOOTING..................................................................................18

5.2 PRESSURE TRANSDUCER PROBLEMS .........................................................................................19

5.3 NOZZLE INTERLOCK SWITCHES .................................................................................................19

5.4 DEADMAN VALVE OR HANDLE ...................................................................................................20

5.5 SOLENOIDS.........................................................................................................................................20

5.6 USING FLOW LIMIT MODE TO DIAGNOSE PROBLEMS............................................................20

5.7 PULSER ...............................................................................................................................................21

5.8 TROUBLESHOOTING ISSUES SPECIFIC TO HYDRANT SERVICERS.......................................22

6.0 CONTACT AT CARTER......................................................................................................................23

3

SUMMARY OF REVISIONS

DATE OFCHANGE

E.O. NO REV PARA. ORPAGE NO.

DESCRIPTION APPROVED

4/15/00 C Cover Revised title from OPERATION &CALIBRATION.

Boxed and shaded NOTE box for moreemphasis.

Page 2 & 3 Added Table of Contents and Summary ofRevisions

Page 3 Added Scope and General Descriptionparagraphs. Added more detail explanationsto paragraph headings throughout document.

Page 4 &others

Reviesed paragraph numbering (editorialonly) for the entire document..

Page 5 Added “Kilopascals” to Kpa

April 15, 2000 SU64035

4

1.0 SCOPE

1.1 These Set-Up and Calibration instructions have been developed for use in initial set-up andcalibration of the Digital Valve System on any refueling vehicle. They are also intended for use bythe operator during normal aircraft refueling operations and recalibration as required. Theseinstructions do not cover all requirements for aircraft delivery pressure regulation, which might bedictated by other authorities that have jurisdiction over the use of your vehicle. The responsibilityfor proper final pressure calibration configuration is yours. Consult with the local airport authorityor corporate authority for further information and guidelines.

1.2 Set-Up and Calibration instructions contained within this document pertain to all models of Carter brand64035 Digital Control Modules. The 64035 controls the operation of a pressure control valve (suchas the 64050, 64060, 64110, or 64120), or a pressure control coupler (64702 or 64802) inconduction with a 64102 Solenoid Valve Manifold Assembly.

2.0 GENERAL DESCRIPTION OF FEATURES

2.1 One of the primary functions of the 64035 Digital Control Module is to perform “FlowCompensated Pressure Regulation.” It does this by reading the pressure and flow rate on therefueling vehicle, calculating the delivery pressure at the aircraft, comparing that calculated pressureto the delivery pressure target preset by the user, and then commanding a pressure controlvalve/coupler to match and maintain that target pressure. Operating one or more solenoid valves tocontrol fluid entering and/or leaving the control cavity of the pressure control valve/coupleraccomplish this. This is done for each available underwing nozzle combinations on the refuelingvehicle. Overwing nozzles are normally operated without deadman control.

2.2 The terminology “pressure control valve” is used in this document to refer to any valve mounted inthe flow path which controls delivery of fuel to the aircraft, including in-line style valves andhydrant couplers, and also to any valve mounted in a bypass return line.

2.3 In addition to Flow Compensated Pressure Regulation, the 64035 performs the following additionalfunctions related to aircraft refueling;

❑ Deadman control of fuel delivery.❑ Variable Deadman Timer to prevent defeating of Deadman Switch.❑ Adjustable Opening and Closing Timing of the in-line pressure control valve/coupler.❑ Flow Rate Limiting to protect meters and filters.

2.4 In addition, the 64035 allows the user to calibrate two different delivery pressures, selected aftercalibration through the use of a button on the front panel. This may be useful to utilize one refuelingvehicle to service two different customers with different delivery pressure requirements or it can beused to select between two different Flow Limits for the same nozzle(s).

2.5 When two pressure control valves (both an In-line and a By-pass Control Valve or an In-line ControlValve and a Hydrant Coupler) are used on the same vehicle, two 64035 Modules must be fitted.Both electronic control systems can be calibrated at the same delivery pressure. This is achievedwith simultaneous calibration of both systems as explained in a later section. When a single systemis used in conjunction with a Hose End Control Valve, it is recommended that the Digital Valvesystem be set up as the primary pressure control device and that it be set up at least 6 psi below theHECV spring setting. If a 45 - 47 psi is the desired operating pressure, then a 55-psi HECV shouldbe used. This will utilize the Digital Valve system to the utmost. However, if a 45 - 47 psi is thedesired operating pressure and if a 45 psi HECV is utilized, then the Digital Valve system must beset at 51 psi or greater, which means the Digital Valve system will be the secondary pressure controldevice. Please note that using the Digital Valve system, as the secondary pressure control devicewill cause the Nozzle Pressure display on the front panel of the 64035 to be inaccurate at times.This is due to the fact that the HECV acts as a variable orifice in the flow path. The Digital Valvesystem cannot compensate Nozzle Pressure calculations for a variable flow path. This will not

April 15, 2000 SU64035

5

affect the ability of the Digital System to control pressure as a secondary controller when calledupon to do so in the unlikely event of a failure of the HECV. It only affects the accuracy of theNozzle Pressure display. All other Digital Valve system functions will perform correctly. As asecondary pressure controller, the pressure control valve controlled by the 64035 will simply go tothe fully open position (or fully closed in the case of the Digital Bypass valve) when the HECV iscontrolling, as would any other secondary pressure controller.

3.0 OPERATION INSTRUCTIONS

3.1 The following are explanations of the various controls and digital displays found on the 64035Control Module.

3.2 Operating Key Switch.

“Operate”The selector must be at position “operate” to fuel an aircraft.

“Modify”This position is used during calibration only.A key is required to select this position.If the selector is at position “modify”, inform the supervisor.

3.3 Unit's Selection Function – The system allows the operator to use English or two types of metricunits for the displaying of Flow Rate and Nozzle Pressure.

Press the button [UNITS] to select the units ofmeasurement of the flow rate. The lightindicates your selection.GPM = Gallons per MinuteLPM = Liters per MinuteM3/HR = Cubic Meters per Hour

Press the button [UNITS] to select the units ofmeasure of the nozzle pressure. The lightindicates your selection.PSI = Pounds per Square InchBAR = BarometricKPa = Kilopascals

3.4 Delivery Pressure Selection – This function allows the system to be calibrated and used attwo different delivery pressures. To use both pressure settings they must be setup duringcalibration.

April 15, 2000 SU64035

6

Press the button [PICK] to select the nozzlepressure during the fueling. The light indicatesyour selection.

HIGH = Suggest this be used for the normalaircraft refueling pressure. If only one pressureis always used then both positions can be set tothe same pressure.

LOW = Use for aircraft which require lower ordifferent pressure setting.

3.5 Deadman Lamp - The lamp on the 64035 is associated with theDeadman Valve or Handle. The lamp illuminates when the operatorholds the Deadman Handle of the deadman valve closed to dispatch fuel.A deadman timer function is included in the system that can be setupduring calibration. This is to assure the presence of the operator duringthe fueling.

Notice: If the lamp begins to flash during the fueling, the operator mustopen and then close the Deadman or the system will go into the closuremode.

DEADMAN VALVE

3.6 Nozzle Indicator Lights – There arefour lights to indicate which nozzles havebeen removed from their stowage points.

NOTE: The system only allows the use of thefollowing nozzles or combinations of nozzles:

1, 2, 3 or 4 – alone.1 & 2 – simultaneously3 & 4 - simultaneously

Indicates that nozzle number3 has been removed from itsholder.

Shows that nozzles 1 and 3have been removed for use.

Example: Error - it is not permitted to use nozzles 1 & 3 together. The controller will not allow you todispatch fuel and will not alert you.

3.7 Error Codes – The system incorporates a series of error codes displayed in the “Nozzle Pressure “window to assist in analyzing problems that may occur in the system.

April 15, 2000 SU64035

7

Should the system detect an error an error code willappear in this window in this format. Should such acode be displayed during operations the refuelingoperation should be terminated and the refuelingsupervisor should immediately be notified. Refer toparagraph 5.1 for a more detailed explanation of errorcodes.

4.0 CALIBRATION INSTRUCTIONSThe calibrations can be done in any order except:

❑ CALIBRATION OF THE PRESSURE must be done after CALIBRATING THE FLOW RATE

❑ CALIBRATION OF THE PRESSURE must be done after CALIBRATING THE PRESSURETRANSDUCERS

❑ You must repeat CALIBRATION OF THE PRESSURE if you redo either CALIBRATING THEFLOW RATE or CALIBRATING THE PRESSURE TRANSDUCERS

4.1 INTRODUCTION.

All of the procedures that follow are explained only in GPM & PSI.However, you can use any units of measurement (GPM, LPM,M3/HR, PSI, BAR, KPa) to operate or calibrate. Also, you canchange the units of measurement whenever you desire withoutinterrupting the operation or calibration of the system.

ALL OF THE CALIBRATION PROCEDURES REQUIRE THATYOU HAVE AN ACTIVE NOZZLE INDICATOR LIGHTILLUMINATED.

To prevent unauthorized changes the Function Selector is protectedwith a key.

To permit changes and calibration of the controller, insert thesecurity key in the Function Selector and rotate to position“MODIFY”. Note that the indicator light for “Opening Time”illuminates.

AT THE END OF MAKING CHANGES AND CALIBRATIONS,LEAVE THE SELECTOR AT POSITION “OPERATE” FOR THEOPERATOR TO USE AND REMOVE THE KEY.

April 15, 2000 SU64035

8

The Test Bank is test rig which consists of :1. One or two adapters for the vehicle nozzles.2. A 64101 Pressure Transducer to read the pressure at the point of the

nozzle. With a cable that connects to the connector located at the frothe controller.

3. Mechanical pressure meter of good quality.4. Manual valve situated downstream to adjust the pressure at the nozzl5. Vehicle tank or storage tank.The test bank is used in the following procedures:• CALIBRATING THE PRESSURE TRANSDUCERS• CALIBRATION OF THE PRESSURE CONTROL FUNCTION

4.2 CALIBRATION

4.2.1 Opening Time – The opening time for the system should be set and then checked under flowconditions with any readjustment to follow.

The system comes from the factory with the “OPENING TIME”set to 50%. You can leave it as is or change it.

To change the “OPENING TIME”

1. Starting with the key in “OPERATE”, remove any validcombination of nozzles then turn the key to “MODIFY”.

2. The indicator light “OPENING TIME” illuminates.3. The lower window indicates the “OPENING TIME”

represented in percent.4. To change the value in the lower window, use the

[INCREASE] or [DECREASE] button.The Opening Time has a range of 0-100% in multiplesof 5.

❑ 0% signifies approximately 5 seconds.❑ 100% signifies approximately 10 seconds.

5. Turn the key to “OPERATE” to store this new value in thememory of the controller.

4.2.2 Closing Time – The closing time for the system should be set and then checked under flowconditions with any follow on readjustment as necessary.

April 15, 2000 SU64035

9

The system comes from the factory with the “CLOSING TIME”set to 50%. You can leave it as is or change it.

To change the “CLOSING TIME”

Starting with the key in “OPERATE”, remove any validcombination of nozzles then turn the key to “MODIFY”.The indicator light “OPENING TIME” illuminates.1. Press the lower [PICK] button once.2. The indicator light “CLOSING TIME” illuminates.3. The lower window indicates the “CLOSING TIME”

represented in percent.4. To change the value in the lower window, use the

[INCREASE] or [DECREASE] button.The Closing Time has a range of 0-100% in multiples of 5.❑ 0% signifies approximately 2 seconds.❑ 100% signifies approximately 5 seconds.

5. Turn the key to “OPERATE” to store this new value in thememory of the controller.

4.2.3 Setting Flow Limit – The system has the capability of setting a maximum rate of flow limit for usein protecting meters and filters from flow rates greater than their capability. The system comes fromthe factory with the “FLOW LIMIT” set to 1500 Gallons Per Minute for all nozzles. It can be left asfactory set or changed as desired. This is accomplished without the need for a separate MaximumRate of Flow Pilot attached to the control valve or coupler.

There are two methods to change or set the maximum rate of flow limit:

4.2.3.1 Method One - Set one flow limit for all nozzle combinations when the delivery pressure indicatorlight is on “high”. Set another flow limit for all nozzle combinations when the delivery pressureindicator light is on “low”. (It is recommended that this be set even if it is not planned to be used,since the operator may press the delivery pressure button at any time.) The applicable nozzle ornozzle combination must be removed from their nozzle stowage positions and the appropriate lightsilluminated on the module before the setting can be accomplished. Use the following procedure toaccomplish maximum rate of flow setting using method one:

1. Remove any valid nozzle combination from the vehicle (Nozzle 1 or 2, Nozzle 1 and 2, Nozzle3 or 4, Nozzle 3 and 4).

2. Start with the key in “OPERATE” and the Delivery Pressure indicator light on “HIGH”.

3. Turn the key to “MODIFY”. The indicator light “Opening Time” illuminates.

4. Press the lower [PICK] button twice.

5. The indicator light “FLOW LIMIT” illuminates.

6. The upper window displays the flow limit.

April 15, 2000 SU64035

10

7. To change the value in the upper window, Use the[INCREASE] or [DECREASE] button. The Flow Limithas a range of 0-1500 GPM.

8. Turn the key to “OPERATE” to store the new Flow Limit.9. Press the upper [PICK] button once to change the

Delivery Pressure indicator light from “HIGH” to “LOW”.10. Turn the key to “MODIFY”. The indicator light

“Opening Time” illuminates.11. Press the lower [PICK] button twice.12. The indicator light “FLOW LIMIT” illuminates.13. The upper window displays the flow limit.14. To change the value in the upper window, use the

[INCREASE] or [DECREASE] button. The Flow Limithas a range of 0-1500 GPM.

15. Turn the key to “OPERATE” to store the new Flow Limit.16. Press the upper [PICK] button to set the Delivery Pressure

indicator light to “HIGH”.

4.2.3.2 Method Two - Set a different flow limit for each nozzle combination when the Delivery Pressureindicator light is on ”HIGH”. Set another different flow limit for each nozzle combination whenthe Delivery Pressure indicator light is on “LOW”. (It is recommended that this be set even if it isnot planned to be used, since the operator may press the delivery pressure button at any time.) Usethe following procedure to accomplish maximum rate of flow setting using method two:

1. Remove a valid nozzle combination from the vehicle (Nozzle1or 2, Nozzle 1 and 2, Nozzle 3 or 4, Nozzle 3 and 4).

2. Start with the key in “OPERATE” and the Delivery Pressureindicator light on “HIGH”.

3. Turn the key to “MODIFY”.4. Simultaneously press both [UNITS] buttons.5. Press the lower [PICK] button several times until the top

window displays “ FL.L = ”.6. Press the [INCREASE] or [DECREASE] button several times

until the bottom window displays “ SNGL ”.7. Press the lower [PICK] button one time.8. Return the key to “OPERATE”.9. Turn the key to “MODIFY”.10. Press the lower [PICK] button twice.11. The indicator light “Flow Limit” illuminates.

April 15, 2000 SU64035

11

12. The upper window displays the Flow Limit.13. To change the value in the upper window, use the

[INCREASE] or [DECREASE] button. It has a range of 0-1500 GPM.

14. Turn the key to “OPERATE” to store this new value.15. Change the Delivery Pressure indicator light from “HIGH” to

“LOW” by pressing the upper [PICK] button once.16. Turn the key to “MODIFY”. The indicator light “Opening

Time” illuminates.17. Press the lower [PICK] button twice.18. The indicator light “Flow Limit” illuminates.19. The upper window displays the Flow Limit.20. To change the value in the upper window, use the

[INCREASE] or [DECREASE] button. It has a range of 0-1500 GPM.

21. Turn the key to “OPERATE” to store this new value.22. Press the upper [PICK] button to set the Delivery Pressure

indicator light to “HIGH”.

23. Remove another valid nozzle combination from the vehicle (Nozzle 1or 2, Nozzle 1 and 2,Nozzle 3 or 4, Nozzle 3 and 4 ).

24. Repeat steps 9-23 until all valid nozzle combinations that apply to your vehicle are calibrated.

4.2.4 Calibrating Maximum Flow Rate Limit – The system should be calibrated to ascertain that the flowrate shown on the unit matches the actual flow rate of the system. (This calibration is easier with astopwatch.) This is accomplished as follows:

NOTE:This calibration affects the pressure calibration andpressure calibration must be repeated.

1. Couple any nozzle to the Test Bank or to the tank ofthe same vehicle to circulate fuel. The controller mustbe set to display GPM if the Meter Register is agallons register. The controller must be set to displayLPM if the Meter Register is a liters register.

2. With the key in “OPERATE” proceed to flow fuel toverify that none of the manual valves is closed. Stopflowing fuel.

3. Turn the key to “MODIFY”.

4. Press the lower [PICK] button twice.

5. The indicator light “FLOW LIMIT” illuminates.

April 15, 2000 SU64035

12

6. Close (activate) the “Deadman” control handle to enter the function “FLOW RATECALIBRATION” into memory.

7. Leave the “Deadman” control handle closed for the following steps. Fuel will flow.

8. Wait until the Flow Rate on the Controller display is stable.

9. When the Meter Register reaches a number that is easy to add to (for example 700), start yourstopwatch.

10. After exactly one minute, read the Meter Register (for example 980).

11. Subtract the first reading from the second (in the example, 980 - 700 = 280). This is the actualflow rate.

12. If the value on the controller Flow Rate display is not this actual flow rate (in the example, 280)then use the [INCREASE] or [DECREASE] button (while fuel continues to flow) to adjust theFlow Rate displayed in the upper window to the actual flow rate. (It may be necessary to holdthe button pressed because the value changes slowly.)

13. Open the “Deadman” control handle, flow of fuel will stop.

14. Turn the key to “OPERATE” to store this calibration into memory.

4.2.5 Calibrate the Vehicle Pressure Transducers – When it is necessary to calibrate the pressuretransducers use the procedure below: It is suggested that the pressure transducers be calibrated onat least an annual basis.

NOTE:This calibration affects the pressure calibration and pressurecalibration must be repeated.

1. Couple a nozzle to the test bank.2. Connect the cable between the test bank transducer and the

connector located at the front of the controller.3. The function selector must be at position “OPERATE”.4. Close the hand control to dispatch fuel.5. Slowly and completely close the manual valve at the test

bank.6. The hose pressurizes.7. Open the hand control when the mechanical meter at the test

bank indicates between 10-100 psi.8. The hose holds this static pressure.

April 15, 2000 SU64035

13

9. Rotate the function selector to position “MODIFY”.10. The indicator light “OPENING TIME” illuminates.11. Press both buttons with printed arrows at the same

time to enter the function “CALIBRATION OF THEPRESSURE TRANSDUCERS”.

12. Both indicator lights “OPENING TIME” and“CLOSING TIME” illuminate at the same time.

13. The upper window indicates the pressure at thetransducer located on the vehicle tubing.

14. Use the buttons with printed arrows to adjust thevalue in the upper window to the value indicated atthe mechanical meter of the test bank.

4.2.6 Calibrate the Test Bank Pressure Transducer – It is assumed that this transducer will receive moreuse hence it should be kept in calibration by running this test at least once each quarter.

NOTE:This calibration affects the pressure calibrationand pressure calibration must be repeated.

1. Press the button [PICK] once.2. Both indicator lights “FLOW LIMIT” and

“PRESSURE CALIBRATE” illuminate at the sametime.

3. The lower window indicates the pressure at the testbank transducer.

4. Use the buttons with printed arrows to adjust thevalue in the lower window to the value indicated atthe mechanical meter of the test bank.

5. Rotate the function selector to position “OPERATE” to store these calibrations in the memory of thecontroller.

6. Open the manual valve of the test bank to relieve the pressure in the hose.

4.2.7 Calibration of Nozzle Pressure – To set or calibrate the desired nozzle pressure use the procedureoutlined below. Before starting this procedure verify that none of the manual valves in the systemis closed. A simple way of accomplishing this is to activate the Deadman Handle and verify thatflow through the unit is not restricted.

NOTE: This procedure must be repeated following any calibration of either the maximum rate offlow or of the transducers.

April 15, 2000 SU64035

14

REPEAT THE ENTIRE PROCEDURE WITH THE COMBINATIONS BELOWTHAT APPLY TO YOUR VEHICLE:

( Nozzle 1 or Nozzle 2 Active) and Indicator light at position “high”( Nozzle 1 or Nozzle 2 Active) and Indicator light at position “low”( Nozzle 1 and Nozzle 2 Active) and Indicator light at position “high”( Nozzle 1 and Nozzle 2 Active) and Indicator light at position “low”( Nozzle 3 or Nozzle 4 Active) and Indicator light at position “high”( Nozzle 3 or Nozzle 4 Active) and Indicator light at position “low”( Nozzle 3 and Nozzle 4 Active) and Indicator light at position “high”( Nozzle 3 and Nozzle 4 Active) and Indicator light at position “low”

CAUTION: The Controller allows the operator in refueling to press the button tochange the “Delivery Pressure” from high to low or vice versa. For this reason,you must calibrate with the indicator light at position high and then at position loweven if you do not expect to use both positions.

1. Connect the test bank transducer to its connector locatedon the front of the controller.

2. Connect a hose or combination of hoses (per the abovelisting) from the vehicle to the test bank.

3. Check that the light or lights that indicate these nozzlesactive are illuminated.

4. The function selector must be at position “OPERATE”.5. Put the Delivery Pressure indicator light at position

“HIGH” or “LOW”6. Rotate the function selector to position “MODIFY”.7. Press the button [PICK] three times.8. The indicator light “PRESSURE CALIBRATE”

illuminates.9. Close the Deadman Handle. To prevent unintentionally

doing this calibration, the Deadman Handle lamp will flashtwenty times.

10. During those flashes, you can open the Deadman Handle to abort this procedure without calibrating.After the flashing, fuel will dispatch and calibration will begin. Continue holding the DeadmanHandle closed for the following steps.

11. Use the manual valve to adjust the pressure at the mechanical meter of the test bank to the pressureyou desire to refuel at.

12. Wait at least 5 seconds then open the Deadman Handle when the pressure is steady. The controllercalibrates the pressure of this combination. Fuel flow stops.

13. Read the PSET pressure in the lower window. It must be the pressure desired.14. Rotate the function selector to position “OPERATE”.15. Repeat this procedure with the combinations listed previously.

4.2.8 Deadman Valve Timer Calibration – The system is equipped with a “timed out” or deadman timerto assure that the operator shall remain in control of the deadman at all times. The use of this function ispurely optional. It can be nullified (no timer) by setting it to “0”. The range over which the timer may beset is 0-10 minutes. The controller flashes its lamp for approximately 30 seconds prior to reaching its setpoint to signal the operator to restart the cycle. This permits the operator to restart the cycle early. If the

April 15, 2000 SU64035

15

operator does not restart the cycle, the system stops fueling. The system is shipped with this function set atzero or turned off. The procedure below is used to set this function.

1. Starting with the key in “OPERATE”, remove anysingle nozzle from its holder.

2. Turn the key to “MODIFY”.3. Press the two [UNITS] buttons simultaneously to

enter the function “DEADMAN HANDLE TIMER”.4. The upper window indicates the nozzle in use.5. The lower window indicates the cycle time in

minutes for this nozzle.6. Use the [INCREASE] or [DECREASE] button to

adjust the value in the lower window. It has a rangeof 0-10 minutes.

7. If you do not want this nozzle to cycle then set thetime to zero minutes. The lower window indicates“OFF”.

8. Remove another single nozzle from its holder andrepeat steps 4 through 8 until you have set the timersfor all nozzles.

9. Turn the key to “OPERATE” to store the cycle times of all nozzles in the memory of the controller.Note: When using nozzles 1 & 2 together the Deadman Handle Timer for nozzle 1 will be in effect.

When using nozzles 3 & 4 together the Deadman Handle Timer for nozzle 3 will be in effect.

4.2.8 Recording calibration data – The following page is to be used as a data sheet to record data obtained duringthe calibration of the system.

16

CALIBRATION DATA SHEET

A copy of this page is to be used to record calibration data.

After calibration is completed, you may record the values stored in the controller per the following:A When in “MODIFY” position do not at any time squeeze the hand control.B. When in “MODIFY” position do not at any time press the “INCREASE” or “DECREASE”

buttons.C. The key must be in “OPERATE” position whenever you press the delivery pressure button.D. The key must be in “OPERATE” position whenever you remove or replace any nozzle from its

holder.E. The key must be in “MODIFY” position to view the stored data.

Leave the Function Selector in “OPERATE” and remove the key when completed.

DATE TESTED: ________________________ VEHICLE NUMBER________________________

SOFTWARE VERSION (Circle correct version): 2.68 2.69 2.70

TYPE (Circle correct type): HYDRANT SERVICER REFUELER

OVERWING NOZZLE in system tested? YES NO

TYPE OF CONTROL VALVE CALIBRATED(Circle correct type): IN-LINE BY-PASS COUPLER

17

4.2.9 Programming Accessories Output Switch - Terminal 18 is an output located on the terminal stripon the inside back wall of the control box. It is normally high but will go to ground whencommanded by the controller. Its function on a refueler is to control customer equipment. (You arenot required to use terminal 18 or program it.)

Do not control equipment from terminal 18 directly withoutthe use of the relay.

This function can be programmed as follows:

A. It comes from the factory preprogrammed to follow theDeadman Handle. That is, you squeeze the DeadmanHandle and terminal 18 will go to ground. You open theDeadman Handle and terminal 18 will go to high. Thisis useful if there are two control boxes installed on thesame vehicle to pass the Deadman Handle on to thesecond box.

B. In a hydrant servicer terminal 18 is used to control solenoid C. Solenoid C is an extra solenoid, whichassists solenoids A and B to quickly close the coupler in the event of a large pressure surge.

To program terminal 18 for this:1. Turn the key to “MODIFY”.2. Simultaneously press both [UNITS] buttons.3. Press the lower [PICK] button several times until the top window displays “ CFG ”.4. Press the [INCREASE] or [DECREASE] button several times until the bottom window displays “

CRTR ”.5. Press the lower [PICK] button one more time.6. Return the key to “OPERATE”.

C. A new feature available in software version 2.70 will ground terminal 18 whenever the flow rate goesabove a programmable value. This could be used as a throttle control to raise a refuelers pump outputafter a soft start to prevent startup surges during dual nozzle overwing refueling.

To program terminal 18 for this:

1. Turn the key to “MODIFY”.2. Simultaneously press both [UNITS] buttons.3. Press the lower [PICK] button several times until the top window displays “ CFG ”.4. Press the [INCREASE] or [DECREASE] button several times until the bottom window displays “

THR ”.5. Press the lower [PICK] button several times until the upper and lower windows display “THR 50”.

This indicates a threshold of 50 gallons per minute from any nozzle combination. Flow rates of 50GPM or more will trigger terminal 18.

6. To increase or decrease these values use the [INCREASE] or [DECREASE] button. Its range is10-150 gpm.

7. Return the key to “OPERATE” to store this new value.

April 15, 2000 SU64035

18

4.2.10 Changing the Default Power-up Selections – The system may be programmed to start up (powerup) in default positions for “UNITS” and either “HIGH” or “LOW” positions as desired. Thefollowing is used to set the desired defaults:

GPM, LPM, M3/HR PSI, BAR, KPA Delivery Pressure HIGH, LOW

To set the controller to automatically select your preferences each time it powers up :Start with the key in “OPERATE”.

A. Set each of the following indicator lights to thepreferred default.GPM, LPM, M3/HR; PSI, BAR, KPa; DeliveryPressure HIGH, LOW

B. Turn the key to “MODIFY”.The indicator light “OPENING TIME” illuminates.

C. Press the lower [PICK] button three times. The indicator light ”PRESSURE CALIBRATE”illuminates.

D. Return the key to “OPERATE” to store your selections.

If the fueling operator changes these selections (which he can do without the key) then thecontroller will return to the default selections selected whenever the controller is powered downthen powered up.

5.0 TROUBLESHOOTING - REFUELER OR HYDRANT SERVICER SYSTEMS

For the system to function properly, it needs:

A. Pressure transducers that are not damaged.

B. Proper static calibration of all pressure transducers.

C. Proper & complete pressure calibration of all nozzle configurations used. (After having successfullycompleted static calibration of the pressure transducers.)

5.1 ERROR CODES AND TROUBLESHOOTING

If an error in the unit is detected an error code will be displayed inthis window. The various error codes that can be displayed aredefined as follows:

E1.1 This error can occur in the pressure calibrate mode caused byan invalid combination of hoses.

Either use a valid combination of hoses or Check for an intermittent nozzle interlock switch. Can alsobe caused by putting all nozzles in their holders while the pressure calibrate indicator light is stillilluminated. The controller will stop but can be restarted by turning power off then on.

April 15, 2000 SU64035

19

E2.1, E2.2, E2.3,E2.4

If these display momentarily then disappear, they are temporary and minorerrors. Operation will continue normally.

E2.1 This error indicates that the static pressure transducer calibration was inerror.Transducer used in the calibration was improperly calibrated or else may bedamaged.After this problem is resolved by re-calibrating the transducer or replacing itthe entire pressure calibrate procedure must be repeated.

E3.1 This error indicates problems with the vehicle pressure transducer or itscable. The controller stops for the duration of this problem.

Replace vehicle transducer and repeat calibration procedure.

E3.2 This error indicates problems with the pressure transducer at the test bank orits cable. The controller stops this function for the duration of this problem.

Replace the test bank transducer and repeat calibration procedure.

E1.2, E1.3, E1.4, E1E4.1, E9.1

Problems in the control box.

Contact Carter for further instructions.

5.2 PRESSURE TRANSDUCER PROBLEMS

All of the pressure transducers used in the system are of the same type and areinterchangeable. Inside the transducer is a diaphragm, which flexes to match thepressure applied to the transducer. If a pressure greater than the proof pressure isabruptly applied to the diaphragm then the diaphragm will deform to such an extentthat it may not recover. One cause of this would be to shut off a manual valvedownstream abruptly while flowing. A permanently deformed transducer will signalhigh pressure regardless of the actual pressure and the high reading cannot beremoved by calibrating. Replace the tranducer.

If a multimeter is available and can be properly used one cancheck for a deformed transducer. Read the DC voltage acrossterminals 12 and 11 located inside the back of the control box. Agood vehicle transducer will read approximately one-volt DCwhen there is no fuel pressure applied to it. A damagedtransducer will read several volts higher.

Note that the damaged transducer could be on the test bank andnot on the vehicle.

In some cases it may be easier to troubleshoot by replacing thesuspected pressure transducer with one known to be in goodcondition.

5.3 NOZZLE INTERLOCK SWITCHES

April 15, 2000 SU64035

20

The switches on the nozzle holders tell thecontroller which nozzle(s) are being used.

If the controller fails to function unexpectedly,check the active nozzles lights on the front of thecontroller. They should match the nozzles thatare out of their holders.

5.4 DEADMAN VALVE OR HANDLE

DEADMAN VALVE

If the controller fails to function unexpectedly,make sure that the “Deadman” lamp illuminateswhen you squeeze the Deadman Handle.

5.5 SOLENOIDS

The connections to the two solenoids can easily be misconnected. Thesolenoids are "off-the-shelf" items and both have an "A" stamped on theside. Solenoid B is the taller of the two as shown on the left. Also SolenoidB has a label describing it as type 212-B. Solenoid A's label describes it astype 212-A.

The solenoid block comes preassembled. Do not disassemble or remove anyparts from it. If the couplings on the manifold block do not match the tubingcoming from the vehicle, do not remove these couplings as they have specialorifices inside of them. The tubing connections must match the ones used onthe solenoids.

5.6 USING FLOW LIMIT MODE TO DIAGNOSE PROBLEMS

CAUTION!Do not use the "Modify" mode to refuel aircraft.

Never use any mode but "Operate" to refuel.

5.6.1 Situations where this mode is useful in diagnosing problems include the following:

❑ To determine the maximum unrestricted (uncontrolled) flow rate of the vehicle.

❑ When two Digital Pressure Control Systems are installed on the same vehicle this mode can beused to bypass either one of the control units so that the other can be calibrated withoutinterference.

❑ In case the flow rate of the vehicle is suspected to be too low or there is little or none at all thismode can bypass the system to verify that the control unit is not the root cause. If flow with theunit in this mode is acceptable but is not when the unit is in the Operate mode then thecalibration of the system including the pressure transducer or pulser is suspect. If there is nochange of the flow rate in either mode the most likely cause is in the actuation part of thesystem, which includes the solenoid valves, the wiring or plumbing to these valves, or in thecase of a hydrant servicer the charge (pressure level) in the accumulator.

In the flow limit mode the controller becomes a simple open/close controller. When the deadman isactivated the solenoids are commanded to open the control valve fully and immediately. When thedeadman is deactivated the valve closes fully and without control.

❑ In this mode the pulser and pressure transducers do not affect the control valve.

❑ In this mode the calibration criteria do not affect the system.

April 15, 2000 SU64035

21

❑ In this mode there is no pressure or flow control.

❑ In this mode the vehicle will simply dispatch fuel without any control on command of thedeadman.

5.6.2 To enter Flow Limit Mode for diagnosis purposes:

❑ Turn key to "MODIFY".

❑ Use the lower [PICK] button to select "FLOW LIMIT".

❑ The indicator light "FLOW LIMIT" illuminates signally that the system is in the Flow LimitMode.

❑ Activate the deadman valve to start flow and deactivate it to stop flow. Observe to check thesystem condition as noted above.

❑ Turn the key to "OPERATE" to exit this mode.

CAUTION!Do not use the "Modify" mode to refuel aircraft.

Never use any mode but "Operate" to refuel.In the "Modify" mode unrestricted and uncontrolled flow will result. If any manualvalves are closed during this diagnosis the action should be accomplished very slowly

to prevent potential damage to the pressure transducers.

5.7 PULSER

The flow rate displayed on the upper window of thecontroller comes from the pulser.

If the controller displays a blank or zero flow rate when fuelis flowing this can be caused by:

❑ Failure to wire the Pulser to the control boxcorrectly.

❑ Incorrect coupling of the Pulser to the MeterRegister such that the Pulser is not rotating whenthe Meter Register rotates.

❑ Failure of the Meter Register itself or its gearing.

If the flow rate displayed on the controller is incorrect this can be caused by:

❑ Setting the controller to display GPM (gallons) but the Meter Register is in liters (orvice versa).

❑ Failure to do the Flow Rate Calibration.

❑ Incorrect type of Pulser is installed. Check the system specifications to determinecorrect pulser.

April 15, 2000 SU64035

22

5.8 TROUBLESHOOTING ISSUES SPECIFIC TO HYDRANT SERVICERS

THE CONTROLLER (SYSTEM) OPENS THE COUPLER AS FOLLOWS:A. The controller commands solenoid A open and solenoid B closed.

B. Air in the accumulator forces fuel through solenoid A, through the command hose and intothe coupler control.C. The coupler opens.D. If the pit valve is already open then the main fuel flow begins. Note the pit valve should beopened first.E. If the main fuel flow has a higher pressure than the air pressure in the accumulator then fuelwill force its way into the accumulator to recharge the accumulator for use the next time the systemis restarted.

5.8.1 USING ANY HOSE AS THE COMMAND HOSE. Symptom: The controller takes a long time toopen the coupler then has trouble maintaining control over the coupler.

Use type SAE 100 R3 (inside dimensions 3/8” or 9.5 millimeters) which is a hydraulic grade rubberhose ideal for mounting on a hose reel. This type may be a bit difficult to bleed air that is trappedwithin it.

Use type SAE 100 R7 (inside dimensions 3/8” or 9.5 millimeters) which is a light stiff hose subjectto creasing. It is ideal for wraparound mountings.

Check with the Carter Ground Fueling for updates on other possible types of hoses.

5.8.2 IT IS CRITICAL THAT THERE BE ABSOLUTELY NO AIR TRAPPED IN THECOMMAND HOSE. Symptom: The controller takes a very long time to open the couplerthen has trouble maintaining control over the coupler. Solution: Manually purge absolutelyall air from the command hose.

5.8.3 OPENING THE PIT VALVE AFTER THE COUPLER HAS OPENED. Symptom: Themain fuel line may repetitively surge then shut down because the pit valve is now in controlof the flow. Solution: Insure that the pit valve opens first and stays open.

5.8.4 FAILING TO FILL ONE SIDE OF THE ACCUMULATOR WITH AIR. Symptom:Without pressure from the accumulator the coupler won’t open to start the fueling.Solution: Precharge the air side of the accumulator to 40-60 PSI (while the fuel side isempty).

5.8.5 ACCUMULATOR NOT PRECHARGED WITH FUEL. Without pressure from theaccumulator the coupler probably won’t open to start the fueling. Solution: Precharge thefuel side of the accumulator until the fuel side pressure gauge reads up to 80-120 PSI.

April 15, 2000 SU64035

23

6.0 CONTACT AT CARTER IF PROBLEM PERSISTS. John Garcia or Rabih Nassif should becontacted if problems persist and this manual does not offer a solution to the problem.

Phone - (949) 548-3421

Fax - (949) 631-2673

E-mail - jgarcia@jccarter.com or rnassif@jccarter.com

Aerospace GroupConveyance Systems Division 9650 Jeronimo RdIrvine, CA 92618 Ph (949) 452-9500 Fax (949) 452-9992