|Quoting Abnormal (Reply 3):|
I'm inclined to think it's a problem with the fuelers themselves at those particular stns when they're in a rush (Manual mode refueling, 60+ psi) but trying to verify that is next to impossible.
I suppose that is a possibility, although from my experience with the A320, the internal pipes (fuel fill lines) were of sufficient narrowness that an increase in fueling pressure usually didn't result in much benefit in turn time (the 320 used to be my least favorite aircraft to fuel because of this, considering that the wing tanks on a 320 hold about 50% more than a DC-9's wing tanks do, but the DC-9 would take fuel at a faster rate than the 320). I know that some of the fuelers at MSP
back in the day would monkey around with the baling wire that would lock down the pressure valve on the fuel trucks (hydrant carts, not tankers) and have their trucks running upwards of 60-70 psi. This would do wonders for GPM delivery on a DC-10 or 747, but I know of one guy who ended up rupturing a fuel manifold on a 727 because of this. When the truck mechanics found that the pressure regulator was running at 70 psi, that guy was terminated immediately (this also made the company put locking covers over the pressure regulators on all the trucks).
I personally had a fuel hose connecting flange on a DC-10 give way while I was fueling it (one prong remained connected to the aircraft, so the hose didn't detach completely, and of course, I was in the lift right under the fuel panel, so I ended up getting soaked with Jet A). This was at normal 40 psi flow pressure, and I wasn't going to even consider doing anything that could cause direct damage to an aircraft.