Fuel Tank: Water Draining sometimes "difficult"

[jettison valve]

First of all, thanks for your answers!

mitzy69:
What you describe is valid for the Boeings, not for the Airbusses I have worked on so far. Airbus UK state that they would have certification problems in Europe with a Boeing system (i. e. inject the scavenged fluid next to the boost pumps). In detail, the A330/A340 classic system sucks fluid from almost the deepest point (avoids freezing) and delivers it back to the tank (Airbus calls this a "water mixing" system" in order to "keep the water in suspension").
B747s/B777s have the superior system that you describe. Very effective, apparently.

FMU:
Supposing that you operate the A330 on ETOPS routes (and you need to comply with the CMP per CASA order), you havn´t drained the tanks in the last seven days, and you have a short ground time today - do you defer the draining (in my point of view not possible) or do you run into a delay or... ?

Terraplaneblues:
The MRBR / MPD are ok, just as you say ("operators experience"). On the A340 classic, we´ve started escalating the task interval for wings, and for the trim we have had good experience with 2A. The whole madness starts with the CMP for ETOPS operations.

spannersatcx:
Contrary to you, we have a cold home base. In order to meet authority requirements and to give a least a little sense to the drain excercise, you need to have a warm tank / wing. In winter over here, you can achieve that by grounding the a/c in a warm hangar for several hours , or refuel with comparatively warm fuel (and then wait again for the stuff to settle down). Option 2 is not the optimum but better than option 1. Agree?

A345:
Technically a perfect solution, but manhours intensive and therefore expensive. And you could overrun the 7d CMP requirement for the twins, if you don´t take perfect care of the drain accomplishments individually.
In my experience, FQIS problems on the A345/A346 usually came from an initially stupid then over-engineered (Parker) software, harness issues, failed terminal lugs, and only to a small extent due to water (had a few weeks long nightmare with a production fault at Airbus in that respect, I must admit though).

Beaver man:
Got showered and still smell...?

LandASAP:
That´s our compromise as well. Plan a several hours downtime for the A330 weekly (), refuel to the minimum fuel in our network, wait, wait, wait - drain, and sign off.

Thanks again for your advice!
J.V.