1560.1 - EI-1560-1st Ed - 2013 - Operation, Inspection, Maintenance and Commissioning of Hydrant Sys

EI 1560
Recommended practice for the operation, inspection,

maintenance and commissioning of aviation fuel
hydrant systems and hydrant system extensions
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EI 1560
RECOMMENDED PRACTICE FOR THE OPERATION, INSPECTION, MAINTENANCE

AND COMMISSIONING OF AVIATION FUEL HYDRANT SYSTEMS
AND HYDRANT SYSTEM EXTENSIONS
1st edition
February 2013
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RECOMMENDED PRACTICE FOR THE OPERATION, INSPECTION, MAINTENANCE AND COMMISSIONING
OF AVIATION FUEL HYDRANT SYSTEMS AND HYDRANT SYSTEM EXTENSIONS
CONTENTS
Page
Legal notices and disclaimers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Subject index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.1 Who is EI 1560 for? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2 What does EI 1560 cover? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.3 Why the need for EI 1560? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.4 What EI 1560 does not cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.5 Where can I find further information? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.6 Definition of a hydrant system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.7 Hydrant system general layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3 Hydrant system ownership, operatorship, user access and asset protection . . . . . . 19

3.1 Hydrant system ownership and operatorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.2 Hydrant system use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.3 Hydrant system agreements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4 Asset protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.5 Control of hydrant corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4 Management systems and review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.1 Health, safety, security, environment & management system (HSSEMS) . . . . . . . . . . 22
4.2 Operations and facilities inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.3 Operations and facilities review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.4 Emergency response planning and exercises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5 Hydrant system operations, inspection and maintenance programme . . . . . . . . . . 24

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.2 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.3 Inspection and maintenance responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.4 Inspection and maintenance personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.5 Inspection, maintenance and operations safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.5.2 Hazardous area classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.6 Spare parts and materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.7 Management of change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.8 Defect reporting and isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.9 Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.10 Records retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.11 Task cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6 Pipes and valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

6.1 Pipes – above ground (six-monthly inspection) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.2 Pipes – underground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2.2 Pipe flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2.3 Pipe cleaning or pigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
6.2.4 Flexible joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
6.3 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6.4 Pressure relief and thermal relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.4.1 Pressure relief valves (annual test) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.4.2 Thermal relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
6.5 Check valves (as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.6 Shock absorbers (annually) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
7 Hydrant system pumps, motors, controls and emergency shutdown systems . . . . 38

7.1 Pumps and motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7.2 Pump flow rate changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7.3 Hydrant system control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
7.4 Motor control and programmable logic controller (PLC) systems . . . . . . . . . . . . . . . 40
7.5 Hydrant emergency shutdown (ESD) system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8 Maintaining hydrant system cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
8.2 Low point flushing (weekly) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
8.2.1 Low point sample interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
8.2.2 Microbiological problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
8.3 Low point flushing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
8.4 High point testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
8.5 Hydrant system maintenance vehicle checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
9 Hydrant system checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

9.1 Hydrant pit valve usage and unused line section flushing . . . . . . . . . . . . . . . . . . . . 49
9.2 Hydrant system flushing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
9.3 Hydrant pit and valve chamber inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
9.4 Hydrant pit cleaning equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
9.5 Hydrant pit valve integrity check (monthly) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
9.6 Hydrant pit valve checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
9.6.1 Hydrant pit valve wear check (annual) . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
9.6.2 Hydrant pit valve dynamic test (annual) . . . . . . . . . . . . . . . . . . . . . . . . . . 52
9.6.3 Hydrant pit valve movement assessment . . . . . . . . . . . . . . . . . . . . . . . . . 52
9.7 Depressurised hydrant system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
9.8 Hydrant pit valve repairs and overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
9.9 Hydrant system inspections after a coupling impact or drive-away . . . . . . . . . . . . . 54
9.9.1 Hydrant pit valve and riser inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
9.9.2 Hydrant dispenser coupler inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
9.10 Hydrant emergency shutdown system (monthly) . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
9.11 Identification of hydrant system features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
10 Hydrant system integrity testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

10.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
10.2 Pipe performance characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
10.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
10.2.2 Simple pressure monitoring (monthly) . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

10.2.3 Full pressure test (annual) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
10.2.4 Leak test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
10.3 Leak investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
10.4 Automated hydrant integrity testing systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
10.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
10.4.2 Pressure step method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
10.4.3 Volumetric dual pressure systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
10.4.4 Pressure decay with temperature compensation . . . . . . . . . . . . . . . . . . . 61
10.4.5 Indicator tape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10.4.6 Indicator gas systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10.4.7 Acoustic listening device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
10.4.8 Magnetic tomography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
10.4.9 Automated hydrant integrity testing system summary . . . . . . . . . . . . . . . 63
10.4.10 Periodic functional testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
11 Corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
11.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
11.2 Cathodic Protection (CP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
11.3 Sacrificial anode CP system checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
11.4 Impressed current CP system checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
12 Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
12.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
12.2 Commissioning of new hydrant systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
12.3 Commissioning of new extensions to existing hydrant systems . . . . . . . . . . . . . . . . 71
12.4 Commissioning of a modification to an existing live hydrant system . . . . . . . . . . . . 71
12.5 Commissioning procedures – general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
12.6 Pressure testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
12.7 Pipe filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
12.8 Soak testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
12.9 Line flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
12.10 Emergency Shutdown System (ESD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
12.11 Hydrant valve checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
12.12 Removal of construction aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
12.13 Final visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
12.14 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
12.15 Commissioning documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
12.16 Handover to hydrant owner and operating company . . . . . . . . . . . . . . . . . . . . . . . 76
13 Operational tips for abnormal situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

13.1 Sudden or gradual increase in low point sample water or sediment . . . . . . . . . . . . .78
13.2 Sudden or gradual increase in dispenser filter inlet sample water or sediment . . . . . 78
13.3 Sudden increase in dispenser filter differential pressure . . . . . . . . . . . . . . . . . . . . . . 78
13.4 Short filter element life in dispenser. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
13.5 Short filter element life of hydrant inlet filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
13.6 Dispenser hydrant coupling impact, knock-off or drive-away . . . . . . . . . . . . . . . . . 79
13.7 Pressure drop in hydrant during inactive periods . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
13.8 Zero or very low hydrant pressure at opening time . . . . . . . . . . . . . . . . . . . . . . . . . 80
13.9 Hydrant pump frequent start/stop with short run time . . . . . . . . . . . . . . . . . . . . . . 80
13.10 Faulty ESD system that cannot be repaired immediately . . . . . . . . . . . . . . . . . . . . . 81
13.11 Difficult connection/disconnection of hydrant coupler to valve. . . . . . . . . . . . . . . . . 81

13.12 Fuel in hydrant pit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
13.13 Water in hydrant pit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
13.14 Fuel or water in hydrant valve chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
13.15 CP system rectifier output values slowly falling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
13.16 CP system rectifier output values suddenly falling or erratic values . . . . . . . . . . . . . 83
Annexes
Annex A Example task cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

A.1 Pipes and flexible joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
A.2 Valves – visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
A.3 Pressure relief and thermal relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
A.4 Shock absorbers/alleviators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
A.5 Pumps and motors - mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
A.6 Membrane testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
A.7 Cathodic protection systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
A.8 Hydrant low point flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
A.9 Hydrant high point check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
A.10 Hydrant pit inspection and clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
A.11 Hydrant valve chamber inspection and clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
A.12 Hydrant valve integrity check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
A.13 Hydrant valve checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
A.14 Hydrant emergency shutdown (ESD) button testing . . . . . . . . . . . . . . . . . . . . . . . 110
A.15 Emergency equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Annex B Example forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

B.1 Annual planner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
B.2 Pressure relief valve and thermal relief valve test record . . . . . . . . . . . . . . . . . . . . . 115
B.3 Pump inspection record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
B.4 Pipe pressure test – simple method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
B.5 Monthly record of hydrant pit usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
B.6 Weekly record of low point flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
B.7 Annual record of high point checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
B.8 Membrane filtration test record sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
B.9 Membrane tests – equipment summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
B.10 Membrane tests – monthly summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
B.11 Colorimetric membrane test results - annual summary . . . . . . . . . . . . . . . . . . . . . 124
B.12 Maintenance record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Annex C Gap analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Annex D Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Annex E Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Annex F Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
LEGAL NOTICES AND DISCLAIMERS
The information contained in this publication is provided as guidance only, and although every effort
has been made by EI to assure the accuracy and reliability of its contents, EI MAKES NO GUARANTEE
THAT THE INFORMATION HEREIN IS COMPLETE OR ERROR-FREE. ANY PERSON OR ENTITY
MAKING ANY USE OF THE INFORMATION HEREIN DOES SO AT HIS/HER/ITS OWN RISK.
TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, THE INFORMATION HEREIN
IS PROVIDED WITHOUT, AND EI HEREBY EXPRESSLY DISCLAIMS, ANY REPRESENTATION
OR WARRANTY OF ANY KIND, WHETHER EXPRESS, IMPLIED OR STATUTORY, INCLUDING,
WITHOUT LIMITATION, WARRANTIES OF MERCHANTABILITY, FITNESS FOR A PARTICULAR
PURPOSE, TITLE AND NON-INFRINGEMENT. IN NO EVENT SHALL EI BE LIABLE TO ANY PERSON,
OR ENTITY USING OR RECEIVING THE INFORMATION HEREIN FOR ANY CONSEQUENTIAL,
INCIDENTAL, PUNITIVE, INDIRECT OR SPECIAL DAMAGES (INCLUDING, WITHOUT LIMITATION,
LOST PROFITS), REGARDLESS OF THE BASIS OF SUCH LIABILITY, AND REGARDLESS OF
WHETHER OR NOT EI HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES OR IF
SUCH DAMAGES COULD HAVE BEEN FORESEEN.
The contents of this publication are not intended or designed to define or create legal rights or
obligations, or set a legal standard of care.
EI is not undertaking to meet the duties of manufacturers, purchasers, users and/or employers to warn
and equip their employees and others concerning safety risks and precautions, nor is EI undertaking
any of the duties of manufacturers, purchasers, users and/or employers under local and regional laws
and regulations. This information should not be used without first securing competent advice with
respect to its suitability for any general or specific application, and all entities have an independent
obligation to ascertain that their actions and practices are appropriate and suitable for each particular
situation and to consult all applicable federal, state and local laws.
EI HEREBY EXPRESSLY DISCLAIMS ANY LIABILITY OR RESPONSIBILITY FOR LOSS OR DAMAGE

RESULTING FROM THE VIOLATION OF ANY LOCAL OR REGIONAL LAWS OR REGULATIONS WITH
WHICH THIS PUBLICATION MAY CONFLICT.
Nothing contained in any EI publication is to be construed as granting any right, by implication or

otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters
patent. Neither should anything contained in the publication be construed as insuring anyone against
liability for infringement of letters patent.
No reference made in this publication to any specific product or service constitutes or implies an
endorsement, recommendation, or warranty thereof by EI.
EI, AND ITS AFFILIATES, REPRESENTATIVES, CONSULTANTS, AND CONTRACTORS AND THEIR
RESPECTIVE PARENTS, SUBSIDIARIES, AFFILIATES, CONSULTANTS, OFFICERS, DIRECTORS,
EMPLOYEES, REPRESENTATIVES, AND MEMBERS SHALL HAVE NO LIABILITY WHATSOEVER
FOR, AND SHALL BE HELD HARMLESS AGAINST, ANY LIABILITY FOR ANY INJURIES, LOSSES
OR DAMAGES OF ANY KIND, INCLUDING DIRECT, INDIRECT, INCIDENTAL, CONSEQUENTIAL,
OR PUNITIVE DAMAGES, TO PERSONS, INCLUDING PERSONAL INJURY OR DEATH, OR
PROPERTY RESULTING IN WHOLE OR IN PART, DIRECTLY OR INDIRECTLY, FROM ACCEPTANCE,
USE OR COMPLIANCE WITH THIS PUBLICATION.
FOREWORD
This publication has been prepared by Richmond Hannah (Aviation Refuelling Compliance Solutions
P/L), John Buxton (Kuwait Petroleum International Aviation Company Ltd), and members of the EI
Hydrant Sub-Committee, at the direction of the EI Aviation Committee.
It is intended as a source of information and good practice on the operation, maintenance and
routine inspection of aviation fuel hydrant systems (hereafter referred to as hydrant systems) located
at airports.
Although this publication has been written primarily for owners and operators of hydrant systems, it
also provides information that hydrant system designers should take into account.
The information provided in this publication is intended to be applicable internationally.
Local, national, regional, or international statutory requirements may be applicable to certain aspects
of hydrant systems, depending on location. This publication is intended to be complementary to
such mandatory requirements, but where they do not exist, or are less stringent than those in this
publication, it is recommended that this publication be followed.
The information contained in this publication is considered to be generally applicable to hydrant

systems in use at larger commercial airports worldwide, but site-specific operational and maintenance/
inspection requirements, on which it is not possible to generalise within the scope of this publication,
may also exist.
Throughout this publication the words 'shall', 'should' and 'may' are used to qualify certain
requirements or actions. The specific meaning of these words is as follows:
−− 'shall' is used when the provision is mandatory;
−− 'should' is used when the provision is recommended as good practice, and
−− 'may' is used where the provision is optional.
Companies/organisations wishing to claim compliance with this publication are required to meet all
of the mandatory provisions of the relevant chapter(s). All companies/organisations are encouraged
to follow the provisions which are recommended as good practice.
Although it is anticipated that following this publication may assist those involved in the operation
and maintenance of hydrant systems, the information contained in this publication is provided for
information only. While every reasonable care has been taken to ensure the accuracy of its contents,
the EI, and the technical representatives listed in the acknowledgements, cannot accept any
responsibility for any action taken, or not taken, on the basis of this information. The EI shall not be
liable to any person for any loss or damage which may arise from the use of any of the information
contained in any of its publications.
The EI is not undertaking to meet the duties of employers to warn and equip their employees, and
others exposed, concerning health and safety risks and precautions, nor undertaking their obligations
under local and regional laws and regulations.
Nothing contained in any publication produced by EI is to be construed as granting any right, by

implication or otherwise, for the manufacture, sale, or use of any method, apparatus, or product
covered by letters patent. Neither should anything contained in the publication be construed as
insuring anyone against liability for infringement of letters patent.
Suggested revisions are invited and should be submitted to the Technical Department, Energy
Institute, 61 New Cavendish Street, London, W1G 7AR (e: technical@energyinst.org).
ACKNOWLEDGEMENTS
This publication has been prepared by Richmond Hannah (Aviation Refuelling Compliance Solutions
P/L), John Buxton (Kuwait Petroleum International Aviation Company Ltd.), and members of the EI
Hydrant Sub-Committee.
The participation and contributions of the following companies and organisations during the
preparation of this publication were greatly appreciated:
AirBP
Air TOTAL International
Airlines for America
Aviation Fuel Services GmbH
ATMOSi
Chevron Ltd
COWI A/S
ExxonMobil Aviation International Ltd
Hansaconsult
Hansa Consult of North America, LLC (HCNA))
Heathrow Hydrant Operating Company Ltd
Kuwait Petroleum International Aviation Company Ltd
Phillips66
Praxair Services, Inc
Shell Aviation Ltd
Vista Precision Solutions, Inc
A draft version of this publication was distributed to some 160 industry stakeholders for technical
review. The following (in addition to representatives from the above companies/organisations)
generously gave of their time to provide feedback, which is greatly appreciated:
Ibon Ibarrola Armendariz (CLH Aviación)

Kenneth Bilson (Pond and Co)
John Cummings (US State Dept/US Navy)
Jim Gammon (Gammon Technical Products)
International Air Transport Association – Technical Fuel Group
Dave Lea (Consultant)
Luc Maes (Skytanking NV)
Giampiero Mannoni (SERAM)
Putta Murali Krishna (ENOC Aviation)
Olaf Randzio (Hydranten-Betriebs OHG)
Antoine Rossi (SMCA)
Gerhard Winkler (AFS)
George Zombanakis (United Airlines)
Project co-ordination and editing was undertaken by Martin Hunnybun (EI).
10
SUBJECT INDEX
Topic Clause
A
Agreements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Asset protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
Automated hydrant integrity testing systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4
Automated hydrant integrity testing systems – acoustic listening device . . . . . . . . . . . . . . . . 10.4.7
Automated hydrant integrity testing systems – indicator gas systems . . . . . . . . . . . . . . . . . . 10.4.6
Automated hydrant integrity testing systems – indicator tape . . . . . . . . . . . . . . . . . . . . . . . . 10.4.5
Automated hydrant integrity testing systems – introduction . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.1
Automated hydrant integrity testing systems – magnetic tomography . . . . . . . . . . . . . . . . . . 10.4.8
Automated hydrant integrity testing systems – pressure step method . . . . . . . . . . . . . . . . . . 10.4.2
Automated hydrant integrity testing systems – pressure decay with
temperature compensation . . . . . . . . . . . . . . 10.4.4
Automated hydrant integrity testing systems – summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.9
Automated hydrant integrity testing systems – volumetric dual pressure systems . . . . . . . . . . 10.4.3
C
Cathodic protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2
Check valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Control of hydrant corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
Corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
D
Defect reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3, 5.8, 5.9
Depressurised hydrant system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7
E
Earthquakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.63, 10.1
Emergency response planning and exercises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
Example forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annex B
F
Flexible joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.4
Flushing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2
G
Gap analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annex C
H
Health, safety, security, environment and management system (HSSEMS) . . . . . . . . . . . . . . . . . . 4.1
High point testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4
Hydrant emergency shutdown (ESD) system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5, 9.10, 12.10
Hydrant pit cleaning equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4
Hydrant pit and valve chamber inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3
Hydrant system agreements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
Hydrant system cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
11
Hydrant system control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3

Hydrant system definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
Hydrant system inspections after a coupling impact or drive-away . . . . . . . . . . . . . . . . . . . . . . . . 9.9
Hydrant system flushing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2
Hydrant system integrity testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Hydrant system maintenance vehicle checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5
Hydrant system ownership and operatorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
Hydrant system general layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7
Hydrant system use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
Hydrant pit valve dynamic test (annual) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6.2
Hydrant pit valve integrity check (monthly) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5
Hydrant pit valve movement assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6.3
Hydrant pit valve repairs and overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8
Hydrant pit valve wear check (annual) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6.1
I
Identification of hydrant system features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.11
Impressed current CP system checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4
Inspection and maintenance programme – introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1
Inspection and maintenance programme – objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
Inspection and maintenance personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4
Inspection and maintenance responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3
Inspection, maintenance and operations safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5
Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
L
Leak investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3
Low point flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2
Low point flushing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Low point samples interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.1
M
Management of change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7
Management systems and review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Microbiological problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.2
Motor control and programmable logic controller (PLC) systems . . . . . . . . . . . . . . . . . . . . . . . . . 7.4
O
Operational tips for abnormal situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Operations and facilities inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
Operations and facilities review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3
P
Pipe cleaning or pigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.3
Pipe flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.2
Pipe locked in pressure monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.1
Pipe leak test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.4
Pipe performance characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2
Pipes – above ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1
Pipes – underground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2
Pit valve usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1
12
Pressure monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.2

Pressure relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.1
Pressure test (full) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.3
Pressure vessel inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6
Pumps and motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1
Pump flow rate changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2
R
Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9
Records retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10
S
Sacrificial anode CP system checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Shock absorbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6
Soak testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4
Spare parts and materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6
T
Task cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.11, Annex A
Thermal relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.2
U
Unused line section flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1
V
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3
W
What does EI 1560 cover? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
What EI 1560 does not cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4
Where can I find further information? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
Who is EI 1560 for? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
Why the need for EI 1560? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3
13
1 INTRODUCTION
EI 1560 has been developed by aviation industry specialists to provide general guidance,
awareness and good practice concepts for operators of Jet A and Jet A1 hydrant systems.
Hydrant systems at airports are one part of the total aviation fuel manufacture,
distribution, storage and into-aircraft refuelling delivery system. Each part of the system
relies on the correct design, construction and operation of each of the interfacing systems
to ensure asset integrity and fuel quality are always maintained for delivery of clean, dry,
on- specification fuel into aircraft.
Hydrant systems are the penultimate step in the delivery chain of aviation fuel into
aircraft and, as such, all aviation fuel handling system design, construction and operational
requirements have to be complied with to ensure that jet fuel quality and cleanliness are
maintained at all times.
While aviation fuel filtration systems used on equipment for delivery of fuel into
aircraft are very effective and efficient, they cannot reasonably be expected to cope with
design, construction or operational deficiencies upstream (including the hydrant system).
Provided aviation fuel supply, airport fuel storage, hydrant system and aircraft
refuelling vehicles are designed, constructed and operated in line with proven basic aviation
principles, clean, dry, on-specification aviation fuel will be supplied into aircraft indefinitely.
For an efficient hydrant system, there are a great number of factors to be considered,
from the initial development of the project scope for a new hydrant system, and for
modifications or extensions to existing systems.
Even where good hydrant system operating procedures are followed, experience has
shown that it is still possible for dirt or water to accumulate within the hydrant system.
Therefore, a good working relationship between hydrant operators and into-plane refuelling
operators is essential. This includes reporting to the hydrant operator any less than satisfactory
fuel samples taken during or after aircraft refuelling, which the hydrant operator can then
fully investigate. These samples and trends may indicate a potential dirt or water problem
building within the hydrant system.
This publication provides a general overview for operation of an efficient hydrant
system. It is supported by a number of other documents, including EI publications, and their
relationship to this publication is summarised in Figure 1.
Operational experience indicates that by following good hydrant system design,
a 'clean-build' during construction, and robust commissioning procedures, the operation,
inspection and maintenance tasks outlined in this publication will ensure safe and reliable
hydrant system operation, and that fuel quality is maintained.
14
Individual
company
EI 1540 design
Design & practices
construction
Commissioning
procedures
‘Clean Build’ JIG
EI 1560
Recommended Bulletin 32
practice for Health, safety,
operation, environment
EI 1585 inspection and
Cleaning maintenance
EI 1594
Initial pressure
JIG2/ATA 103 testing
Quality control &
maintenance
Figure 1: Relationship between EI 1560 and other documents/publications
15
2 SCOPE
2.1 WHO IS EI 1560 FOR?
This publication provides information for:

−− Designers of hydrant systems as background information on expectations of hydrant
system owners and operators.
−− Owners and operators of hydrant systems.
−− Those responsible for specifying and purchasing replacement equipment and
materials for hydrant system maintenance purposes.
−− Those responsible for specifying and purchasing equipment and materials for hydrant
system inspection and checking purposes.
2.2 WHAT DOES EI 1560 COVER?
This publication provides:

−− Information on operational checks, inspections and procedures to ensure aviation
fuel quality assurance and cleanliness standards are retained.
−− Guidance for maintenance personnel for undertaking routine checks and inspections.
−− Guidance for inspection and maintenance personnel on hydrant-related equipment
from pump sets to apron hydrant outlet valves.
−− Reference to other standards or publications that should be consulted for additional
in depth or related information.
−− Information on hydrant valve arrangements as specified by EI 1584 Four-inch hydrant
system components and arrangements 3rd edition.
2.3 WHY THE NEED FOR EI 1560?
This publication has been prepared to:

−− Provide and disseminate information based on operational experience to benefit the
industry and provide specific references to other publications where appropriate.
−− Provide information to assist in the optimisation of hydrant system operations, safety
and efficiency.
−− Provide awareness and information on various equipment and procedures observed
throughout the industry, which should be incorporated in existing hydrant systems
during upgrades or equipment replacement programmes.
2.4 WHAT EI 1560 DOES NOT COVER
−− EI 1560 does not specifically address military applications. However, much of the
information may be applicable.
−− EI 1560 has been written by technical specialists involved primarily in the supply of jet
fuel to commercial aircraft. It does not specifically address aviation gasoline (Avgas)
hydrant systems. However, much of the information may be applicable.
−− EI 1560 should not be regarded as an operation manual. All operators of hydrant
systems should have their own detailed operating procedures and manuals specific
to individual site requirements.
16
−− Although an integral part of a hydrant system, EI 1560 excludes inspection and

maintenance of hydrant filters. This is covered in EI 1550 Handbook on equipment
used for the maintenance and delivery of clean aviation fuel.
−− EI 1560 does not include detailed information or operational recommendations
from equipment or component manufacturers or suppliers. Such information should
always be provided by manufacturers or suppliers, and followed by users.
−− EI 1560 does not provide detailed hydrant system design information. This can
be found in EI 1540 Design, construction, operation and maintenance of aviation
fuelling facilities and other publications. See 2.5.
−− EI 1560 does not provide detailed information on fuel cleanliness. This information is
in EI 1550 and other publications. See 2.5.
−− EI 1560 does not cover 2,5 inch hydrant valves.
−− The choice between selecting a hydrant system operation versus a fueller operation
is not covered in EI 1560. See EI 1540.
−− The use of composite pipe materials or double walled carbon steel pipes is not
covered in EI 1560.
−− EI 1560 does not provide for aviation fuels containing synthetic components, as the
potential impact on current seal and elastomer materials performance is yet to be
fully evaluated.
−− EI 1560 does not cover decommissioning of hydrant systems.
2.5 WHERE CAN I FIND FURTHER INFORMATION?
If the information in EI 1560, as outlined in 2.1 - 2.4, is insufficient for your needs, other
sources and related information included in Annex D should be consulted.
2.6 DEFINITION OF A HYDRANT SYSTEM
A hydrant system is defined as a buried fuel pipe with associated valves, delivery pumps,
filters, drain and venting points, valve chambers, pit boxes and pit valves, instrumentation,
control system, emergency shutdown (ESD) system, cathodic protection (CP) system, and
automated hydrant integrity testing system, for the purpose of safe and efficient aircraft
refuelling. In summary, a hydrant system starts at the inlet to the hydrant pump and finishes
with the hydrant pit valve (used for fuelling aircraft) and low point valve (used for sampling
and maintenance). A hydrant system may also include spur lines to a test rig hydrant valve
(but excluding the test rig and return line), and to a fueller loading facility isolation valve (but
excluding filtration, meter, hoses and couplings). Fueller loading may be undertaken at the
depot or at a remote airside location.
2.7 HYDRANT SYSTEM GENERAL LAYOUTS
Hydrant system layouts and designs differ around the world. Design choices made with
reference to operability and maintainability may translate into the two extreme designs
shown schematically in Figure 2.
17
Terminals / piers
Figure 2a: Basic hydrant system design Figure 2b: Looped hydrant system
design
Figure 2a illustrates the design of many hydrant systems to date. The system is
straightforward and low cost. Inflexibility is the key disadvantage of the design. Due to
the 'single feeder line' concept, future extensions or major uplift changes in the headers
are difficult to accommodate without an expensive change of pipeline dimensions. System
commissioning/maintenance by flushing and pigging is complex due to the 'dead end' piping
configuration and the required application of reducers.
Figure 2b shows a more advanced hydrant system layout. The hydrant system headers
are looped, divided into segregated sections and in this example, fed from two feeder lines.
The main advantage is the overall system flexibility with reference to commissioning, flushing,
maintenance, pigging and future capacity increase.
18
3 HYDRANT SYSTEM OWNERSHIP, OPERATORSHIP, USER

ACCESS AND ASSET PROTECTION
3.1 HYDRANT SYSTEM OWNERSHIP AND OPERATORSHIP
There are many different models for the ownership and operatorship of hydrant systems and
so it is difficult to generalise. Hydrant owners (or leaseholders) may be airport authorities,
airport companies, aviation fuel companies, airlines, service providers or combinations of
these, such as consortia or joint ventures. The hydrant owner is responsible for selecting
a competent hydrant operator. The operator, responsible for day-to-day operation and
maintenance, may be the owner, or may be a different entity or consortium. The activities
of the owner and operator are governed by agreements such as a 'Participants Agreement',
'User Agreement' and 'Indemnity Agreement' (note some of these terms may be misleading).
The hydrant operator may also provide the into-plane refuelling service and/or fuel storage
and pumping operations.
Before an operator commences the hydrant operation, they shall ensure that the
hydrant system, and any subsequent additions or alterations, are constructed, commissioned
and maintained in accordance with regulatory requirements, and aviation industry standards,
guidelines and codes of practice.
See also hydrant system commissioning, section 12.
3.2 HYDRANT SYSTEM USE
There is often more than one into-plane refuelling service provider/hydrant user with access
to the hydrant system, particularly at larger airports. Generally access for into-plane service
providers is subject to their complying with all necessary aviation industry standards and
guidelines and any site-specific procedures.
3.3 HYDRANT SYSTEM AGREEMENTS
Hydrant system owners, operators and users should ensure they have the appropriate
agreements in place defining all accountabilities and responsibilities (note this should include
stock control), especially when hydrant system extensions or modifications are undertaken.
The fuel supplier is responsible for the quality of the fuel delivered to the airline
and will ensure, through a suitable compliance framework, that the hydrant operator and
hydrant user(s) meet the required standards.
3.4 ASSET PROTECTION
The hydrant operator should endeavour to put in place systems of work (e.g. a permit-
to-work (PTW) system) to protect the hydrant system asset under the airport apron, to
prevent damage to the piped system that could result in a major environmental incident and
spillage, and to minimise interruptions to aircraft refuelling. Guidance on operations around
the hydrant system should be included in a hydrant operating agreement with the airport
authority and communicated to all apron users.
19
The agreement should include an agreed exclusion zone for excavation work,
typically 3 m (10 feet) either side of the hydrant pipe. The hydrant operating company and/
or the airport owner or operating company should operate a permit-to-excavate system for
control of all excavation and construction work around and above the hydrant system.
This will involve the third party presenting method statements and risk assessments
for the proposed excavation for review by the hydrant operating company.
Examples of typical risks are:
−− Use of hydraulic concrete breakers over the fuel main.
−− Punching holes in the hydrant pipe or damaging corrosion protection wrappings with
hydraulic concrete breakers and hand tools from breaking concrete.
−− Excavation buckets with teeth damaging the hydrant pipe.
−− Adjacent excavation subsidence (including from tunnelling activities).
−− Excessive vibration (including from piling activities greater than 3 m (10 feet) away).
−− Taking ground core samples for building construction foundations.
−− Placement of buildings on ground directly over the hydrant system.
−− Excavations and placement of underground services (power, water, sewage,
communications, drainage, etc.) adjacent to the hydrant pipe.
−− Damage to emergency stop, control and instrumentation cables.
−− Hydrant system displacement in vertical and horizontal planes from large stockpiles
(> 10 m (30 feet) high) of soil/aggregates.
In addition, construction works involving hot works in the vicinity of hydrant system features,
pit valves, low points, and vents should be controlled using an exclusion zone.
To minimise potential damage, hydrant operating companies should:
−− Have accurate 'as-built' drawings of the hydrant system layout including high
point vent positions, control system cables, CP system cables and anode beds and
emergency stop cabling routes.
−− Include regular visual inspections along the route of the hydrant system looking for
indications of potential third party activity.
−− Where emergency stop buttons are attached to terminal or other building walls,
watch for building refurbishment or demolition activity. This may also include building
internal refurbishments where cables are routed within the structure.
−− Maintain good communications with other airport user groups and regularly attend
airport user group meetings to remain up to date with airport redevelopments.
Although the original design and construction of the hydrant system will include a substantial
concrete apron, bollards and barriers for protection, items such as cables and remote high or
low points (especially in grassed areas or adjacent to roadways) will always be vulnerable to
potential damage.
Should any third party excavation or construction activity be observed along the
hydrant corridor, an immediate investigation should be undertaken to determine any
potential impact on the hydrant system. This may involve discussion with the third party,
activity contractors, airport operating company or airport owner.
3.5 CONTROL OF HYDRANT CORRIDORS
Ongoing control of hydrant corridors is essential to ensure the integrity of the hydrant pipe
and ensure that fuel quality is maintained. The importance of exercising control over the
hydrant corridors, even before fuel is in the hydrant system, cannot be overstated.
Even with good hydrant system construction techniques and cleanliness control,
there is still the potential for things to go wrong, as shown in Figure 3.
20
These examples occurred because pavement contractors undertaking apron grading

works made holes in the pipe and covered them without advising anyone. This occurred after
pipe pressure testing had been completed.
Figure 3: Examples of damage caused to hydrant system
21
4 MANAGEMENT SYSTEMS AND REVIEW
4.1 HEALTH, SAFETY, SECURITY, ENVIRONMENT & MANAGEMENT SYSTEM (HSSEMS)
A hydrant system shall be operated using an HSSEMS, which may be part of the depot
HSSEMS.
The minimum requirements for an HSSEMS can be found in chapter 11 of JIG 2
Aviation fuel quality control and operating standards for airport depots and hydrants, and
JIG Bulletin 32 Health, safety, security and environmental management systems (HSSEMS).
4.2 OPERATIONS AND FACILITIES INSPECTIONS
Hydrant operations shall be assessed at least annually for compliance with a recognised
standard, e.g. JIG 2, ATA 103, IATA Fuel Quality Pool Standard, by a specialist who is
not directly involved in the day-to-day operation of the hydrant system. This provides an
opportunity to benchmark the operation against current recommended standards and to
identify opportunities for improvements and efficiencies, as well as to confirm that the
operation meets accepted international requirements.
Specialist inspectors are likely to have additional expertise in one or more of the
areas of safety, fuel quality, engineering, project management and commissioning and other
technical disciplines, which is beneficial for a 'cold eyes' inspection of a hydrant operation.
The hydrant operator should take the opportunity to showcase the facility and to
seek comments on any areas of particular interest.
All recommendations that are identified by the inspection shall be followed up by the
hydrant operator within the agreed timeframe.
Where there are multiple inspections of a location, e.g. by airlines, JIG, IFQP, airport
authorities, it is beneficial for the hydrant operator to attempt to stagger them throughout
the 12 month period.
4.3 OPERATIONS AND FACILITIES REVIEW
As hydrant systems age, new technology becomes available, best practice concepts change,
standards change, aircraft movements change, fuel throughputs change or operational costs
increase. It may be appropriate to carry out reviews of current site equipment and operations
and compare them with the latest industry good practice.
Annex C provides a gap analysis table to use as the basis for such a review. The
outcomes from the gap analysis may provide the basis for a prioritised expenditure plan.
4.4 EMERGENCY RESPONSE PLANNING AND EXERCISES
The successful and reliable operation of a hydrant system is of critical importance to the
effective and efficient functioning of the airport and the hydrant operator shall be able to
demonstrate the resilience of the operation in the event of emergencies, incidents etc. To
provide such assurance, an appropriately detailed and comprehensive emergency response
plan (ERP) shall be drawn up and reviewed annually. In addition, it is recommended that the
validity and efficacy of the ERP should be confirmed by carrying out exercises to test the
22
response of the system in an emergency. The scope of typical exercises varies considerably
but should involve as a minimum the hydrant operator, hydrant user(s), fuel suppliers, airlines
and airport authorities. Incidents involving restricted or total shutdown of the supply of fuel
to customers (e.g. product quality, depot breakdown, hydrant rupture, emergency shutdown
(ESD) system failure) as well as more localised incidents (e.g. fuel spill, fire, ESD activation) are
good examples of emergencies and the exercise(s) should be as exacting as possible to build
experience and learning. Lessons learned from emergency exercises should be used to refine
the plan and improve the responsiveness of the hydrant operator if faced with a real incident.
23
5 HYDRANT SYSTEM OPERATIONS, INSPECTION AND

MAINTENANCE PROGRAMME
5.1 INTRODUCTION
This chapter provides an overview of the key topics to be covered by a hydrant system
operations, inspection and maintenance programme.
To retain the integrity and specification of aviation fuels from the point of manufacture
to the aircraft requires all storage and handling facilities to be maintained to a high level. The
closer to the aircraft, the more crucial this becomes. The hydrant system is the penultimate
step in this process.
Regular, scheduled inspection and maintenance of equipment are essential for a
safe and reliable fuel handling service. Appropriate maintenance minimises equipment
breakdowns, extends the life of equipment and improves customer confidence in the
refuelling service provided.
A comprehensive inspection and maintenance plan will enable resource requirements
to be identified and expenditure to be planned. Expenditure peaks such as those associated
with flushing, CP system major assessments, CP system anode bed replacement, pipe internal
inspections, etc, can then be built into the site expenditure forecasts.
Having detailed inspection and maintenance records that identify observations,
quantify findings and detail remediation work will assist site managers in optimising
maintenance programmes. Comprehensive records will also support equipment replacement
programmes as reliability reduces and maintenance expenditure increases.
To ensure the hydrant system operational objectives listed in 5.2 can be achieved, it
is essential that accurate site-specific information is available and kept updated. Examples of
required information could include:
−− Pipe, emergency stop, CP, communications and control system cabling route location
as-built drawings.
−− CP system anode bed location drawings.
−− Pipe diameters, specifications, slopes and slope direction.
−− Isolation, low point and high point valve locations.
−− Location of buried or on ground structures in the vicinity of the hydrant line, including
those constructed for pipe protection.
−− Location of apron, terminal, taxiway, runway, service roads or other vehicular or
aircraft movement routes.
−− Equipment specifications, approvals and operational manuals.
−− Identification of critical equipment, devices or procedures that would have serious
consequences if not operated or maintained correctly.
5.2 OBJECTIVES
The key objectives of a comprehensive inspection and maintenance programme are to:
−− Ensure clean, dry, on-specification fuel is always maintained.
−− Ensure fuel pressure and flow rates are maintained throughout the hydrant system.
−− Ensure the safety of all personnel and protection of the environment.
−− Ensure reliable fuelling operations with minimum breakdowns and delays.
−− Meet the legal requirements of regulating authorities.
−− Maintain asset integrity and optimise asset life.
24
−− Provide customers with the confidence that the facility is operated in a safe, reliable
and professional manner.
−− Provide forward planning for peak expenditure and equipment replacement
programmes.
5.3 INSPECTION AND MAINTENANCE RESPONSIBILITIES
To ensure all hydrant system inspection and maintenance requirements are undertaken,
hydrant operators should identify a designated person to be the focal point for their
co-ordination.
As the type, model variations, numbers and level of equipment vary from site to site,
each site shall prepare a site-specific scheduled inspection and maintenance programme.
The programme should be prepared for at least the next 12 month period to allow the
maintenance to be arranged to minimise any impact on normal fuelling operations.
It is the designated person’s responsibility to ensure a plan is prepared and
implemented, appropriate resources are allocated and the plan reviewed.
The designated person should also ensure equipment is inspected and maintained
in accordance with equipment manufacturer’s instructions and standard industry practice.
A typical, basic annual maintenance and inspection planner is included as Form B.1
in Annex B.
Whenever an inspection or test identifies that limits have been exceeded or a fault
or defect is identified, it shall be reported and followed up using a defect reporting system.
Simply recording a defect with no follow-up action is not acceptable. The designated person
shall ensure a defect reporting system is implemented, is effective and that all defects are
followed up and remediated in a timely manner.
5.4 INSPECTION AND MAINTENANCE PERSONNEL
Any person undertaking maintenance activities shall be suitably qualified for the tasks being
undertaken. This may involve training on specialised equipment by the equipment supplier
or his agent.
Only external contractors with the appropriate skills and competence shall be allowed
by the hydrant operator/owner to undertake work on hydrant systems.
5.5 INSPECTION, MAINTENANCE AND OPERATIONS SAFETY
5.5.1 General
Often inspection and maintenance activities involve personnel in more hazardous situations
than is experienced in normal day-to-day operations. Examples include working at heights,
confined space entry, hot work, high pressures, fuel handling, manual handling, etc.
In addition, some activities are only undertaken on a very irregular basis, e.g. below
ground valve chamber entry, line pigging or flushing. Therefore detailed knowledge requires
refreshing before commencing these non-routine tasks, even when external specialist service
providers are used.
Sites should develop a list of routine and non-routine activities and high risk
activities. For each non-routine and high risk activity, safe work or PTW procedures should
25
be initiated. These should include a task breakdown, hazard assessment, job safety analysis
(JSA), training assessment, personal protective equipment (PPE) requirements, tools and
equipment requirements, activity cessation guidance, focal point, emergency action plan,
communications protocols and an approval process before work is commenced.
Of critical importance when handling jet fuel under pressure is the safety of the
users, service providers and passengers in the vicinity of the hydrant system and the
ancillary equipment, and the protection of the environment, in particular the ground and
groundwater nearby.
A full hazard assessment should be in place before a hydrant system is used, or when
undertaking non-routine activities during maintenance and inspection operations.
5.5.2 Hazardous area classification
The methodology in EI Model Code of Safe Practice Part 15: Area classification code for
installations handling flammable fluids 3rd edition has been applied to valve chambers and
hydrant pits to provide the type of hazardous zones and their dimensions, see Figure 4.
Hazardous zones shall be used to determine the equipment and activities that are
suitable for those areas. Only electrical or electronic equipment that has been certified as
safe to use in the required zone shall be used in that zone (items include flashlights/torches,
hand-held radios, mobile telephones, continuity meters, vibration monitoring equipment,
thermal imaging equipment, motorised equipment, etc.). Controls are also required on the
use of mechanical equipment which may act as a potential source of ignition (e.g. pumps,
grinders, drills).
All portable or fixed electrical or electronic equipment used either temporarily or
permanently in a hazardous zone should be visually inspected before it is brought into the
zone, inspected regularly by a suitably qualified electrician and undergo a full electrical
compliance inspection for equipment used in hazardous zones at a frequency in accordance
with local regulations.
Figure 4: Hazardous area zones for valve chambers and hydrant pits
26
5.6 SPARE PARTS AND MATERIALS
Only spare parts supplied from the original equipment manufacturer (OEM) or their agent
shall be used for hydrant pit valves or emergency shutdown valves.
Some materials are not compatible with aviation fuels and can cause fuel degradation,
or swell up/degrade and interfere with the component’s operation, or break down and get
lodged in small clearances further downstream.
During the storage and transfer of aviation fuels, it is only acceptable for permitted
materials to come into contact with the fuels. Materials that are not permitted can have a
detrimental effect on the characteristics of the fuel and cause failure or early overhaul of
some aircraft fuel system components.
The most easily affected characteristic is oxidation stability of jet fuels. Lowered
oxidation stability will increase gums which may block fuel pumps and create coke deposits
around fuel combustion chamber injector nozzles. Poor combustion will create hot spots
which may burn holes through combustion chambers.
Permitted materials examples include:
−− stainless steel;
−− aluminium;
−− epoxy paints that comply with EI 1541 Performance requirements for protective
coating systems used in aviation fuel storage tanks and piping;
−− carbon steel (note hydrant pipe of 100 mm (4 in.) or greater diameter is required to
be epoxy lined);
−− rubber hoses compliant with EI 1529 or ISO 1825, and
−− teflon tape.
If thread sealant materials are used, ensure only the minimum amount required to effect a
good seal is applied. Excess materials can be extruded inside the pipe and either partially
block off the pipe or break off and get caught in screens or filters or, in the worst case, lodge
between valve seat faces, meter vanes or other precision components.
Even when using approved materials, care should be taken to ensure there is no
potential for galvanic action to occur between dissimilar materials. One example where this
can occur is in hydrant low point drains which have stainless steel risers. The end of the
stainless steel pipe needs to be kept a safe distance from the carbon steel sump.
Examples of materials not permitted to be in contact with aviation fuel include:
−− Yellow metals (brass, bronze, copper), unless they are nickel plated or less than
5 % yellow metal content.
−− Galvanised materials.
−− Zinc-rich paints (even primers).
−− Cadmium or cadmium plating (unless they are passivated).
−− Most paints, plastics and solvents (will affect water separation).
−− Most greases and lubricants, especially those with extra additives such as MoS2 or
graphite.
−− Most joint sealant materials.
−− Most rubber hoses.
Note: Valves and pumps may be supplied with preservation oil, and need to be rinsed prior
to use.
5.7 MANAGEMENT OF CHANGE
Often repairs, maintenance, modifications or extensions to hydrant systems make it necessary

for temporary or permanent changes to be made to operating procedures. These changes
27
can also have an impact on staff resourcing requirements and adjacent activities, or have an
effect on upstream or downstream activities.
A thorough structured change management process shall be included in the depot
and refuelling operations management review structure.
The process should also ensure that new, upgraded or changed equipment details
are included on site as-built drawings and procedures and that any new hazards that may be
identified are included in personnel safety awareness programmes and training plans.
5.8 DEFECT REPORTING AND ISOLATION
Equipment may require maintenance/repair as a result of defects observed by hydrant operators

or users (e.g. a defective pit valve). This activity is in addition to scheduled maintenance.
A robust defect reporting process is required to ensure that the identified defect
is reported to the hydrant operator for repair. Where appropriate, the equipment shall be
isolated from use. The remediation work shall be undertaken, the equipment tested and
formally released for use, and its reinstatement communicated to appropriate parties.
5.9 RECORDS
Whenever an item is inspected or maintained, detailed records should be kept which specify
the following:
−− Equipment identification.
−− Date.
−− The reason it was inspected or maintained (routine or defect).
−− The initial test result.
−− The work that was carried out or spare parts changed.
−− The final test results after reassembly.
−− Whether or not further action may be required at the next routine inspection.
−− Name and signature of the person carrying out the task.
A comprehensive set of detailed records is invaluable in tracking trends and equipment

reliability.
Conversely, where trends identify continuing poor test results (e.g. hydrant valve
chambers filling with water after rain), inspections and checks should be carried out more
frequently than the minimum frequency identified in this publication or in other industry
standards. Standard check frequencies should only be reverted to once the reason for the
increased frequency has been identified and repaired.
Equipment requiring continuous repair could be replaced with a more reliable model.
Whenever a test is outside limits, or a fault or defect is identified, it shall be reported
and followed up in a defect reporting system. Simply recording a defect with no follow-up
action is not acceptable.
5.10 RECORDS RETENTION
Where more than one copy of a document or record is required for daily use or reference,
only the latest version should be displayed. Having many copies of the same document can
add to the administrative burden when a new version is issued and all old versions have to be
located and removed from circulation.
28
Retention of records will be subject to site quality management system requirements.

Records can be stored off-site in a dry, secure location and be accessed via an organised
archiving system.
Records can also be stored in electronic format provided regular backups are
undertaken with consideration being given to storing backup files off-site. A method to
retain individual accountability for each record should be established for these electronic files.
Any potential future environmental challenge may require the support of good pipe
integrity testing records.
Examples of record retention periods are shown in Table 1 (see also JIG 2, chapter 9).
Table 1: Examples of record retention periods
Record Nominal retention Extended retention

period period
Daily, weekly, monthly At least one year
checks
Quarterly and six-monthly At least three years
checks
Equipment maintenance At least one year Longer if associated with
records major repair work or
equipment or facilities
extensions.
Equipment/vehicle defect Life of equipment/vehicle
logs
Laboratory QC and fuel 10 years
testing records and
certificates
Routine hydrant system 10 years
flushing records
Aviation inspection Three years Or until recommendations
documents (e.g. those have been closed out if
issued by JIG) longer.
Mobile hydrant servicing 12 months from last dated
equipment QC records record
Hydrant system design, Life of hydrant system plus
modification and major 10 years
maintenance
Routine hydrant integrity Life of hydrant system plus
testing records 10 years
Routine CP system testing Five years
Hydrant pipe design, Life of installation plus 10
construction, years
commissioning,
modification records
Hydrant operators shall establish a records management system to comply with these
conditions, and any statutory requirements.
29
5.11 TASK CARDS
To provide some general information, a number of Task Cards for some of the more common
inspection and maintenance activities are included in Annex A. These Task Cards are for
guidance only and site-specific equipment, hazards, operational constraints, controls and
regulatory requirement details should be added as appropriate.
30
6 PIPES AND VALVES
Pipes, valves and other equipment are specified and installed during facility design and
construction. Once the facility is handed over to the hydrant operator, the operator shall
ensure that any subsequent equipment or materials used during maintenance, repairs,
upgrades or extensions are to the same or better specifications and covered by a management
of change process (see 5.7).
Where a hydrant system is modified and the modification may result in an increased
maximum operating pressure, the operator shall undertake a full assessment to establish that
the maximum allowable operating pressure (MAOP) of the modified hydrant system has not
been exceeded. The assessment should be in accordance with the applicable standard.
Additionally a hydraulic analysis should also be undertaken to confirm that expected
flow routes, flow velocities or surge pressures have not changed or that low flow or no flow
conditions have not been introduced.
This section provides some basic background information on facility design and
construction to assist with applying appropriate operations, maintenance and inspection
procedures for the site. Further design and construction details can be found in EI 1540.
6.1 PIPES – ABOVE GROUND (SIX-MONTHLY INSPECTION)
To assist with fuel grade identification, pipes should be labelled with colour-coded grade
labels and pipe flow direction arrows. Valve bodies should also be colour coded. See EI 1542
Identification markings for dedicated aviation fuel manufacturing and distribution facilities,
airport storage and mobile fuelling equipment for detailed requirements.
Where fuel may become trapped between two isolation valves, pipes are typically
fitted with thermal relief devices to relieve excess pressure. If valves are only closed for
irregular maintenance then it is acceptable to drain off some fuel to create a vapour space
instead of having a thermal relief device.
At some locations, the ground may be reclaimed and possibly unstable. This could be
exacerbated where tanks and pump slabs have been piled, therefore rendering the ground
beneath them stable, but where the ground between these points may continue to subside.
Pipe supports in these areas may include support adjustments to allow for the ground
subsidence.
Pipes leading to or from tank farms or pump rafts may penetrate bund walls rather
than going over the top of them. These pipe penetrations will be sealed with a link belt,
sealing boot or other sealing mechanism that should be fire resistant.
Above ground pipes shall be subjected to an external visual inspection at least every
six months.
Pipes in valve chambers shall be inspected, without entry into the chamber, at
least every three months, and annually with confined space entry. Record results, including
whether everything is satisfactory, and report any defects.
See Task Cards A.1 and A.11 in Annex A.
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6.2 PIPES – UNDERGROUND
6.2.1 General
Where pipes are required to be located below ground level, they shall be suitably protected
(e.g. routed in sleeves, trenches with a suitable backfill or culverts, have low point drains
fitted where required and be protected from corrosion).
Buried or inaccessible pipes (e.g. those in sleeves) are much more difficult to monitor
by visual inspection and therefore require different methods to assure their integrity. It is
possible to uncover buried pipes and assess the integrity of pipe coating; however, this is only
a representative view and there are risks in doing so.
See Task Card A.1 in Annex A for visual inspection information.
Record results, including whether everything is satisfactory, and report any defects.
Where any section of hydrant line is exposed for any reason, whether it be by the
hydrant operating company or any other underground equipment service provider, the
opportunity should be taken to examine its external condition and coating. Where applicable,
it should be made good before re-burying. Re-burying shall be controlled as if it were a new
line to ensure that no backfill compaction stresses are induced on the line and that backfill
materials or equipment do not damage the integrity of the line.
Where a part of a hydrant line is removed for any reason, the external surface should
be inspected as described, as well as the internal surface to confirm condition and integrity.
A record, including photographs, of these external and internal inspections should
be kept of the condition and any remedial actions undertaken. Subject to inspection findings,
it may be necessary to schedule additional inspections of other sections of hydrant line to
determine the extent of condition deterioration.
Where corrosion, deformation or wear defects are observed in pipe walls, the
defects should be subject to detailed analysis to confirm acceptability against the appropriate
standards within the country of operation, or otherwise replaced or repaired.
For details of pressure testing see 10.2.
6.2.2 Pipe flushing
There are two types of hydrant system flushing (as opposed to low point flushing), circulation
flushing and spur flushing. Circulation flushing, whereby fuel is flushed back to a storage
tank, can only be undertaken where the original design has the appropriate layout, control
systems, pump capacity and storage tank availability into which the flushed volumes can be
directed, preferably with Millipore and visual sampling positions. Spur flushing is the process
whereby fuel is flushed into a vehicle or temporary storage; as a result the velocity and
volume of flush is usually constrained and is therefore less effective, meaning multiple flushes
may have to be conducted.
As the aim of flushing is to disturb built-up particulate in a hydrant system, procedures
should ensure that into-plane operators are made aware that there is a higher risk of filter
differential pressures rising after flushing. Flushing during aircraft fuelling should be avoided
where there is a risk of this disturbed particulate entering any dispensers. After flushing,
low points should be purged under full hydrant pressure (purging a low point during main
line flushing is not as effective as there is reduced velocity thus a reduced scouring action in
the low point). All this should be accomplished without interruption to into-plane refuelling
services.
The flow velocity to be used for flushing is dependent on pipe diameter and the size
of the particulate matter to be removed. Typically it will need to be between 2 to 3 metres
per second throughout the section(s) being flushed. See EI 1585 Guidance in the cleaning of
aviation fuel hydrant systems at airports for more detailed guidance on pipe cleaning.
32
6.2.3 Pipe cleaning or pigging
Hydrant pipe cleaning with pigs can only be undertaken where the original design has the
appropriate layout, pig launcher and receiving stations (which may be temporary), control
systems (or ability to control manually), pump capacity and storage tank availability (including
temporary or mobile storage) into which the flushed volumes can be directed. Millipore
and visual sampling positions will also be required. All this should be accomplished without
interruption to into-plane refuelling services.
Different pigs are available depending on the requirement. They can be foam, scraper
or 'intelligent' pigs. A scraper pig would only be used in extremely dirty systems as there is
potential for the scraper to damage the lining material. An intelligent pig can gather data
such as pipe wall thickness and take pictures or real time video of the inside condition -
note that intelligent pigs may also damage linings so care is required in their selection. The
distance a pig has travelled along the line shall be recorded so the position of any observed
defects can be easily located for remedial action or future comparisons to determine if any
deterioration is occurring.
Pigging is a hazardous activity and should only be undertaken by specialist
organisations under a safe work system after hazard identification and detailed procedures
have been developed.
The pigging contractor shall be provided with detailed design and construction as-
built drawings that will identify pipe diameters, original wall thickness (for intelligent pigs),
bend radii, valve types, tees, and whether tee bars are fitted on laterals. Pipe penetrations
such as low point pipes and instruments will need to be removed to enable pigging.
Detailed records shall be completed.
See EI 1585 for more details on cleaning and pigging.
6.2.4 Flexible joints
Generally, flexible joints are not recommended as they may harbour sediment, water and/
or microbiological growths, especially in bellows type joints; however, such joints may be
required for seismic or thermal expansion reasons at some locations. Where fitted, these joints
should be inspected or pressure tested in accordance with manufacturers’ recommendations.
Flexible joints are not as robust as rigid steel pipework and have been known to
fail. Some designs include an airline or some other fusible link device which spans the joint
flanges and is held rigid. If the flexible joint fails, the fusible link will also fail and set off an
alarm and/or shut down pumps and valves.
There are various types of flexible joints such as bellows, expansion joints, flexible
hoses, solid rubber or ball joints. Each type of joint is only designed to allow for a minimal
amount of misalignment, vibration or movement. Some, such as hoses or solid rubber joints,
have a life similar to aviation refuelling hoses and require to be changed periodically (as a
maximum at their change-due date).
Record inspection results including if all is satisfactory, report any defects or where
the joint has been replaced.
See Task Card A.1 in Annex A.
Due to the difficulties with expansion joints and joint inspections (for example
operating in a confined space, manual handling, interruptions to operations, safe isolation
and draining, joint type integrity) consideration should be given to undertaking a design
review to determine if the original assumptions for fitting a flexible joint are still valid.
Replacement with a fixed spool piece may be appropriate in some cases.
33
6.3 VALVES
Valves require a visual inspection which can be undertaken at the same time as the facility
equipment external inspection. Note that there have been incidents associated with the
corrosion of differential thermal relief small bore carbon steel pipe on double block and bleed
(DB&B) valves in valve chambers: consideration should be given to replacing this small bore
pipe with stainless steel pipe.
Inspection and maintenance of the electrical circuits on motorised valves is considered
as hot work and shall only be undertaken by an electrician approved for work in hazardous
zones.
Valves may be operated manually, or manually via a geared reduction drive, electric
motor drive, air-operated cylinder (double acting or air/spring return) or air-over-oil cylinder.
For critical valves operated by air systems, the air supply may be from an instrument air supply
- i.e. filtered and dried.
Other valves may be of an automated modulating valve style to control pressure or
flow rate. These will be accompanied by various sensors, orifice plates and/or differential
pressure sensing devices.
Equipment supplier recommendations and manuals should be followed for valves
with drive systems and/or controllers.
Detailed information on valve requirements can be found in EI 1540.
Figure 5: Example of a manually operated Figure 6: Example of motorised valve

DB&B expanding plug valve
34
The diaphragm position indicator

should be viewed to observe the
correct position of the indicator
rod during no flow and full flow
conditions and that it moves
smoothly between positions without
hunting. The indicators should be
kept clean, not obscured by paint,
and maintained in accordance with
manufacturer’s instructions. Note that
this part can break and may cause a
significant fuel leak.
Figure 7: Example of a flow control valve
6.4 PRESSURE RELIEF AND THERMAL relief VALVES
For the purposes of this document a pressure relief valve (PRV) is designed to relieve dynamic
flow (e.g. to prevent overpressure by a positive displacement pump) and a thermal relief valve
(TRV) is designed to relieve pressure created by an increase in fuel temperature (no flow in
the main pipe or vessel).
Each PRV/TRV should have unique identification (typically with a tag) to aid
identification and record keeping.
See Task Card A.3 in Annex A and form B.2 in Annex B.
6.4.1 Pressure relief valves (annual test)
Where PRVs are fitted with isolation valves to simplify removal for testing or for testing in situ,
the valves shall be locked in the open position when the relief valve is returned to service. The
locking mechanism should be a numbered lock (padlock or disposable self-locking security
seal with unique number) to ensure appropriate control is maintained of this critical isolation.
Record results, including if all is satisfactory, and report any defects.
The pressure at which to set a PRV is covered by a number of standards such as
API 521 Pressure relieving and depressuring systems, API 526 Flanged steel pressure relief
valves, API 527 Seat tightness of pressure relief valves or ASME Boiler and pressure vessel
code, Section VIII: Rules for construction of boilers and pressure vessels. The set pressure
should be identified on the data plate for each valve. Where this information is missing or
is illegible, refer to the equipment as-built drawings and specifications, or to a qualified
engineer.
6.4.2 Thermal relief valves
Where any section of pipework is isolated by closure of valves or controllers, there is potential
for pressure to build up due to the effects of the sun heating the pipe and thus the fuel. If not
relieved, this excess pressure can burst pipes, rupture gaskets or damage valves and controls.
Where TRVs are fitted with isolation valves to simplify removal for testing or for
testing in situ, the valves shall be locked in the open position when the relief valve is
returned to service. The locking mechanism can be as simple as locking wire or as for a PRV.
Note: API 510 Pressure vessel inspection code: In-service inspection, rating, repair and
35
alteration states that minimum test frequency for pressure relieving devices is 10 years for
clean non-corrosive services and five years for typical process services, therefore the minimum
recommended test frequency is five years.
Record results, including if all is satisfactory, and report any defects.
An example record is included as Form B.2 in Annex B.
TRV
Note: The TRV isolation valve should

be locked open in normal operation
(not closed as in this example).
Figure 8: Example of thermal relief valve
6.5 CHECK VALVES (AS REQUIRED)
Check valves are usually metal-to-metal face, relying on the weight of the check valve flap,
an external counter weight/handle or the upstream pressure, to close and seal the valve. Such
valves do not require regular preventative maintenance.
Some check valves have a spring to give a more positive seal: where these valves are
heard to be rattling, it is likely the spring has broken.
Other types of check valve may be fitted with a soft seat, which can break up and
release rubber.
Figure 9: Examples of different models of check valves
6.6 SHOCK ABSORBERS (ANNUALLY)
Shock absorbers (may also be known as shock alleviators or accumulators) are sometimes
fitted to hydrant systems to smooth out shock loads or pulses in the fuel flow. They are
pressure vessels which contain either a flexible bladder or a piston to separate the fuel from
the applied pressure side. Pressure is introduced to the shock absorber using nitrogen via a
small valve similar to a tyre valve (oxygen or compressed air shall not be used).
36
The actual pressure will depend on the hydrant operating pressure and will be set by
the system designer. In order to ease inspection there should be an installed pressure gauge
(downstream of an isolation valve). In the absence of design information, a guideline is to set
the pressure at 90 % of normal operating pressure.
Where they are fitted, if the pressure is continually dropping, this may indicate the
diaphragm or bladder is perforated. When pressure testing any line that includes a shock
absorber, the shock absorber shall be isolated before the pressure test is commenced as it will
mask any leakage. After the pressure test is completed, ensure the shock absorber isolating
valve is re-opened.
In some jurisdictions these vessels will require inspection by a certified pressure vessel
inspector. The minimum recommended inspection interval is five years. These inspections
may also be an insurance cover requirement. The same inspections may also be required for
other pressure vessels such as FWS vessels and air compressor reservoirs.
Figure 10: Example of a bank of shock absorbers connected to an above ground

section of a hydrant system
Shock absorbers come in various designs and may be quite large, for example in the
order of 2 000 litres (530 USG) capacity.
Where shock absorbers are located in below ground pits or chambers, full hazard
identification, JSA and confined space entry PTW procedures shall be implemented.
Original data and name plates on shock absorbers and other equipment shall remain
in place, unmodified and not painted over.
Figure 11: Example of a shock absorber name plate
37
7 HYDRANT SYSTEM PUMPS, MOTORS, CONTROLS AND

EMERGENCY SHUTDOWN SYSTEMS
7.1 PUMPS AND MOTORS
Aviation system pumps and motors are very reliable, especially centrifugal pumps. Hydrant
pumps are usually centrifugal. Inspections are generally visual only (both when running and
when turned off). However, hydrant pumps are usually quite large (typically with a 100 kW
motor) and their failure can have significant consequences.
The HSSEMS (see 4.1) requires a site risk assessment. The critical importance of
hydrant pumps may necessitate the regular manual or automated continuous monitoring of
items such as:
−− vibration;
−− bearing/pump casing temperature;
−− bearing leak detection, and
−− motor temperature.
Thermal imaging and/or flame detection of the pump area and automatic fire protection
systems dedicated to the hydrant pump may also need to be considered.
Vibration detection and analysis and thermal imaging can be undertaken by suitably
trained site operators or by an experienced external contractor.
When replacing hydrant pumps consideration should be given to the use of double
mechanical seals with leak detection.
Record results, including if everything is satisfactory, and report any defects. See
example Form B.3 in Annex B.
Figure 12: Example of a hydrant pump
7.2 PUMP FLOW RATE CHANGES
On occasions, pump and motor sets are changed due to failure, obsolescence, electrical
compliance, increased capacity requirement or motor start method changes (i.e. from
38
direct-on-line to variable speed control). Pump and motor set changes should be undertaken
as a project controlled by an engineer along with management of change and risk analysis, as
uncontrolled changes can result in associated equipment failure and hydrant system closure
for extended periods.
Variable speed motors are more efficient and use less electricity as they automatically
adjust to the load. They also induce less shock loads and make the need for shock absorbers
or accumulators unnecessary.
However, when changing pump capacity, ensure the design of associated equipment
such as floating suctions and filter vessels is reviewed. Floating suction arms have been
known to be sucked flat due to excess suction.
Figure 13: Example of a collapsed floating suction arm
Increased capacity or additional pumps may increase the fuel velocities within the
hydrant system. This may dislodge any accumulated sediment, water or microbiological
growth, which may then be transferred into aircraft refuelling equipment. Therefore additional
hydrant low point sampling checks shall be undertaken until hydrant system cleanliness is
confirmed.
Filter vessels should be checked to ensure the increased flow rate does not exceed
the rated flow of the vessel and elements. Filter vessel outlet flow control valves may also
require adjustment.
7.3 HYDRANT SYSTEM CONTROL
Efficient hydrant system control should have a pressure/flow control plan, whereby
commencement of fuelling from the hydrant system leads to pressure reduction, and
activation of a pump. When the flow exceeds the pump capacity a second pump is started
and so on, until all pumps are in operation. Reducing fuelling has the reverse effect, stopping
pumps until all flow ceases. In most hydrant operations the sequence of fuelling is random
and there is no way of managing the number of hydrant servicers in use at any one time.
Therefore the control scheme needs to be able to deliver a consistent pressure in the hydrant
system, up to the maximum flow of the pumping installation.
The interaction difficulty of the fuelling operation can mean that fuelling may stop
for a few minutes whilst the final load figures are checked and a fuel volume top-up may be
39
required. It is important that for smaller hydrant systems, or hydrant systems with low usage
periods, a recycle system, or timer is used to avoid frequent stops and starts of the pumps.
Hydrant pumps should have the same head/flow curves to stop pumps 'fighting'
each other during the control sequence. They should also be matched to the filter flow
and not be capable of exceeding the maximum rated flow of filters. Data collection for the
hydrant operation should have built in alarm settings for excess flow, high and low pressure,
pump start/stop limitations, and pump operation when zero flow conditions are detected.
This is particularly important if changes are planned to hydrant system equipment (pumps,
filters, hydrant expansions).
Efficient hydrant system fuelling requires an adequate pressure to overcome
the pressure loss through the hydrant servicer and provide enough energy for flow into
the aircraft. Towards the end of a fuelling operation the aircraft will start to increase the
backpressure on the fuel system and reduce the flowrate into the aircraft.
The hydrant operator should have information on the hydrant pressures around the
system, during normal operation, so that into-plane operations can understand the limitations
of fuelling rates around the hydrant system.
Each of these functions shall be considered and retained when hydrant systems are
modified or extended.
7.4 MOTOR CONTROL AND PROGRAMMABLE LOGIC CONTROLLER (PLC) SYSTEMS
Motor and pump controls can vary from simple manual on/off switches in old hydrant systems
through to fully automated PLC systems on more recent systems. Fully automated, variable
speed, soft start motors have the ability to adjust to fuel pressure and flow rate demands
and shut off when not required. This offers savings in electricity costs, reduced electrical
maintenance costs and a reduced carbon footprint.
Manual motor controls shall be attended at all times to ensure hydrant pressure
is maintained or that pumps are turned off when not required and that motor start cycle
limits per hour are not exceeded. These motors are generally of the direct-on-line (DOL) start
method or may be Star-Delta start controlled. Motor use may be controlled by manually
selecting which motor will be the lead motor on any given day.
These older electrical systems are likely to be fully electro-mechanical with mechanical
relays. Due to the high start load currents these controls can develop a lot of excess heat.
Annual electrical inspections should include thermal imaging assessments of relays and
wiring connections to identify potential excess heat areas.
It is also likely that older existing motors, wiring and glands will not comply with
current electrical compliance regulations for use in hazardous zones. Some regions allow
a 'grandfather clause' where existing electrical equipment can be retained until repair is
required, when it has to be replaced with equipment complying with current regulations.
Other regions, such as the EU, require electrical equipment in hazardous zones to be upgraded
immediately to latest compliance requirements.
More recent motor controls are by automated PLC systems. These receive signals
from many different sources such as pressure, pressure differential, flow/no flow, fuel level,
fuel temperature, tank status, valve position, pump operating status, leak detection systems
and other indicating and sensing devices.
PLC systems often include safety or interlock controls and the sensing devices are
often used to trigger alarms and shutdown systems. Examples on a hydrant system include
pump over-temperature protection, flow sensors and filter differential pressure transmitters.
There are many other depot inputs which include tank inlet and outlet valves that cannot
both be open at the same time, or tank outlet valves which cannot be opened until fuel
40
density and release information is loaded, or hi-hi levels that will activate alarms, shut down
tank valves and shut down transfer pumps.
Each of these information feeds, interlocks and controls needs to be checked in
accordance with manufacturer’s recommendations.
A simple 'reasonableness' check may be appropriate to challenge PLC output
information. For example:
−− Are conversion factors built into the programme verifiable?
−− Are pressures or pressure differential values typical of the expected norms for a given
set of circumstances?
−− Where valves are indicated as closed on the screen, are they actually closed on the
piece of equipment?
−− When pumps are stopped, is flow rate zero or indicating negative flow rate?
−− Where PLC alarm outputs are printed, are they followed up, actioned and any
remedial action undertaken and documented?
PLC display results should be checked after equipment maintenance or modification has
been undertaken to confirm they are as expected. For example, after tank internal inspection
or cleaning, are tank level outputs consistent with the physical results? Are level alarms as
expected? Are valve position or pump status indicators as expected? Are pump start/stop
cycles consistent with expected refuelling activities?
Pump control may also be linked to a PLC. Pump control may include the following:
−− Start/stop frequency.
−− No flow timer.
−− Pump sequencing to ensure pumps are used equally over a period of time.
−− Large hydrant systems may include a jockey pump to ensure pressure is maintained.
These jockey pumps should not operate when main pumps are operating.
These functions should be confirmed, especially after equipment maintenance, modification

or upgrade.
Monitoring pump activity may provide an early indicator of a system fuel leak or valve
bypass back to a storage or collector tank, e.g. if there are regular short pump start and stop
times during periods when the hydrant system is not being used for refuelling aircraft.
It is critical that any changes to control systems are subjected to a management of
change process, see 5.7.
7.5 HYDRANT EMERGENCY SHUTDOWN (ESD) SYSTEM
It is essential to have a system to shut down the flow of fuel in an emergency. The preferred
fail-safe hard wired fixed system consists of ESD buttons which when activated shut down
the hydrant pumps (and valves where tank head or elevation differences result in continued
fuel flow with pump shutdown). An ESD button is typically located at each fuelling bay. Each
ESD button position is required to be identified with high visibility signage and be easily
accessible at all times.
ESD systems are designed to ensure the ESD system cannot be solely reset from
the apron (a second reset is required back at the depot). This is to ensure that ESD button
activation is investigated and it is confirmed to be safe to restart the hydrant pumps. ESD
systems which can be reset from the apron shall be reviewed to establish whether they are
fit-for-purpose.
After activation of the ESD system the hydrant system will be depressurised and
hydrant dispensers may still be connected to aircraft with open valves. The resulting absence
41
of back pressure may require hydrant system pressure to be restored by manually restarting
the hydrant pumps, and opening hydrant system sections one by one, to avoid pump
damage/motor tripping.
If at any time building, excavation or other activity occurs which compromises the
ESD button access, fuelling from the stand should be suspended, or procedures implemented
to ensure the ESD system can be activated.
If at any time building, excavation or other activity occurs which could compromise
the electrical circuits, this shall be investigated to confirm the ESD system is still operational.
This is critical if the ESD system is not fail-safe.
Should the ESD system become non-operational or unreliable with no chance
of immediate repair, all hydrant system and apron users, the airport fire service and
airport operating company shall be notified. If it is deemed acceptable to all parties (via
the management of change process) an alternative, robust emergency communications
procedure, such as radio contact on a particular frequency, shall be implemented, until the
ESD system is reinstated. The alternative procedure shall be tested regularly to confirm its
effectiveness.
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8 MAINTAINING HYDRANT SYSTEM CLEANLINESS
8.1 INTRODUCTION
Hydrant pipe is generally designed and installed with a slope towards a designated low point.
This is to aid draining of the hydrant pipe and to assist the migration of sediment and water
to the low point where it can collect and be extracted. More detailed discussion on pipe
slopes can be found in EI 1540.
As hydrant systems are generally very long, a continuous downwards slope would
result in the pipe having to be installed at considerable depth at the far end which is not
usually achievable given the typical ground conditions at most airports. Therefore hydrant
systems are installed with down and up sloping sections. The up sloping sections shall be
fitted with vent points at the highest points to remove any trapped air or to allow air in for
draining down. Where a hydrant pit valve is located at a high point it shall be marked as a
hydrant high point.
Where the hydrant pipe is required to go over or under an obstacle such as a storm
water drain or pipe, sewage system or other buried service, a low and a high point may be
created. Each of these shall also be included in the routine low and high point checks.
Hydrant systems need to be subject to a strict regime of flushing and sampling in
order to ensure that the fuel remains clear and bright (C&B) and fit for delivery into-plane
by the removal of any traces of fine dirt that may settle out under gravity, (particularly in less
active parts of a hydrant system where the fuel velocity is low), and traces of moisture that
may precipitate out of the fuel due to temperature change brought about by the transfer of
the fuel into the buried line.
Frequencies of flushing and sampling should be in accordance with operating
standards, such as JIG 2 and ATA 103 Standards for jet fuel quality control at airports.
8.2 LOW POINT FLUSHING (WEEKLY)
Each hydrant low point should be flushed at maximum flow while under pressure for the
removal of any water, sediment or solid contaminants.
As this is a regular activity, low points should be in a chamber easily accessed from
ground level or in a protected area above ground. This is so that hazardous confined space
entry permit procedures are not required each week. Chambers should be sealed units similar
to hydrant pits so that any minor spillage can be contained.
Low point valves should be of the quick disconnect dry break coupling type with an
isolating ball valve directly below them. Each valve is to be rated for the hydrant pressure.
The dry break coupling will also require a bleed valve to relieve trapped pressure to allow easy
connection and disconnection of the hose coupling. Where such valves are not installed, it is
recommended that they be fitted.
The volume flushed should be between 50 to 200 litres (13-53 USG) more than the
capacity of the low point pipework. After flushing of the dead fuel volume from the low
point, a running sample is to be taken into a clear sample container or closed circuit sample
container. The running sample is to be repeated until a C&B sample is obtained.
The results of all samples from each low point are to be recorded. The record is to
include the volume flushed to obtain the clear sample, the volume of water, the volume of
sediment or solids and a full description of any sediment or solids.
If excessive water or sediment is obtained, or if it is not possible to obtain a C&B
sample, all into-plane service providers are to be advised and an investigation initiated to
identify the source of contamination.
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Where weekly low point sampling reveals significant water or sediment, the
sampling should be carried out at more frequent intervals. More frequent sampling should
also be undertaken immediately after hydrant system maintenance or extensions have been
completed, if there has been an increase in flow rate (whether caused by modifications to
installed pumping capacity, by demand changes or by changes in flow routes) or changes in
flow direction (even for temporary changes).
After flushing, the service vehicle is to be settled and a tank low point sample taken.
Once a C&B sample is obtained, fuel can be returned to the depot bulk storage tanks.
The frequency of low point flushing may be extended to monthly, provided records
indicate consistent clean dry samples over the previous 12 months. If monthly records indicate
sediment or water is identified, the low point testing shall revert to weekly.
See Task Card A.8 in Annex A for general guidance and Form B.6 in Annex B.
8.2.1 Low point sample interpretation
It is important to accurately identify and quantify any solid contaminants, discolouration,

haziness, free or suspended water in fuel samples. It is just as important to create comprehensive
records to assist with identification of trends. Records should include what was first observed,
what was done about it and the final result. The requirements for acceptable low point
samples are shown in Table 2.
Table 2: Typical low point sample parameters
Parameter Requirement
C&B or 'sparkly' and no haziness. Sample in glass jar can be easily seen
through, i.e. it should be easy to read
a document when held on one side of
the jar and viewed from the other side
through the fuel sample.
Colour Colour can be between water white and
straw but should be the same colour as
fuel delivered to the site.
Water free – visual There is no free water or water droplets
settling on the bottom of the sample jar.
Water free – chemical water detector There is no colour change or spots on the
(CWD) CWD membrane.
Fine bubbles After the swirl test, there may be fine
bubbles which disappear quite quickly.
Rising bubbles indicate air, falling bubbles
indicate moisture.
Solid contaminants – heavy Likely to be an indication of equipment
failure, lining failure, corrosion (rust),
construction debris, fine sand, joint
sealant materials, etc.
After separating the fuel, tip the solids
on to clean white paper for specific
identification.
44
Parameter Requirement
Solid contaminants - floating Materials that are slimy, float in the fuel
or water, are included in larger bubbles
or foam on the fuel surface or at fuel/
water interface or a silvery sheen on the
fuel surface or fuel water interface are all
indications of likely microbial infestation.
Where any unacceptable results are observed (e.g see Figure 14), sampling shall be
repeated until the contaminant is removed. If it cannot be removed, the system should be
isolated and further investigation undertaken.
On-going free water or regular observations of potential microbial activity should
initiate an inspection of upstream and downstream filter elements and bulk tank floors,
looking for spotting or build-up of slime.
Figure 14: Low point sample with microbial contamination
8.2.2 Microbiological problems
One potential cause of particulate matter in a hydrant system is microbiological activity.

Whilst comprehensive guidance on this subject is beyond the scope of this publication, if it is
not recognised and the appropriate action taken, a serious situation may develop.
−− Micro-organisms are always present in air, in water and in fuel. Microbiological activity
may involve bacteria, yeasts and moulds. All can proliferate in water associated with
fuels.
−− Bacteria can produce bio surfactants that promote the formation of stable hazes and
emulsions and encourage particulate dispersions. In addition, they may cause filter/
coalescers to 'disarm' and malfunction. These may then act as a secondary breeding
ground for microbes and can become festooned with microbial slimes.
−− Most microbes, but particularly moulds, produce organic acids, which can cause
corrosion, especially of aluminium and its alloys.
45
−− Sulphate-reducing bacteria (SRB) produce corrosive sulphides, which can dissolve in

fuel and so cause problems for the end user. SRB stimulate local corrosion processes
by direct sulphide attack on steel surfaces, which may lead to pipe or tank plate
penetration. SRB also produce a poisonous gas, which will kill people entering
confined spaces. This gas is also flammable. Gas atmospheric testing equipment
should therefore include a hydrogen sulphide test cell.
−− Fuel contaminated by microbes, which is not sufficient to cause functional problems,
may initiate microbial growth in equipment in the distribution chain.
−− It can be seen that strict quality control measures are necessary to prevent an
infection of this nature. The single most effective measure is water draining. All of the
micro-organisms described require water in which to reproduce. They may feed on
nutrients that they find in fuel but they cannot multiply without water. Consequently
water drawn off should be examined, as discoloured water may be an indication of
microbiological activity. Pipework dead ends are a source of contamination unless
they can be drained and such draining should be carried out periodically.
−− Various field tests are available and may be used to confirm the presence of microbes
and to monitor levels of contamination in water bottoms or in fuel. Some give an
immediate answer; others require a few days to grow a culture. For a list of suppliers
of test kits see IATA Guidance material on microbiological contamination in aircraft
fuel tanks or JIG 2, 6.4.
−− The condition of filter/coalescer elements in filter/water separators can be an
indicator of a problem of this nature. Any staining, spotting or discolouration of the
outer sock may be an indication of the presence of undesirable microbial growth in
the fuel. Filter vessels should be drained of water daily, as they can provide a suitable
environment for microbe reproduction.
−− Prevention is better than cure and good quality control and housekeeping will nearly
always prevent an infection. Infected systems may require mechanical and chemical
treatment. If this becomes necessary, specialist assistance should be sought and
chemicals should only be used as a final resort and if there is no possibility that they
can contaminate the fuels in any way. An infected filter vessel or pipe should be
thoroughly cleaned and the cause remedied if this is necessary (e.g. insufficient flow
velocity, insufficient pipe slope, deadleg etc.).
One simple rule to apply is:

No water – No bugs
8.3 LOW POINT FLUSHING EQUIPMENT
Hydrant low point flushing maintenance vehicle design should consider the following:
−− Tanks may be constructed of aluminium or stainless steel. Carbon steel tanks internally
lined with a light-coloured epoxy material that is compatible with aviation fuels are
acceptable but are not generally used because of their greater weight.
−− The tank capacity should be relative to the hydrant system size and number of low
points, so that frequent returns to the depot are minimised.
−− Tank vents should be sized for the flow rates and velocities (including dynamic pit
valve testing and offloading).
−− Inclusion of a tank contents gauge.
−− Inclusion of a tank overfill protection device which can be tested (preferably dual
protection).
−− The tank having an easily accessible low point sample valve with dust cap.
46
−− The sampling hose should be a type C (semi-conductive) aviation refuelling hose,

which is included in the hose test programme.
−− The hose should be preferably 32 mm (1,25 in.) diameter.
−− Hose couplings and fittings should be pressure rated.
−− The inlet to the tank having a sampling point with a spring loaded valve for taking a
running sample.
−− The sampling hose coupling should be stowed in an interlocked housing to prevent
the vehicle being driven away while still connected to the hydrant low point.
−− Two 9 kg dry powder fire extinguishers being available.
−− The inclusion of a spills kit.
−− The vehicle and tank should be labelled as for a fueller.
−− Bonding to valves in pits or chambers should not be permitted, due to the potential
for a spark to ignite fuel vapour which may be present.
−− Low point valves should be fitted with air-actuated ball valves requiring an air supply
and hose connections on the vehicle.
−− The need for a deadman control system on more sophisticated vehicles.
For further information see EN 12312-5 Aircraft ground support equipment – Part 5: Aircraft
fuelling equipment.
8.4 HIGH POINT TESTING
Air in hydrant systems can lead to a number of problems such as:

−− Corrosion of bare steel pipework and fittings.
−− Damage to hydrant dispensers and their filters when coupled to the hydrant system.
−− Damage to hydrant service vehicles coupled to the hydrant system.
−− Atomising of the fuel into a dangerous flammable vapour.
−− Affecting the accuracy of hydrant integrity testing systems and pressure tests.
Where fitted, high points on hydrant systems should be vented when required, e.g. after
hydrant pressure has been reduced to zero for maintenance, commissioning a new section or
a loss of pressure due to leakage.
Checking and removing pressurised air from a hydrant system is a hazardous
operation. Air shall be removed very slowly to avoid the generation of fuel/air mists and the
generation of static charges.
The preferred method is to use a small diameter hose and valve with the end venting
into a valve chamber or a bucket. If venting by a hose into a vehicle, e.g. using the hose on
the low point flushing vehicle, there is a danger of air passing through fuel and creating
turbulence, excessive fuel vapour and the potential for a static discharge and explosion. In
this case there shall be an in-line sight glass available to observe any air in the fuel and the
valve only slightly opened to minimise flow rate.
Hydrant dispensers, or other vehicles with filters in the pipework, shall not be used
for high point checks as air can damage or burst filter elements.
8.5 HYDRANT SYSTEM MAINTENANCE VEHICLE CHECKS
Hydrant system maintenance vehicles are to be included in a check programme similar to

other aviation refuelling vehicles. More details on checks and inspections can be found in
47
EI 1540, JIG 2 and EN 12312-5. The equipment checks and check frequencies indicated in
EI 1540 and JIG 2 are the minimum requirements. Site-specific equipment and conditions
may require additional or more frequent checks. For example, checks such as tank internal
inspections and filter element changes may need to be carried out more frequently depending
on the level of dirt, sediment or water found in a particular hydrant system. Typical checks
would include:
−− hoses – low pressure test;
−− hoses – hydrostatic pressure test (with fuel);
−− selective couplings;
−− inline and hose end strainer inspection;
−− filter inspection and change;
−− filter vessel external inspection;
−− pre-operational checks;
−− tank internal inspection and clean;
−− tank external inspection;
−− pipework and flexible joint inspections;
−− air system inspections;
−− pressure control and deadman checks;
−− pumps and hydraulic systems;
−− bonding reels and cables;
−− interlock checks, and
−− cab and chassis OEM checks.
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9 HYDRANT SYSTEM CHECKS
9.1 HYDRANT PIT VALVE USAGE AND UNUSED LINE SECTION FLUSHING
Stagnant fuel is vulnerable to microbiological growth and other fuel quality problems.
Therefore, sections of line unused for three months should be flushed with at least twice the
section volume, and a visual check taken. Provided a C&B sample is obtained, the line section
can be used for refuelling service. The hydrant operator shall liaise with the hydrant user(s)
to establish hydrant pit valve use.
The frequency of flushing may be reduced for hydrant pits on vertical risers directly
above the main hydrant line (specified as annually in JIG 2).
Results should be recorded. See example Form B.5 in Annex B.
9.2 HYDRANT SYSTEM FLUSHING EQUIPMENT
Hydrant pit and deadleg flushing equipment can be on the same vehicle as the low point
flushing equipment, provided:
−− An EI 1584-compliant pit coupling is fitted and interlocked to the vehicle brakes.
−− A spring loaded running sample valve is included in this line.
−− The tank has sufficient capacity.
−− The tank vent capacity is rated for the increased flow rates.
−− The tank has overfill protection.
−− A deadman control with timer is fitted.
Where a hydrant dispenser and fueller are used for hydrant system flushing, the same
precautions as for loading of a fueller from a dispenser are to be implemented.
Note: This flushing reference is for routine deadleg flushing only. Guidance for
flushing for commissioning or sediment removal is provided in EI 1585.
9.3 HYDRANT PIT AND VALVE CHAMBER INSPECTION
Each hydrant pit box (hydrant valve, low point valve, high point valve) is to be inspected each
week (or more frequently if required, e.g. during storm season) to confirm:
−− The pit is clean and dry of sediment, solids, fuel and water.
−− The pit lid seal is in place and effective.
−− The pit lid is tethered to the pit chamber.
−− Hydrant pit valve and dual pilot valve caps are secured and being used.
−− There are no fuel leaks.
−− The top of the pit valve is not damaged.
−− The lanyard connection cables are secure and not damaged.

Each hydrant valve chamber shall be inspected visually without entry at least quarterly
to confirm:
−− Valve chamber cover faces are clean and greased, where necessary.
−− Valve chamber cover lifting devices are suitable for the task and in good condition.
49
−− The valve chamber is clean and dry.

−− Pipework is free from signs of corrosion and leaks.
−− Valve chamber restricted access warning signs are present and legible.
−− The valve chamber civil structure has no visible failure points (cracked walls, covers,
cover supports, etc.).
In addition, each hydrant valve chamber shall be entered at least annually (or more frequently
if required, e.g. during storm season) to confirm:
−− The manual or automatic operation of valves.
−− Resistance of CP isolation sets (if fitted).
−− Functioning of other equipment (e.g. hydrant integrity testing system equipment).
−− There are no ground water leaks or weeps through pipe or cable penetration seals.
−− Pipework and instrumentation connections are free from signs of corrosion and leaks.
−− Integrity of small bore lines on DB&B valves.
−− Valve chamber civil structure has no visible failure points (cracked walls, covers, cover
supports, etc.).
−− That where fitted, water or hydrocarbon level/sensing devices are operational.
−− Integrity of chamber access steps/ladders and platforms.
−− Earthing connections and electrical safety.
Consideration should be given to installing sensors in the valve chamber capable of detecting
both water and fuel with an appropriate alarm in the hydrant control system.
9.4 HYDRANT PIT CLEANING EQUIPMENT
Cleaning equipment is usually kept on a separate hydrant servicing vehicle, as combining too
many activities such as low point flushing, deadleg flushing and pit cleaning, results in the
vehicle becoming too large and complex to be effective.
The hydrant servicing vehicle could be a small truck or a tractor and trailer combination.
Designs should consider:
−− Easy cab entry and exit.
−− A suction pump such as an air-operated diaphragm pump or a vacuum pump creating
a vacuum within a tank.
−− A flexible hose with a valve and a wand for reaching into pits without the need for
bending.
−− A relatively large capacity inline strainer basket to prevent solids entering the tank.
The strainer should be easily removable for regular cleaning purposes.
−− The dirty water storage tank having a large diameter low point drain and valve (e.g.
at least 50 mm (2 in.)).
−− The dirty water storage tank having sufficient capacity for the number of pits that
can be cleaned in one day and for the weather conditions (i.e. regular heavy rain or
low rainfall area).
−− The dirty water storage tank being designed for the pressure or vacuum and having
appropriate relief valves.
−− Both storage tanks having a contents gauge and the dirty water storage tank having
an overfill protection device.
−− A water blaster for pit cleaning.
−− The clean water storage tank having volume sufficient for the duty.
−− At least one 9 kg fire extinguisher.
−− Small crane or manual assist lifting device for valve chamber covers.
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9.5 HYDRANT PIT VALVE INTEGRITY CHECK (MONTHLY)
The purpose of the hydrant pit valve integrity check (also known as a static or hot valve
check) is to determine if there is any hydrant pressure bypassing the valve bottom half seal
when the valve is closed. For hydrant pit valves fitted with dual pilot valves, the leak may also
be bypassing dual pilot valve seals.
If pressure is bypassing, difficulty in connecting or disconnecting the hydrant pit
coupler will be experienced. This may lead to operators using excessive force to open or close
the coupling.
The test is undertaken by depressing the pressure equalising valve using a shield or
cover. Alternatively an EI 1584-compliant coupler fitted with a pressure gauge and pressure
bleed valve may also be used, but is much heavier to handle.
After depressing the pressure equalising valve, only a small initial release of fuel will
occur which indicates the hydrant pit valve is serviceable.
If a steady flow of fuel continues, this indicates the main seal or a dual pilot seal is
faulty and the valve is to be removed from service for repair.
Examples of tools to assist with hydrant pit valve integrity testing are included in
Figures 15 and 16.
Figure 15: Example of a tool for hydrant pit valve integrity checking
Figure 16: Examples of attachments for hydrant valve integrity checking, flushing of
dead fuel and fuel sampling
9.6 HYDRANT PIT VALVE CHECKS
Each hydrant pit valve is to undergo annual checks for wear and valve closure timing (dynamic
testing).
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9.6.1 Hydrant pit valve wear check (annual)
Using the recommended wear gauge as defined by the relevant pit valve manufacturer, check
if the diameter or the angular face has worn beyond acceptable limits. Excessive wear can
result in the hydrant coupling becoming detached even though it is locked in position.
Where the check indicates the valve has worn beyond the acceptable limits, the valve
is to be isolated from further aircraft refuelling duty and the top half of the valve replaced.
Before returning the valve to refuelling service, carry out a dynamic test (see 9.6.2) and check
for signs of fuel leaks or weeps.
See Task Card A.13 in Annex A for guidance on valve checks.
9.6.2 Hydrant pit valve dynamic test (annual)
A dynamic test is required to ensure the valve closes between two and five seconds from the
time the lanyard is pulled. This is to avoid excessive surge pressures.
The dynamic test is also to be carried out after a valve has been overhauled or
repaired.
Testing can be done during aircraft refuelling or by using the hydrant servicing vehicle.
(Note: Some aircraft operators will not permit dynamic testing during aircraft refuelling.)
Hydrant pit valves fitted with air-operated pilot valves are tested in a similar way to
lanyard-operated valves. Care is required to ensure that the pit valve closure is tested, not
the inlet coupler which also closes when air pressure is exhausted by releasing the vehicle
deadman. This may be achieved by fitting a valve in the air line to the inlet coupler.
See Task Card A.13 in Annex A for guidance on valve checks.
9.6.3 Hydrant pit valve movement assessment
For accurate monitoring of relative movement between the hydrant system and the apron,
consideration should be given to undertaking the following checks regularly (e.g. annually),
especially where movement is suspected (see Figure 17). Movement of hydrant pipe may
result in increased stresses on the pipe and difficulties connecting intake couplers. These
measurements may be useful for locations in areas subject to earthquakes:
−− Measuring the distance between the top of the pit box and pit valve adapter sealing
surface using a depth gauge to check whether it is within the EI 1584 limits and
whether there has been any movement (i.e. difference from previous measurement)
for further investigation.
−− Measuring the inclination of the pit valve using a precision level to check whether
there has been any movement for further investigation.
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Figure 17: Example of relative movement between a pit box and apron slab
Figure 18: Examples of use of depth gauge and precision level
9.7 DEPRESSURISED HYDRANT SYSTEM
Hydrant system pressures can be reduced to zero for a number of reasons such as:
−− Valve maintenance.
−− Commissioning of a new section of line.
−− A system leak via a faulty valve or a pipe defect.
−− An into-plane operator connecting to the hydrant system while the pumps are shut
down such as outside normal hydrant system operating hours.
53
Any unexplained zero pressure condition should be investigated to confirm the reason and all
low points checked before returning the hydrant system to service.
9.8 HYDRANT PIT VALVE REPAIRS AND OVERHAUL
Hydrant pit valve repairs and overhaul shall only be undertaken by persons competent to do
so.
Pit valve manufacturer’s manuals, instructions and test procedures shall be followed
and only OEM original replacement parts may be used.
9.9 HYDRANT SYSTEM INSPECTIONS AFTER A COUPLING IMPACT OR DRIVE-AWAY
9.9.1 Hydrant pit valve and riser inspection
Should a hydrant coupling be the subject of an impact, knock-off or a dispenser drive-

away while still connected, an inspection of the hydrant pit valve, riser pipe, and refuelling
dispenser should be immediately undertaken.
Return the dispenser to the depot and isolate from further use.
As soon as the hydrant pump has been turned off and the hydrant coupling and
other equipment involved in the incident safely removed, carry out a visual inspection of the
valve, flange and pipework to check for obvious fuel leaks. Also check the valve for expected
vertical and horizontal alignment. (Place a spirit level across the top of the valve face at the
twelve o’clock and three o’clock positions.)
Reduce the hydrant system pressure and remove the hydrant pit valve. Isolate the
valve for more detailed inspection.
Check the hydrant riser pipe for any visual damage between the pipe and pit box
environmental sealing ring materials. Any damage may indicate excessive pipe movement
which will require an engineering assessment to determine if the pit box should be removed
and the pipe inspected at the next joint, elbow or attachment to the main line. Determine
design depth of hydrant main and nature of riser (direct or spur). Carry out non-destructive
testing (NDT) if possible, including a pressure test. If such a system is installed, carry out an
automated hydrant integrity test. Excavate to expose the riser to the hydrant system joint if it
is considered to be appropriate. If the riser is classed as short (< 0,4 m (16 in.)) then damage
to the riser/hydrant main joint is probable if the impact was severe.
Fit a replacement hydrant pit valve using a new gasket and new attachment bolts.
Slowly re-pressurise the hydrant system, check for leaks and bleed any air before returning
it to service.
Check the old attachment bolts for stretched threads, and then discard them.
Stretched or damaged threads may be an indicator of the level of impact damage sustained.
Slightly strained threads would be difficult to determine without the use of laboratory
techniques and therefore not worth the effort.
Dismantle the hydrant pit valve and carry out full visual and NDT inspections of
all casings, the poppet and spider. NDT could include dye penetrant application, magnetic
particle and/or radiographic tests as applicable. Check the top flange for score marks from
coupling claws and check it using the valve wear gauge. Depending on the level of damage
observed, replace the entire valve or any damaged parts and fit a full new seal kit. Re-
assemble the valve, pressure test and carry out static and dynamic performance checks.
However, the preference is to replace the valve with a new unit and discard the potentially
damaged valve.
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9.9.2 Hydrant dispenser coupler inspection
The into-plane operating company should also carry out similar inspections of the dispenser
pit coupler and use coupling and claw wear gauges.
Also check the dispenser hose, control hoses and air-operated deadman hose and
coupling for damage. Carry out pressure tests of hoses.
Where the hydrant operating company is separate from the into-plane service
provider, it is essential that the two organisations share incident information, and learn from
it, so that the potential for a future similar incident is minimised.
Document all findings and replacement materials used.
9.10 HYDRANT EMERGENCY SHUTDOWN SYSTEM (MONTHLY)
Each hydrant ESD button shall be tested and the result for each individual button recorded.
For large hydrant systems with a number of ESD buttons, procedures shall be in place to
ensure each button is tested at least twice each year.
Where sites include refuelling vehicles with remote radio-activated ESDs, these shall
also be tested.
Testing should also be carried out after ESD system maintenance or extensions.
See Task Card A.14 in Annex A for guidance.
9.11 IDENTIFICATION OF HYDRANT SYSTEM FEATURES
Hydrant system surface features (pit box lids, valve chambers, CP test points etc), or the
area surrounding them, may be painted with a warning pattern or uniform colour. Different
patterns/colours can be used to distinguish between pit valves, vent points, valve chambers
and low points.
Where present, these identification markings should be checked annually and
renewed as necessary.
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10 HYDRANT SYSTEM INTEGRITY TESTING
10.1 INTRODUCTION
With many national environmental authorities now specifying a zero tolerance to spills to the
environment it is of vital importance that hydrant systems are routinely checked for integrity.
The frequency and methodology of assurance of hydrant system integrity vary around the
world according to national standards, but typically an automated hydrant integrity system
may be deployed at an airport on a daily basis, thereby providing high quality, high precision
and high frequency assurance of hydrant system integrity with no disruption to the normal
functioning and availability of the hydrant system. More manually intensive methods, such as
simple pressure testing, are typically carried out less frequently due to the resources, cost and
disruption involved, but a monthly check on the integrity of a hydrant system is considered
a minimum frequency.
Hydrant integrity testing and monitoring can be approached using a number of
different methodologies from very simple through to very complex. New installations shall
include automated hydrant integrity testing systems. Existing installations are recommended
to be equipped with an automated hydrant integrity testing system. All installations shall use
monitoring methods 1 to 3 below, and either 4 or 5 as applicable.
1. Visual inspection of the hydrant pipe route (see 6.2.1).
2. Stock control by fuel loss/gain analysis (see JIG 2).
3. Monitoring pump start frequency and run time duration (see 7.4).
4. Pressure test (simple and full), (see 10.2).
5. Automated hydrant integrity testing (see 10.4).
Where any of these methods indicate a possible fuel leak, it should be reported immediately,
investigated by competent personnel and any remedial action recommendations implemented
before the hydrant system is returned to service.
Detailed records of discovery, investigation and remedial action should be prepared
and filed.
Earthquakes may cause damage to hydrant systems and affect their integrity.
Following a significant earthquake, the condition of the hydrant system should be checked
before it is used again.
10.2 PIPE PERFORMANCE CHARACTERISTICS
10.2.1 General
Each hydrant line has its own unique performance characteristics which can only be identified
by good quality monitoring, experience, local knowledge and record keeping.
All hydrant systems respond differently to thermal expansion and contraction of fuel
and a pressure trace over time may be difficult to interpret without experience and a good
understanding of the climatic effects on the system. Temperature changes have a critical
impact on pressure testing and complicate the interpretation of results.
A rule of thumb is that a 1 ºC increase in fuel temperature gives rise to an 800 kPa
(8 bar, or 116 psi) increase in pressure (ignoring the effects of thermal expansion of the
hydrant line) and so any leak testing using pressure decay as a measure needs to eliminate
the temperature effect. To achieve this, pressure decay tests are taken at different pressures
56
over a short period of time. Any difference in pressure decay curves between the high and
low pressure tests will indicate the presence of a leak – the rate of a leak is dependent on
pressure whereas the pressure changes due to temperature are not.
10.2.2 Simple pressure monitoring (monthly)
Where a hydrant line can be closed and isolated for a four to eight hour period (minimum
test duration of two hours), at working pressure, a simple leak test is to monitor pressure
and temperature trends. Valve isolation should be by DB&B valve. Ambient and underground
temperatures should also be recorded.
The pressure and temperatures at closing and opening times can be manually
recorded or continuously recorded on data logging equipment.
Results may vary throughout the year depending on ambient day and night
temperatures and ground temperature as well as the amount of above ground pipework
relative to underground pipework. Over a period of time, trends will be observed. For example
cold winter nights and mild day temperatures may see pressures rise due to above ground
sections of steel pipework shrinking faster than the fuel cools.
All results should be documented, and any consistent pressure drop of more than
70 kPa (10 psi) should be investigated and the cause established.
10.2.3 Full pressure test (annual)
Pressure testing should be carried out during the period of least airport activity in order to
minimise disruption to flight schedules.
The pipe under test should be isolated and a pressure of 110 % of MAOP or
125 % of MAWP applied provided this does not exceed the maximum design working
pressure of the system. This pressure should be applied for a period of eight hours (a reduced
period may produce a less accurate result) and the pressure and temperature recorded at
30-minute intervals.
Ensure any PRVs or TRVs are isolated before the test and re-opened after the test is
completed. Also ensure any shock absorber fitted to the line is isolated before the test and
re-opened after the test is completed.
A graph of pressure against time can show a rise or fall in pressure depending on
the temperature difference between the storage tanks and the buried line, the quantity of
dissolved air and even air bubbles and pockets. Note that air can be absorbed over time
(which can appear as a pressure drop) so it is important to ensure that air is purged from
the system. Temperature gauges are usually installed in air (e.g. above ground or in valve
chambers). They can vary with ambient temperature and can show a local temperature that
is not representative of the hydrant pipe as a whole and can therefore distort results.
Any pressure drop that cannot be attributed to temperature or which is greater than
1 % per hour should be investigated and rectified.
Details of pressure testing can be found in ASME B31.3 Process piping or AS 2885.5
Pipelines – Gas and liquid petroleum – Part 5: Field pressure testing and many other standards.
Detailed records of procedures adopted, test conditions and results obtained and any
remedial actions taken (if applicable) shall be kept.
10.2.4 Leak test
A simple pipe leak test is useful to give an indication of fuel volume lost with pressure drop.
This can be achieved by creating a controlled 'leak' by removing a small sample of fuel from
the pipe into a glass measuring cylinder and noting the corresponding pressure drop.
57
First pressurise the line to be checked to maximum operating pressure then isolate
the valves and pumps. Note the maximum pressure then remove small volumes (for example
increments of 500 ml) and note the pressure drop each time until the pressure reaches zero.
Graph the results.
As an example, if a pressure drop to zero requires 60 litres (16 USG) and this occurs
every night for a year, this could indicate a loss to the environment of 21 900 litres (5 786
USG).
The leak test should be repeated if the hydrant pipe is extended or sections isolated.
The leak test can also be undertaken on each hydrant section on an annual basis
to verify automated hydrant integrity system alarms are functional and still within the initial
design leak rates. This will require the leak to be measured against time.
10.3 LEAK INVESTIGATION
Any indication of a potential fuel leak has to be investigated and the findings and any
remedial actions recorded. However most leaks are due to simple causes such as:
−− A refuelling operator refuelling an aircraft during a period when the hydrant system
is closed.
−− A leaking hydrant pit valve.
−− A failure of a DB&B valve cavity drain valve.
−− An isolation valve not being fully closed, or having a faulty seal allowing fuel pressure
to dissipate back to another section.
−− A failure of a TRV or PRV.
In the event that a hydrant system leak is identified, knowing its exact location will minimise
any excavation work. For leaks that are not obvious, various techniques can be used. These
methods require specialist advice. Examples of these techniques include:
−− Internal pipe inspection using an intelligent pig and closed circuit television (CCTV).
−− Excavation and observation of potential at-risk areas. For example identified by
a design review, adjacent construction activity or from a Direct Current Voltage
Gradient (DCVG) coating defect survey.
−− Acoustic listening devices.
−− Indicator gas sensing technologies.
−− Ground penetrating radar.
−− Hydrocarbon sensing tape where buried along or wrapped around the pipe during
construction.
10.4 AUTOMATED HYDRANT INTEGRITY TESTING SYSTEMS
10.4.1 Introduction
Automated hydrant integrity testing systems are designed to assess whether a hydrant system
has a leak above a certain leak rate threshold. Some hydrant systems have fully automated
PLC systems, which may be linked into the hydrant control system or be separate, and
which can be automatically activated for short duration during periods of aircraft refuelling
inactivity. Where such systems are fitted these should be used as often as possible (typically
daily/nightly). The difficulties of retrofitting such systems (typically due to a lack of cable ducts
and inability to get remote actuation of isolation valves) mean that some hydrant systems
58
use a mobile system. Each section of a hydrant system with these systems should be tested
at least six monthly.
Printed results should be reviewed and any leakage rates in excess of the design
guidelines investigated.
Several automated hydrant integrity testing system methodologies are available and
each offers certain advantages and disadvantages. Selection of a particular type of automated
hydrant integrity system will be determined by site-specific requirements, including regulatory
compliance.
The range of system methodologies outlined in this section is neither exhaustive nor
exclusive but captures the principles of equipment that are applied at some of the world’s
largest airports.
Large hydrant systems may need to be divided into sections of approximately 200 m3
capacity (maximum volume depends on the sensitivity of the system being used) with each
section being tested by remotely-operated motorised DB&B isolation valves. These require
the cables and valves to be installed at the time of design and construction.
Automated hydrant integrity testing systems need to be able to detect a leak from
a corrosion-induced pinhole, which approximates to 0,04 litres/hr/m3 at a reference pressure
of 700 kPa (7 bar(g)) for a hydrant section volume of 200 m3. This is therefore specified in EI
1540 as the performance requirement for new automated hydrant integrity testing systems.
To achieve this typically requires a hydrant system shutdown period of about one hour
(some automated hydrant integrity testing systems can enable multiple sections to be tested
simultaneously). Section volumes larger than 200 m3 may have an impact on test sensitivity
and may therefore result in a leak going undetected. In such cases hydrant operators should
consider (in liaison with appropriate authorities):
−− implementing additional automated hydrant integrity testing systems;
−− extending test duration (which may not be applicable for all systems or operationally
acceptable), or installation of additional valves to reduce section volumes.
Automated hydrant integrity testing that relies on routine hydrant system shutdown in excess
of c.four hours is unlikely to be fit-for-purpose.
Detailed information on automated hydrant integrity testing system capabilities
can be found in API 4716 Buried pressurized piping systems leak detection guide. Further
information can also be obtained from the automated hydrant integrity testing system
suppliers, and the National Work Group on Leak Detection Evaluations in the USA
(www.nwglde.org).
10.4.2 Pressure step method
The principle of operation is relatively straightforward. There are two significant effects on
pressure in a hydrant system which has been isolated under pressure (excluding effects of
air ingress into the hydrant system) and yet which has a small (e.g. pinhole corrosion-linked)
leak. First, temperature changes will influence pressure (in a linear way). For each degree
centigrade increase in temperature, fuel pressure increases by approximately 800 kPa (8 bar).
Secondly, a leak from a hydrant system causes a drop in pressure of fuel within the hydrant
system, and the rate of a leak is non-linear (a square relationship) with pressure. So, if a
pressure test is carried out at two different pressures, and if the interval between each test
is short, thereby eliminating differences in effect of temperature between each test, it is
possible to identify whether a hydrant system is leaking.
Pressurisation should be done slowly to minimise the creation of transient pressure
waves, which will distort results. If the line is pressurised straight from the hydrant pumps
59
through the block valve, the section is pressurised in seconds, which will require a longer
stabilisation time.
All hydrant sections can be tested simultaneously, but if there is a looped system it
can be configured so that some sections can be tested whilst others are in use, e.g. passenger
stands tested at night and the cargo stand during the daytime.
A derivative of the pressure step method, which involves enhanced statistical analysis
of a large number of measurements, is the Sequential Probability Ratio test. This method
involves a statistical analysis of the rate of change of pressure drop in a hydrant system or
hydrant section. The test is activated once the pipe has been isolated with pressure locked
in and a stabilisation period has elapsed. The test is undertaken at two different pressures
similar to the stepped pressure method.
Having the hydrant line sectionalised with instrumentation on each section can
provide an accurate location of a potential leak position.
The accuracy of the method is improved where high quality pressure sensing devices
and instrumentation are used and the pipe volume accuracy is better than 15 %.
Considerations for implementation:
−− The pressure step method has been demonstrated to be reliable, sensitive and
accurate.
−− Accurate hydrant system as-built drawings are required to determine pipe lengths,
pipe size and volumes.
−− The system may be applied using permanent equipment or by mobile equipment.
−− The method can be customised to the complexity of the hydrant system to
simultaneously test multiple sections in a total test duration of around one hour.
−− Measurements can be obtained quickly and can be completed during a typical quiet
period (overnight), facilitating regular use.
−− The system is readily adaptable to hydrant system modifications.
−− If retrofitting to an existing hydrant system, a leak test will have to be carried out to
confirm that there is no existing leak, as part of baseline calibration.
−− Valves are required to be completely tight.
−− Any trapped vapour in the hydrant system will give rise to misleading results.
−− The system is designed to be operated by a trained operator of the hydrant system.
10.4.3 Volumetric dual pressure systems
This technology tests the hydrant pipe in a static condition and controls the pressure to
two distinct and constant levels during the test by adding or removing (and quantifying)
a volume of liquid from the hydrant pipe. The method takes advantage of two physical
properties: 1) leak rate is a function of hydrant system pressure, and 2) thermally-induced
volume fluctuations are independent of pressure. Measuring volume changes at two distinct
and constant pressures accounts for thermally-induced changes and identifies the volume
changes associated with a leak, if present. The methodology is a direct measure of a leak
rate and therefore no calibration step is required during commissioning, nor is converting
pressure data to volume leak rates necessary. The test can take one to three hours depending
on the section size being tested.
−− The method has been demonstrated to be reliable, accurate and sensitive.
−− The system may be applied using permanent equipment or by mobile equipment.
−− The test duration is short, with results available within little more than an hour.
−− The test method is a direct measure of leak rate and therefore no system calibration
or baseline testing is required.
60
−− Any trapped vapour in the hydrant system will give rise to misleading results.
−− For the pressure measurement technique, calibration of the system by measuring the
hydrant section volume is required.
10.4.4 Pressure decay with temperature compensation
This detection method is based on a mathematical model of the hydrant system and
computerised calculation of the pressure decay with temperature compensation.
The method involves pressurising, followed by isolation of one or more sections and
monitoring the pressure development over time in these sections. The measured pressure is
compared with the calculated pressure from the model.
−− The pressure measuring system can be applied using permanent pressure sensors
(one sensor for each section) or by bringing in mobile equipment, as and when
required.
−− The test duration is short (depending on section volume, typically 30 – 60 min).
−− The hydrant system has to be free from trapped vapour or this will give rise to
misleading results.
−− For the pressure measurement technique, calibration of the system by measuring the
hydrant section volume may be required.
−− There is a need to install temperature instrumentation.
10.4.5 Indicator tape
The principle of operation requires a hydrocarbon-sensitive tape to be placed in the bottom

of the hydrant line trench at the time of construction. Any fuel migrating to the tape will
activate an alarm.
−− Care in placement of tapes and selection of suitable backfill materials, which should
be discussed in detail with the material supplier.
−− The potential for indicator tapes to become contaminated and give false alarms (they
are not recommended where the water table is above the bottom of the pipe (either
seasonally or permanently,) as any fuel (from whatever source) may migrate on the
ground water to give a false location).
−− Once an indicator tape has activated an alarm, it has to be replaced.
10.4.6 Indicator gas systems
The principle of operation requires the injection of an indicator gas into the line with a
suspected leak, and for seepage of the indicator gas out of the line through the ground
material to be detected by a separate sensing device. The gas sensors may be mobile and
dragged or towed over the path of the buried line, or fixed sample points/probes in the
ground. The closer the probe is to a leak, the higher will be the level of indicator gas detected
and the analysis of signals from several probes will locate the leak with good accuracy.
Sensitivity is down to 0,02 l/hr (0,005 USG/hr).
−− The primary application is for leak location, rather than routine monitoring.
−− The time taken to carry out the test (it can be c.72 hours).
61
−− The indicator gas is certified for use in jet fuel (by ASTM).
−− The technique can be applied on a 'live' hydrant system (there is no requirement to
drain lines).
−− Pressure injection of the indicator gas is straightforward and does not require special
adaptors or fittings.
−− The indicator gas migrates rapidly through soil and so can be detected quickly after
introduction, and, in the right terrain, close to the leak position.
−− The decay time of the indicator in soil can be significant, so repeat measurements will
require baseline measurements before the indicator is introduced, to take account of
any residual indicator gas.
−− The indicator gas can be introduced during commissioning and initial line pressure
testing, to provide assurance that a hydrant line is tight before being introduced into
fuelling service.
−− Correct functioning of the probes/detectors can be confirmed by introduction of a
separate indicator gas into the ground.
−− The technique can be used as a replacement of an installed system which has failed
to locate a leak, or has stopped working.
−− The technique can only be applied by the service provider.
−− If the hydrant pipe is buried under impermeable concrete, the migration of indicator
gas to the surface is difficult. Sampling probes are therefore required to be installed
through the concrete at regular (5-10 m (15-30 feet)) intervals above the hydrant
line.
10.4.7 Acoustic listening device
This process is often used by municipal water departments for location of waterpipe leaks
and can be applied to aviation fuel hydrant systems.
A transducer is attached in turn to various locations along the hydrant system. The
frequencies of any noise emissions are detected and compared with a register of 'known'
noises. For hydrant systems, this will usually require the equipment operator to calibrate the
meter by inducing a controlled leak via an orifice so the device has a baseline to compare
signals with. Each fluid of a different viscosity emits a particular frequency when forced out
under pressure through a small hole.
−− Potential interference from noises from other equipment such as aircraft APUs,
ground service vehicle diesel engines, etc.
−− The need to test during periods of no fuel demand and low apron activity.
−− The need to apply noise filters and employ specialist operators.
10.4.8 Magnetic tomography
The principle of operation requires a handheld detector (a scanning magnetometer unit) to

be carried over the route of the pipe. The detector picks up magnetic field measurements and
specifically the interaction of the magnetic field with the (steel) pipe. The interaction of the
magnetic field is influenced by imperfections in the steel of the pipe. Defects, including out of
circularity, corrosion spots, stress, weld imperfections, etc. are assessed by the magnetometer,
and can be analysed using a proprietary algorithm to define 'hot spots'.
−− The primary application is for leak location, rather than routine monitoring.
−− There is limited experience of application for hydrant systems.
−− There is potential for magnetic field interference from other buried metal structures.
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10.4.9 Automated hydrant integrity testing system summary
Table 4 provides a brief summary of the various hydrant system integrity testing systems
available. The choice of a system (or systems) should take into account the many variable
site-specific conditions and/or equipment. Using more than one technique to complement
one another is often advantageous. Additional techniques can also be applied to verify initial
potential leak conditions. The typical conditions that may require consideration are shown
in Table 3.
Table 3: Typical conditions that may require consideration
Soil type and condition Proximity of high voltage electrical cables

Ground water level Proximity of electric train rails
Adjacent buried steel structures Surface material (concrete, asphalt, grass)
Quality and condition of isolation valves Amount of concrete reinforcing bar
Availability of special equipment Availability of specialist service providers
Level of site automation (PLC and Hydrant system hours of operation
motorised valves)
Is the hydrant pipe encapsulated in Efficiency of pipe air removal
concrete?
Frozen ground conditions or permafrost Ambient or operational noise levels
Each system will also require an understanding of the site-specific background or

baseline conditions against which to measure any changes from normal conditions, i.e. each
system shall be calibrated to the site. Great care is required to ensure that an existing leak
condition is not simply built in to the baseline measurement.
Before selecting an automated hydrant integrity testing system, ensure all site-specific
conditions are identified and discussed with system suppliers.
10.4.10 Periodic functional testing
In order to confirm that the automated hydrant integrity testing system functions correctly,
simulated leaks should be created in each hydrant system section at least annually. Detail of
the test procedure to be used should be obtained from the system supplier. Records of the
testing shall be maintained.
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Table 4: Hydrant system integrity testing summary
Methodology Installation Test Frequency Operation Results

initiation interpretation
At
construction
Retrofit
Investigation
Procedural
Automatic
Manual
Independent
Daily
Continuous
Other
Impact on hydrant
use
Leak location
Sensitivity
Temperature
compensation
Site operator
Specialist
Site operator
Specialist
Cost
Availability
Stock control    L    L H
Pump stop/start
monitoring    L   L H
Simple pressure test
      H M   L H
64
Full pressure test      M M    M M
Pressure step     L  H    H M
Volumetric dual pressure       H  H    H M
Pressure decay
with temperature       L  H    H M
compensation
Indicator tape     M   H L
Indicator gas       H   M L
Acoustic
   L  M   L L
Ground penetrating radar     M   M L
Note: The terms H (Higher), M (Medium) and L (Lower) as used in this table are intended as general guidance on the order of magnitude of each option
relative to the other options. They are not to imply absolute values.
11 CORROSION PROTECTION
11.1 INTRODUCTION
Hydrant systems are usually fabricated from line pipe made from carbon steel. Stainless steel
hydrant systems are also in service, in parts of the world with particularly aggressive soil
conditions, but are less common due to the high initial expense of the stainless pipework
(note that certain stainless steels are prone to corrosion if there are anaerobic conditions on
the surface).
The two most frequent causes of pipe failure are mechanical damage and external
corrosion.
Steel line pipe used for hydrant systems shall be protected from corrosion.
Internal lining of hydrant lines is vital for the protection of fuel from rust contamination
(also assists flow of water to low points and reduces pressure losses). Epoxy linings and their
application should be in accordance with EI 1541.
Line pipe can be protected externally with a variety of different materials (e.g.
wrapping for field joints, fusion bonded epoxy, glass fibre/flake, high density polyethylene
(HDPE)). Older hydrant systems may have a coal tar coating or tape wrap.
The condition of the external wrapping cannot easily be assessed as the line is buried
and under concrete.
Pipe corrosion protection methods are established at the design stage and applied
during construction. However the on-going effectiveness of the various corrosion protection
methods relies on monitoring, inspection and operational procedures.
Table 5: Pipe corrosion protection and monitoring methods
Protection method Monitoring method

Internal epoxy lining −− Regular removal and assessment of
water, sediment and air
External coating – underground −− Ensure adjacent excavations do not
damage coating
−− Monitor CP rectifier outputs
−− Carry out CP test point reference cell
checks
External coating – above ground −− Visual inspection of paint condition
−− Protect coating from physical damage
−− Repair coating defects immediately
11.2 CATHODIC PROTECTION (CP)
Any exposed steel pipework not protected by an external coating has a tendency to oxidise in
the presence of air and also in contact with earth, sand, concrete or moisture underground. This
process of oxidation, called corrosion, is an electro-chemical process involving the movement
of electrons from the elemental iron (i.e. the buried pipe) called the cathode, to a separate
metallic component called the anode. The rate of corrosion will increase in the presence of
65
salty or acidic water. If left to develop, this corrosion can lead to structural degradation and
eventual perforation of the pipe with resultant environmental contamination.
The process of corrosion can be stopped by applying one of two straightforward
methods: either a separate metal anode that preferentially corrodes (sacrificial anode), or
by application of an external DC voltage power supply (impressed current CP system) that
corrodes an anode as part of an induced electrical cell.
Modern buried steel structures, including hydrant systems, are usually protected
from corrosion by the use of CP systems including CP test points and anode beds. These are
best considered during the design stage and installed along with the pipes; however, they
can be retro-fitted to existing hydrant systems at some locations.
As anode beds deplete over time, they will eventually require replacement so access
has to be available. It has been known for anode beds to be buried adjacent to pipes under
apron areas covered with very thick, highly reinforced concrete, making them impossible to
access for replacement purposes. This needs to be avoided.
Most hydrant corrosion protection systems would now usually be impressed current
CP systems rather than the sacrificial anode type. For hydrant systems, the impressed current
design offers the advantage of greater simplicity and reliability.
Installation of a CP system may result in a false sense of security for asset owners
and operators. To ensure their effectiveness, CP systems have to be continually monitored
by checking rectifier outputs and anode bed performance, comparing these results with the
initial installation results and noting any change trends.
Additions to a hydrant system pipework will require a review of the CP system. The
installation of adjacent new structures, which may also have their own CP system, may
impact on the performance of the existing system. High voltage power cables and electric
trains nearby may also have an impact.
The above ground section of a pipe with CP is as important as the underground
section. The above ground section is not actually protected from corrosion by the CP system
as there is no protective current flow between the pipework and the anode bed.
In some cases, pipe operating pressure has required reduction because corrosion
at the CP impressed current cable attachment point has reduced the pipe wall thickness to
below acceptable limits.
Another area where corrosion can easily develop is at the point where the pipe
transitions from above ground to underground (the soil/air interface). Damage can be
inflicted on the pipe's external coating during grass cutting or weed control (see Figure 19).
The damaged area will develop a small corrosion cell which will eventually compromise the
pipe integrity if left untreated, even though the pipe may have a CP system.
66
Note the corrosion

under the impressed
current CP cable
attachment point.
If left untreated,
this corrosion will
continue to develop
to the point where
it compromises pipe
integrity.
Even though this pipe

is on a CP system,
corrosion is still
developing around
the point where the
pipe transitions to
underground. This
is most likely caused
by coating damage
during grass and
weed control.
Figure 19: Examples of corrosion
CP systems usually include a static discharge bridge (or fuse) across the insulation
flange to allow high voltages induced by lightning to dissipate. These bridges have to be
placed across the correct flange to be effective.
The CP system can also be made ineffective by bridging the insulation flange (see
Figure 20) with electrical conducting components such as pipes, cable trays, control systems,
etc. There are special connectors available for pressure transducers and other sensors and
controls.
67
Flange insulation joint Example of a Critec static surge

protection bridge incorrectly
placed across a non-insulation
flange.
Figure 20: Example of incorrectly bridging the insulation joint
11.3 SACRIFICIAL ANODE CP SYSTEM CHECKS
Some sacrificial anode systems are now being fitted with a simple 'push-to-read' meter to
quickly indicate if the anode bed is performing within acceptable limits. Where fitted, the
meter should be read on at least a quarterly basis. However, these can give a false impression
of performance with the result falling into the 'red' range when ground conditions become
dry.
In this case the ground should be wetted above the anode bed or, preferably, by
placing water down a purpose-built tube directly to the anode bed zone, waiting for the
water to soak in and then repeating the test. If this fails to move the meter needle into the
'green' range, the result should be reported to a CP specialist.
However, most sacrificial anode systems have a test point which a CP specialist will
access on an annual basis. The annual test will comprise:
−− Measurement of anode current and potential.
−− Measurement of the pipe to soil potential.
11.4 IMPRESSED CURRENT CP SYSTEM CHECKS
Routine recording of transformer rectifier unit (TRU) output voltage and current can be
undertaken by site staff on a quarterly basis; this should be done more frequently if there
is an unstable power supply that causes the TRU to trip off. The voltage is generally low, of
the order of 1-2 V, and the current is in the mA range but these values are specific to each
68
hydrant system and each soil type etc. Any unusual changes between readings should be
reported to the CP specialist. Adjustment of rectifier outputs shall not be undertaken by site
staff.
A sudden drop in outputs may indicate that severe damage has been done to the
pipe exterior protective coating. A visual inspection along the hydrant pipe route should be
carried out to identify if there is any new construction or excavation adjacent to the pipe.
A slow, steady drop in outputs may indicate a slow deterioration of the pipe coating
or the anodes may be failing and will eventually require replacement. The CP specialist will
advise on the correct interpretation of output results.
Another CP system performance test which can be undertaken is the use of a copper
sulphate reference cell attached to various test points installed along the hydrant system
(particularly at crossing metallic services) with the reference cell placed into a grassed or soil
area. This process maps the electrical potential between the hydrant line and the surrounding
soil. The results should be recorded and compared with previous results for each test location
and the original installation values. Any drift in values or nil results should be referred to the
CP specialist. The test is usually undertaken annually by a CP specialist but can be undertaken
by suitably trained site personnel.
See Task Card A.7 in Annex A for CP system checks that site operators can perform.
Other checks likely to be performed by a CP specialist include:
−− Inspection of transformer/rectifiers for oil leaks, oil temperature, oil level (all as
appropriate), cable connections, fuses, surge diverters and local earthing facilities.
−− Measurement of distribution, control and junction box current and potential.
−− Inspection of cable connections, fuses, shunts, resistors, ammeters and surge
diverters.
−− Measurement of the pipe to soil potential.
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12 COMMISSIONING
12.1 INTRODUCTION
A hydrant system is a custom designed network of underground pipe and is therefore very
site-specific. No one set of general commissioning procedures can be designed for all systems.
EI 1594 Initial pressure strength testing of airport fuel hydrant systems with water and EI
1585 will assist those responsible for designing, constructing, commissioning, operating and
maintaining aviation fuel systems.
EI 1594 is not intended to document precise testing procedures. The main aim is
to recommend methods of dewatering and drying after pressure testing with water. It may
also be applied to testing and commissioning extensions to existing systems, but only where
positive isolation can be achieved between the extension and the operational part of the
system.
EI 1585 may be used to ensure that the construction and commissioning of a system
or system extension does not cause subsequent adverse effects on fuel quality.
Commissioning would normally be undertaken by the hydrant construction project
team; however, it is included here for hydrant operator awareness and because hydrant
operators or owners may have a need to carry out future extensions or modifications to
hydrants, the test rig supply line or the fueller/bowser fill stand supply line.
Commissioning plays a vital part in starting out with a clean hydrant system. If
commissioning is not carried out correctly, debris left in the system will lead to problems in
service. Debris and other detritus may provide an environment to trap moisture, which may
lead to microbiological growth problems. Therefore, it is essential to ensure that the system
is clean before placing it into service for fuelling aircraft. Where available, a CCTV internal
inspection of the hydrant before filling will provide baseline visual evidence of the internal
condition.
Useful guidance regarding hydrant system design, construction and commissioning
can be found in EI 1540 (see also EI 1541).
Commissioning or re-commissioning is required for three general categories of
hydrant operation as follows:
−− New hydrant systems or previously unused sections of a hydrant system.
−− New extensions to an existing operational hydrant system.
−− Modification to an existing hydrant system.
12.2 COMMISSIONING OF NEW HYDRANT SYSTEMS
A new hydrant system should be commissioned in manageable sizes, section by section in

a logical sequence such that each fully commissioned section is then used to feed the next
new section to be commissioned. This ensures commissioned parts cannot be contaminated
by uncommissioned sections. The normal feed for this large volume commissioning would
be from the depot tankage into the main header for the hydrant and then into sequential
sections.
Commissioning would normally be led by the hydrant construction project team with
the full support of the hydrant operator, who is normally skilled in fuelling activities and will
be required to understand and be familiar with the system in order to operate it at the end
of the wet commissioning period. The same general principles also apply to other pipelines
in an aviation fuel depot.
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12.3 COMMISSIONING OF NEW EXTENSIONS TO EXISTING HYDRANT SYSTEMS
Where there is a major project to extend the existing hydrant system to a new pier or part
of the airport, the section shall be isolated completely from the live hydrant that is to feed
it. This can be achieved by either a break in the pipe system (to be completed as a tie-in at
a later stage) or a spool removed or a line spade inserted. It is not acceptable to use a DB&B
valve. This will allow pressure testing and soak testing to be carried out without any risk
to the live hydrant system. When the line is ready for connection to the live hydrant and a
commissioning sequence is arranged, it is important to ensure that the flow of clean fuel can
only be in one direction and into the new section; this prevents any contamination of the
live hydrant. The new extension should be isolated between commissioning activities, where
possible, until the line is fully commissioned and quality control and gravimetric results are
satisfactory. Only at this stage should the line be opened to the live hydrant, the 'Do Not Use'
boards removed from each hydrant pit, and the airport informed that aircraft can use the
new section and that the ESD system is operational.
Where the new extension involves a loop line returning to the main line, commissioning
may need to be treated as for a new hydrant system with returns back to the depot tankage
or into temporary fixed or mobile storage airside.
12.4 COMMISSIONING OF a MODIFICATION TO AN EXISTING LIVE HYDRANT SYSTEM
Modification covers replacement of existing hydrant pipe, or an additional spur off the
hydrant main. This is normally a modification to the live and operational hydrant.
Great care shall be taken to ensure that engineering works and additional sections of
pipe or valves do not contaminate the live hydrant system.
Following modification, soak testing, cleaning and flushing shall be undertaken (see
12.8 and 12.9) prior to the tie-in works. Note that the internal wetted surfaces of any new
valves shall be rinsed prior to use.
12.5 COMMISSIONING PROCEDURES – GENERAL
Procedures for filling, pressure testing, soaking, flushing and fuel testing should be developed
for new hydrant systems and for extensions or modifications to existing hydrant systems, or
other pipe systems.
Filling, pressure testing and flushing are hazardous operations and hazard
identification and risk assessments should be undertaken as part of the development of
detailed procedures or job safety plan. Such a plan should contain not only the operational
features, but also set out the communications required and other details to ensure a safe
operation for the operators, contractors and other personnel or the public in the immediate
vicinity. Procedures should include the precautions to be observed in filling a system with
hydrocarbon fuels. Slow filling is essential to ensure all air is purged from high point valves.
An emergency exercise involving all commissioning participants and emergency
service providers should be undertaken before commencing the project to fully test the
emergency plan, which should have been developed as part of the risk assessments and
procedures. Any identified gaps are to be rectified.
Commissioning is usually undertaken by the project management team prior to
handing over the completed and tested hydrant system to the eventual operating company.
71
However, there needs to be a close working relationship with the operating company as they
will be actively involved with the commissioning phase. Generally the operating company
will be supplying the fuel, providing storage tanks or vehicles for returned fuel, testing the
ESD and probably undertaking visual and membrane filter sampling due to their expertise in
this area.
12.6 PRESSURE TESTING
Local or national regulations may require the initial pressure strength test to use water as the
test medium. Details can be found in EI 1594.
Where water medium is required, the hydrant system or hydrant system extensions
should have been designed to provide for the use of soft foam pigs to clear the water.
Before filling with water or fuel, hydrant pit valves should be removed for the pressure
test and blind flanges with suitable venting means placed on the riser flanges. Ensure all low
point, high point and hydrant valves are fully closed and any blank flanges have gaskets fitted
with bolts fully tightened. Note that some instrumentation needs to be isolated and may
have a different flange pressure rating if made from a different material (e.g. stainless steel
thermowell on a carbon steel hydrant).
Where water is used, it is essential to drain and dry the system completely after
hydrotesting. After draining free water from all low points, further drying can be carried out
by using dried, oil free, compressed air or air blowers (fans). The dew point of the exit air
should be almost the same as the air entering. This exercise should be carried out immediately
after the hydrotesting is completed, otherwise rusting may start at the weld points and the
conditions required for microbiological growth could exist. Guidance on carrying out such an
operation is given in EI 1594.
Water used for pressure testing should be clean potable water. Once the pressure
test is complete, local or national environmental protection regulations may require the water
to be disposed of in an approved manner as the water might now be considered to be
contaminated.
Once in normal operation, pressure testing should be undertaken at intervals as
required by local or national regulations and good industry practice. Information on routine
pressure testing can be found in section 10 and JIG 2.
12.7 PIPE FILLING
Before filling with fuel commences, low points should be checked for the presence of water.
This may be done by using a dip rod, with suitable protection to avoid damaging the pipe
internal lining where used. If more than a trace of water is present, it should be removed
before commencing the filling operation. Ensure that any fittings, such as the low-point
internal dip tube, that have been removed are properly replaced before filling commences.
Ensure that all pipe openings are isolated by either closing and locking valves or
confirming that blank flanges are fitted and bolts tightened.
Wherever possible the system should be filled with fuel from a single batch. This
makes the task of comparing pre- and post-soak fuel test results much easier. If it is not
possible to fill with fuel from one batch, extra samples should be taken to establish a baseline
quality of the fuel before soaking commences. Further information on soak testing can be
found in EI 1540.
Initial fill should be by slow filling either by gravity from the depot storage tanks or
from a fueller/bowser followed by venting of low points, pit valves and any other venting
72
openings. It is important to vent the 15 cm (6 in.) riser as well as the inner sample line of low
points so constructed. During filling, the initial movement of the fuel from a high to a low
section of the pipe can be used to good effect to help 'push' any remaining debris to the
next low point.
Valves, flanges and fittings should be regularly checked for leakage during the filling
process.
Removal of air is particularly hazardous due to the flammability of the vapour,
potential compression ignition if pressurised and fuel spillage. An exclusion zone of at least
15 m (50 feet) to hot surfaces and sources of ignition should be maintained at all times
during the air venting process.
Venting of high points should be carried out with only the storage tank head, i.e. less
than 70 kPa (10 psi).
The vent tool should be large bore to avoid atomising the fuel through a small orifice.
Venting a hydrant system can be achieved either directly into a hydrant pit using a
vent hose, or into a vehicle tank. In the case of the former there is the risk of fuel splashing
back onto the operator. In the case of the latter, care shall be taken to avoid rapid expansion
of a high volume of air under pressure into fuel in a vehicle tank, as this could damage the
tank and/or cause a spill.
12.8 SOAK TESTING
Following a successful pressure test, the fuel should remain to soak within the hydrant
system for at least one week, after which representative samples of fuel should be taken
and subjected to laboratory analysis as required in JIG 2, Appendix A5. The results should be
compared with the results of tests on the fuel used to fill the system. Any variations from the
allowable limits in JIG 2, Appendix A5 should be investigated. If the testing shows the fuel to
be unacceptable for aviation use, the fuel should be removed and downgraded and the soak
test repeated with fresh fuel.
The section of pipe undergoing soak testing shall remain fully segregated by positive
means from the live hydrant.
12.9 LINE FLUSHING
12.9.1 The hydrant system should be flushed with on-specification fuel at a flow rate equivalent to
the highest achievable flow rate for the system, until fuel samples taken from low points are
clean (see 12.9.6). Note that system cleanliness cannot be confirmed by anything other than
a visual examination of the pipe internals and that the size of particles moved by flushing is
proportional to the flow rate (see Table C.2 of EI 1585). Where installed pumping capacity is
low to suit early years' operation, low flushing velocities may only move the smallest particles,
therefore other approaches should be considered.
Flush the full contents of the line in a sequence from the supply end to the furthest
point using a tanker and the pit valves along the system. Initial visual samples can be taken
at each point.
12.9.2 Flushing back to a dedicated tank without receipt filtration is the preferred method but
unless the hydrant is designed in the form of a loop, or temporary piping is installed, it will
not be possible to flush fuel directly into a large capacity storage tank. In this case, flushing
into vehicles or other temporary small capacity tanks will be required. It is essential that the
venting capacity of small tanks or vehicle tanks is sufficient to accept the flow rates achieved
during flushing.
73
12.9.3 To achieve the required velocity, it may be necessary to manufacture a manifold so that
several hoses may be connected to pit valve risers at the end of the leg to be flushed. Ball
valves or similar fast acting valves should be used to control the flow into vehicles, even if pit
valves are in place during the flush, but care should be taken not to create surge pressures
when closing them.
12.9.4 Ideally, flushing should be made through a return loop to a tank. It is preferable to carry out
the flushing without stopping the flow. The direction of flushing on complex systems should
be decided with flushing towards the chosen exit points being required. Note that particle
traps can be created on a flushing loop (e.g. at an eddy when flow turns 90 degrees through
a tee).
High flow rate flushing should only be undertaken after calculations have confirmed
that pump suction cavitation will not occur and that floating suction arm maximum allowable
flow rates are not exceeded.
12.9.5 As a general guide, each section should be flushed with a quantity equal to two to three
times the section capacity. The total volumes of fuel to be managed are considerable and
adequate storage availability may be difficult to achieve.
12.9.6 Flushing shall continue until satisfactory results on fuel samples are obtained. This can initially
be determined by visual observation of fuel samples to ensure they are C&B, sediment free,
the correct colour and water free by visual and CWD methods.
Once satisfactory visual samples are obtained, flushing should continue and double
colour membrane filtration tests should be carried out on each hydrant valve riser with
gravimetric membrane filtration testing carried out on random vertical hydrant valve risers
and all low points and horizontal spurs.
12.9.7 Fuel displaced during the flushing operation may be returned to airport or other aviation
storage provided that it can be segregated pending laboratory analysis confirming it is
suitable for aviation use. Tanks used to store such fuel may accumulate abnormal amounts
of solids and will require internal visual inspection and possible cleaning. Should the fuel be
unfit for aviation use it should be removed from airport storage and downgraded to non-
aviation use.
12.10 EMERGENCY SHUTDOWN (ESD) SYSTEM
The hydrant ESD system will be integrated with the fuel depot and this functionality shall be
tested and clear access and visibility of each ESD button confirmed prior to any possible flow
in the hydrant from hydrant pumps.
No refuelling should take place from a new stand or section of hydrant until the ESD
system is operational on each stand, unless an alternative emergency stop system has been
agreed by all parties.
12.11 HYDRANT VALVE CHECKS
Hydrant valve visual condition and static and dynamic testing as outlined in 9.3, 9.5 and 9.6
should be undertaken and the results recorded. These checks would usually be carried out in
conjunction with the hydrant operator.
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12.12 REMOVAL OF CONSTRUCTION AIDS
During construction, temporary valves, flanges or other construction aids may have been
fitted. Before project completion, these shall be removed or made safe for long term use.
One example of a construction aid is where hydrant pit boxes are supported on positioning
bars attached to the hydrant riser flange before the concrete pour. These positioning bars
shall be removed after the concrete has cured so that no stresses from apron movement are
transferred to the hydrant pipework.
Example of construction
positioning bar to be removed
Figure 21: Example of construction aid requiring removal
12.13 FINAL VISUAL INSPECTION
A project site walkabout should be undertaken to ensure that all project-related equipment,
materials, tools, barriers, signs and rubbish are removed and the site left in a clean condition.
Also check that there are no fuel leaks from any valves, flanges and controllers and that hydrant
pits and valve chambers are clean. The walkabout should be undertaken in conjunction with
the hydrant owner and operator.
12.14 TRAINING
The project manager should ensure that full training for hydrant operators is provided on
safe and effective operation of the hydrant. This would include general knowledge, hydrant
performance expectations, special maintenance and spare part requirements for equipment
where applicable, and operational training on hydrant control, hydrant integrity testing
system, CP and ESD systems.
12.15 COMMISSIONING DOCUMENTATION
All activities associated with the commissioning process should be fully documented and
retained. Documentation should at least include the following:
75
−− Detailed written procedures (method statements) covering any flushing, cleaning

and commissioning procedures to be carried out. These should specify: areas to be
included in the exercise; preparation details such as valve chambers to be opened and/
or entered; sections to be worked on; clear sequence of operations to be performed;
any limitations to be considered such as time constraints and samples and tests to be
carried out prior to handing over the system to the users. A risk assessment should
then be undertaken to determine if any further mitigation methods are necessary
and these used to prepare the necessary permit(s)-to-work.
−− Records of the emergency exercise and any remedial actions required.
−− Records of ESD system checks.
−− Records to show the implementation of the operation with results of tests on samples
drawn from various sections of the system. Low point sampling records should
also be established. Both the initial sample and final sample appearance should be
established for each low point involved in the exercise.
−− Records of the flow rate and velocity obtained in the various parts of the system.
Some companies establish Reynolds Numbers for the various sections flushed. Ideally
drawings of the overall system should be annotated with the route and direction of
flow and used as a reference to sections of the hydrant and the locations involved
in the exercise.
−− Membrane filtration records for each hydrant pit valve sampled during flushing.
'Base line' values should be obtained for samples taken from the downstream side
of at least one of the into-hydrant filter vessels and these used for comparison with
results obtained from the hydrant risers.
−− Recording of fuel volumes flushed: were they fit for aviation use, downgraded to
another fuel or disposed of?
−− Where fuel or pressure test water has been disposed of or discharged, the details of
the waste management, for making available to environmental authorities where
required.
−− A complete construction dossier (as-built drawings, material specifications, materials
and equipment suppliers' details, equipment manufacturers' operating manuals and
warranties, approvals, certificates and results from specialist service providers such as
welders, X-rays, holiday testing, pressure testing, back fill material and compaction
results, laboratory analysis of fuel soak test results, local or national regulatory
approvals, etc.) is to be handed over to the hydrant operator.
Examples of flushing, membrane filtration testing and low point sampling records are shown
in Annex B.
12.16 HANDOVER TO HYDRANT OWNER AND OPERATING COMPANY
The hydrant owner and operator should only accept handover of the completed hydrant
system when they are satisfied that all conditions of the project scope and agreement have
been satisfied, the system performs as expected, all commissioning documents are provided
and training has been completed. Once this is agreed, a project completion notice can be
issued, accepted and dated by the project participants.
Only when all tests and checks are satisfactory and documentation completed can
the hydrant line be released for aircraft fuelling.
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13 OPERATIONAL TIPS FOR ABNORMAL SITUATIONS
This publication contains a lot of operational information but when abnormal situations arise,
it may be difficult to find the applicable information quickly. Table 6 provides a quick reference
guide to information within this document, and other industry standards where appropriate,
on some abnormal situations that may arise. It should be recognised that, although Table
6 attempts to be comprehensive, there may be other abnormal situations or causes and
possible remedial actions that have not been covered.
77
Table 6: Quick reference guide for abnormal situations
Abnormal situation Possible cause Possible remedial action Reference
13.1 Sudden or gradual increase −− Hydrant inlet filter element −− Check hydrant inlet filter low point EI 1560
in low point sample water or bypassing. drain samples and filter historical 5.6, 6.1,
sediment. −− Pressure drop for hydrant valve records for any trends (short life, 6.2, 6.3,
change or other maintenance high differential pressure, internal 7.1, 7.1.1,
followed by flow surge on start condition). 7.3, 11.5,
up. −− Internal inspection of hydrant inlet JIG 2
−− Change in flow regime (e.g. filter vessels and elements. A6.2.1,
greater installed pump capacity, −− Review start up procedures after A6.2.2,
change in flow direction, low or zero pressure event. A6.2.4,
alternative flow routes closed −− Check pump controller for correct A6.2.5
off resulting in higher local sequencing, start/stop settings, low
flows, increase in local flows or high flow condition settings.
due to change in demand −− Check surge suppressors for correct
(change in aircraft size and/or pressure (where fitted).
schedule)). −− Increase frequency of low point
78
−− Air in system leading to pipe sampling.
corrosion. −− Check high points and remove any
−− Microbial growth in deadlegs or air.
areas subject to low velocity. −− Consider fast flushing of hydrant
line.
−− Review for deadlegs and areas of
low velocity.
13.2 Sudden or gradual increase in −− See 13.1
dispenser filter inlet sample
water or sediment.
13.3 Sudden increase in dispenser −− See 13.1
filter differential pressure.
13.4 Short filter element life in −− See 13.1

dispenser.
13.5 Short filter element life of −− Increased throughput. −− Check historical throughput growth JIG 2
hydrant inlet filter. −− Supply tank contaminated. trends. 6.1.1, 6.2,
−− Incoming fuel supply with −− Check supply tanks are within 6.2.1,
higher than normal moisture or inspection/clean period. 6.2.2,
particulate load. −− Check supply tank low point 6.2.4,
−− Maintenance or extensions to sample and records. 6.2.5
pipework or valves between −− Carry out visual internal inspection
tank and filter. of tanks for sediment and water.
−− Inlet filter to storage tank −− Review incoming fuel RCQ and/
bypassing. or release notes for colour and
−− Microbial growth in deadlegs or particulate trends.
areas subject to low velocity. −− Increase frequency of supply
tank and filter vessel low point
sampling.
−− Review tank inlet and hydrant inlet
filter differential pressure and low
79
point sample records for trends.
−− Review cleanliness upstream of
hydrant inlet filter vessels.
−− Review for deadlegs and areas of
low velocity.
13.6 Dispenser hydrant coupling −− Dispenser hydrant coupling −− Isolate section of hydrant, remove EI 1560
impact, knock-off or and/or hose impacted by other hydrant valve and replace valve. 9.9.1,
drive- away. ground support vehicle. −− Carry out inspection of hydrant 9.9.2
−− Dispenser driven away while valve and riser.
coupling remained connected to −− Request dispenser operator to carry EI 1584

hydrant valve. out inspection of hydrant coupling. Annex C
13.7 Pressure drop in hydrant −− Maintenance or changing of −− Confirm no maintenance has been EI 1560
during inactive periods. valves, filters, etc. undertaken during closed period. 5.2, 9.5,
−− Leaking hydrant pit valve. −− Check all hydrant valve pits for 9.7,
−− Hydrant dispenser connection presence of fuel. 10.2.1,
outside normal operating hours. −− Carry out hydrant valve integrity 10.3
−− Use of test rig outside normal check.
operating hours. −− Check with hydrant users for after
−− Bypassing check valve or hours connections or use of test
isolation valve back to tank. rig.
−− TRV or PRV leakage or bypass. −− Visual check of all valves, flanges,
−− Valve stem seal leak. joints, pipes and filter vessel cap
−− Flange gasket leak. seals for indications of fuel leaks or
−− Pipe wall perforation failure. weeps.
−− Pipe welded joint stress failure. −− Confirm all low and high point
−− Air has entered the system. valves are fully closed, capped and
locked.
80
−− Check high point vents (carefully)
and review hydrant operation for
circumstances that could induce air.
−− Confirm DB&B valve cavity drain
valves are not bypassing.
−− Confirm isolation valves are
effective.
−− Carry out pipe pressure test.
13.8 Zero or very low hydrant −− Hydrant system leak or bypass. −− Investigate reason before restarting EI 1560
pressure at opening time. pumps. 7.1, 7.3,

−− See 13.7. 9.7
−− Carry out low and high point
sampling before returning to

service.
13.9 Hydrant pump frequent start/ −− Hydrant system leak or bypass. −− See 13.7. EI 1560
stop with short run time. −− Instrument error. 7.3
13.10 Faulty ESD system that cannot −− Electrical system failure. −− Notify all apron users, hydrant EI 1560
be repaired immediately. system owner and airport company. 7.5
−− Implement temporary
communications system such as
two way radio between hydrant
users and hydrant control room.
−− Confirm there is no construction,
modification or repair work or
ground works being undertaken to
buildings or other areas where the
ESD system cables run.
−− Check control system interface
relay is functional.
−− Confirm electrical supply fuse has
not blown.
13.11 Difficult connection/ −− Hydrant pit valve bypassing −− Carry out hydrant valve integrity EI 1560
81
disconnection of hydrant internally. checks. 9.5
coupler to valve. −− Faulty coupler.
13.12 Fuel in hydrant pit. −− Hydrant pit valve leaking. −− Visual check for leaks or weeps EI 1560
−− Pilot valve leak. around valve flanges, pilot valve or 9.5, 9.6.1
−− Maintenance valve seal leak. maintenance valve.
−− Flange gasket leak. −− Carry out hydrant valve integrity
−− Hydrant coupling wear or leak. checks.
−− Spilled fuel on a high water −− Carry out hydrant valve wear
table coming back into the check.
hydrant pit. −− Ask dispenser operator to check

hydrant couplings for seal wear or
coupling wear.
13.13 Water in hydrant pit. −− Damaged pit lid seal. −− Replace damaged seal. EI 1560
−− Damaged environment seal at −− Replace damaged riser pipe seal. 9.5, 9.6.1
riser pipe due to high water −− Clean out drainage channels.
table. −− Increase frequency of hydrant pit
−− Drain channels (fitted to some cleaning and draining programme.
hydrant pits) blocked. −− Raise pit lid to above surrounding
−− Hydrant pit now in depression ground level.
after apron resurfacing.
13.14 Fuel or water in hydrant valve −− Damaged chamber lid seal. −− Replace damaged cover seal. EI 1560
chamber. −− Damaged environment seals −− If Gatic style covers, clean and 9.5, 9.6.1
where pipes or control systems regrease tapered face areas.
penetrate valve chamber walls −− Replace or repair damaged wall
(either from high water table or penetration seals.
from pit and duct system). −− Clean out drainage channels.
−− Drain channels blocked. −− Increase frequency of valve
−− Valve chamber cover now chamber cleaning and draining
82
in depression after apron or programme.
ground resurfacing. −− Raise chamber cover to above
−− Fuel leak from pipework or surrounding ground level.
external leak migrating in. −− Install valve chamber liquid level
instrumentation with remote
indication in control room.
13.15 CP system rectifier output −− Corrosion protection coating −− Contact CP system specialist EI 1560
values slowly falling. defects increasing in number or to reset rectifier outputs within 11.3, 11.4
size. acceptable limits.
−− Anode bed abnormally dry. −− Arrange for CP system test

−− Anode bed failing or spent. point reference cell checks to be
undertaken.
−− Arrange for DCVG coating defect

survey to be undertaken.
13.16 CP system rectifier output −− Rectifier electrical system failure. −− Check rectifier power supply is on EI 1560
values suddenly falling or −− Damaged or broken cables to and internal fuse is not blown (e.g. 11.4
erratic values. hydrant pipe. from welding current).
−− CP insulating flange has been −− Check areas surrounding hydrant
bridged. line and cable route for excavation,
−− Interference from an adjacent pile driving and drilling or other
CP system. construction activity.
−− Interference from electric train −− Check that insulating flanges have
system. not been bridged. For example
−− Interference from adjacent high new pipework, sense lines or cable
voltage electrical cables. trays, etc.
−− Check surrounding area for
signs of new electric train system
installation or modifications.
−− Check surrounding area for signs
of new electrical cabling activity.
83
−− Engage CP specialist to assess CP
system.
ANNEX A
EXAMPLE TASK CARDS
To provide some general information, a number of task cards for some of the more common
inspection and maintenance activities are included in this annex. These task cards are provided
for guidance only and site-specific equipment, hazards, operational constraints, controls and
regulatory requirement details should be added as appropriate.
The task cards include check boxes against specific items which can be used to confirm
the item has been inspected, and a comments field at the end to record any observations or
issues. For examples of forms with which to record results from inspections/tests, see Annex
B.
Task cards:
A.1 Pipes and flexible joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

A.2 Valves – visual inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
A.3 Pressure relief and thermal relief valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
A.4 Shock absorbers/alleviators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
A.5 Pumps and motors - mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
A.6 Membrane testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
A.7 Cathodic protection systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
A.8 Hydrant low point flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
A.9 Hydrant high point check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
A.10 Hydrant pit inspection and clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
A.11 Hydrant valve chamber inspection and clean . . . . . . . . . . . . . . . . . . . . . . . . . 105
A.12 Hydrant valve integrity check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
A.13 Hydrant valve checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
A.14 Hydrant emergency shutdown (ESD) button testing . . . . . . . . . . . . . . . . . . . 110
A.15 Emergency equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
84
Task card
A.1 Pipes and flexible joints
Frequency Three-monthly visual inspection
General Task to be undertaken by hydrant operator, maintenance personnel
or contractor.
Gather together any required materials and tools:
−− Records/forms and pen.
−− Keys for padlocks.
Safety:
−− Use standard PPE for refuelling and maintenance activity.
−− Advise control room of tank compound entry and task to be performed.
−− Use designated walkways, stairs, platforms and access routes. Don’t stand or walk on pipes
or unstable areas.
−− Be aware of moving vehicles and equipment in operational areas.
Activity:
Above ground pipes and pipes accessible for visual external inspection (e.g. in open
culverts)
a. General condition - paint in good condition, correct paint colour code for the
fuel, no corrosion, no physical damage.
b. Flanges and fittings - No leaks, weeps or stains and all flange bolts are fitted
correctly and tight. Bolts should be tightened using a torque wrench to the
correct value for the bolt diameter.
c. Pipe supports - supports are firmly anchored, they support the pipe without
putting undue stress on the pipe, the contact point between the support and
pipe is not wearing the pipe and there is no corrosion.
d. Pipe support adjustment is correct and adequately supports the pipe along its
entire length.
e. Where pipes penetrate walls, ensure the pipe is central within the hole and the
link belt or other sealing device is tight, clamps are tight, there are no holes or
cuts and the sun has not damaged the material.
f. Labelling - fuel grade and flow direction labels are present and not faded.
g. Pipe surroundings - Ensure no debris or vegetation has built up and water is not
pooling around pipes. This can lead to corrosion or damage in case of fire.
h. Confirm that there is no adjacent activity or construction that could damage the
pipe integrity.
i. Where pipes are located in culverts or open channels, ensure the area is clean
and dry.
Underground pipes
A visual inspection can identify the following:
a. Pipe surroundings - ensure no large stockpiles (e.g. debris or construction
materials) or vegetation with long tap roots (e.g. trees) have built up as this can
lead to coating or pipe damage.
b. Confirm that there is no adjacent activity or construction that could damage the
pipe integrity.
85
Task card
A.1 Continued Pipes and flexible joints continued
c. Confirm that there are no dead grass patches which could indicate a fuel leak.
d. Pay particular attention to the soil:air interface point where the pipe enters/
leaves the ground. Look for corrosion or deterioration of the pipe coating.
e. Where pipes penetrate walls, such as into valve chambers, ensure the pipe is
central within the hole and the link belt or other sealing device is tight, clamps
are tight, there are no holes or cuts and the sun has not damaged the sealing
material. Inspect sleeve tell-tales for leaks.
f. In uncontrolled areas ensure 'buried pipe' warning signs are present and legible.
Flexible pipes
a. Confirm there are no leaks or weeps.
b. Confirm alignment has not changed.
c. Confirm there is no sun damage and the pipe has not perished.
d. Confirm there is no physical damage or no bulges or cuts.
e. Confirm there is no corrosion.
f. Remove and internally inspect (where required).
g. Pressure test (where required).
h. Replace at time life period (where required).
Inspection results/comments/equipment identification number:
Date of check:
Check undertaken by:
Defect report completed Forms/records updated
86
Task card
A.2 Valves - visual inspection
Frequency Annual or where required, such as after storm water flooding of
valve chamber.
or contractor.
−− Keys for padlocks.
−− Radio to communicate with control room.
−− Lifting tools for valve chamber access covers.
−− Replacement oil or grease for gearbox drives or airline lubricators
(where required). Replacement diaphragms or other specialist
materials for modulating valves.
Safety:
−− Use designated walkways, stairs, platforms and access routes. Don’t stand or walk on pipes or
unstable areas.
Activity:
a. Confirm there are no leaks or weeps around flanges or stem seals.
b. Confirm there is no physical damage.
c. Confirm valve stem threads and hand wheels are appropriately lubricated and
easy to move.
d. Confirm that valves that should be locked are locked.
e. For DB&B valves, close the valve and open valve cavity drain valve. A drain valve
leak will indicate the main valve is bypassing and repairs should be scheduled.
Close the cavity drain valve before reopening the DB&B valve. Confirm the small
bore pipework associated with the cavity drain valve is not corroded.
f. Confirm automated DB&B valve emergency air over oil systems are operational
and have sufficient clean oil in the reservoir.
g. Confirm motorised valve electrical cables are not damaged or cracked from the
sun and that cable glands are not exposed.
h. Where actuated valves are air-operated, ensure airlines are not damaged, that
the piston moves smoothly and that air system automatic water drains and
airline lubricators are operational. Replace or top up lubricator oil as required.
i. For instrument air supply systems, ensure the drier is functioning correctly.
j. Where applicable, replace gearbox lubricant or air/oil system oil in accordance

with manufacturers' recommendations.
87
Task card
A.2 Continued Valves - visual inspection continued
k. Where motorised valves have a manual override function, ensure this is
operational.
l. Where PLCs are used, confirm the valve physical position is consistent with the
PLC indicator.
m. For modulating valves, observe the smooth operation of the valve stem (not
jerky or hunting), check the condition of the sense lines and devices. Where
applicable, replace diaphragm membranes in accordance with manufacturers'
recommendations. Where fitted, ensure the diaphragm indicating rod is clearly
visible and not painted over.
Date of check:
88
Task card
A.3 Pressure relief and thermal relief valves
Frequency Annual
or contractor.
−− Forms and pen.
−− Hand tools for removing valves from equipment.
−− Padlocks, chains and signage to isolate equipment while valve is
removed.
−− Blanks or caps to prevent ingress of rain, dirt or insects while
valve is removed.
−− Drain trays or absorbent materials to catch any fuel which may
spill during valve removal.
−− Access steps or scaffolding where fitted work platforms are not
available.
−− Valve test rig.
Safety:
or unstable areas.
−− Use the correct tools for the job.
−− Ensure equipment has been isolated and depressurised before removing valves.
−− Ensure any common drain lines have been capped to prevent back flow of fuel and potential
spillage.
Activity:
Pressure relief valves
a. Confirm no corrosion is present.
b. Confirm the sight glass is clean and any indicator is free to spin or float.
c. Confirm there is no physical damage.
d. Confirm that downstream pipework has not been modified to restrict flow.
e. Confirm there are no leaks or weeps.
f. Confirm the PRV identification is in place and the required pressure setting is
correct (compare against P&ID or other documented record).
g. Ensure the equipment is depressurised and the isolating valve is shut and locked,
then remove the relief valve for testing.
h. Fit the valve to a test rig (usually a pressure gauge and hand pump) and slowly
increase the pressure. Note the pressure at which the valve relieves. Ensure any
relieved product is vented into a container.
89
Task card
A.3 Continued Pressure relief and thermal relief valves continued
i. Note the pressure at which the valve stops venting fuel, i.e. the valve shall reseat
before all pressure is released. Slowly increase pressure to normal working
pressure to check that the valve has reseated.
j. Compare relieving pressure with the valve data plate setting.
k. If the valve is not set correctly or will not reseat, dismantle and clean the valve
components, re-assemble and retest. The adjustable screw will need to be reset to
the valve data plate setting.
l. Repair any previously identified leaks or weeps and refit the PRV.
m. Ensure any isolation valve fitted to the relief valve is locked in the open position.
n. Check for leaks.
Thermal relief valves

a. Confirm no corrosion is present.
b. Confirm there is no physical damage.
c. Confirm there are no leaks or weeps.
d. Confirm the TRV identification tag is in place and the required pressure setting is
correct.
e. Ensure the equipment is depressurised and isolating valves are shut and locked,
and then remove the relief valve for testing.
Note 1: TRVs can be tested in situ provided the appropriate test valves, pump attachment
points and gauge points are installed at the time of construction.
Note 2: TRV lines will always contain fuel which cannot be drained prior to removal. This
fuel shall be drained into buckets bonded to the pipework, and the fuel disposed of in the
approved facility. Fuel shall not be released to the environment.
f. Fit the valve to a test rig (usually a pressure gauge and hand pump) and slowly
increase the pressure and note the pressure at which the valve relieves. Ensure any
relieved product is vented into a container.
g. Also note the pressure at which the valve stops venting fuel, i.e. the valve shall
reseat before all pressure is released.
h. Compare relieving pressure with the valve data plate setting.
90
Task card
A.3 Continued Pressure relief and thermal relief valves continued
i. If the valve is not set correctly or will not reseat, dismantle and clean the valve
components, re-assemble and retest. Some of these valves are not adjustable. If
they fail the second test, they should be replaced. In some cases it may be more
cost effective to replace the valve each time without testing.
Note 3: TRVs should only be removed for a short period of time. Where extended time is
expected due to valve repair or replacement, an alternative method of pressure relief shall
be provided to prevent equipment damage.
Examples of methods
i. Install a temporary gauge and valve, monitor pressure and relieve any excess pressure
into a bucket.
ii. Drain fuel from the line to provide an expansion volume.
iii.Provide an alternative route for pressure relief.
j. Repair any leaks or weeps previously identified and refit the TRV.
k. Open TRV isolation valves and lock in the open position.
l. Check for leaks.
Date of check:
91
Task card
A.4 Shock absorbers/alleviators
Frequency Annually
or contractor.
−− Hand tools for removing re-pressurisation valve cover.
−− Access steps where a fitted platform is not provided.
−− Pressure test tool and gauge.
−− Nitrogen cylinder with correct adaptor and hose.
−− Below ground chamber or pit cover lifting tools (e.g. Gatic
covers).
Safety:
or unstable areas.
−− Nitrogen cylinders are high pressure vessels and shall be handled with care to prevent damage
to their valve.
−− Ensure steps and platform are secure.
−− Where shock absorbers are located in below ground pits or chambers, full hazard
identification, JSA and confined space entry PTW procedures shall be implemented.
Activity:
a. Visual inspection to identify any corrosion on the pressure vessel or supply lines
and valves.
b. Confirm there is no physical damage to the shock absorber or supply lines and
valves.
c. Using the correct tool, check the pressure is set to the system designer’s, or the
manufacturer's, recommendation. In the absence of manufacturer’s information,
a general pressure guide is 90 % of normal operating pressure.
d. Check label clearly shows gas type and pre-charge pressure.
e. Recharge pressure where required.
Date of check:
92
Task card
A.5 Pumps and motors - mechanical
Frequency Six-monthly or as recommended by the manufacturer or supplier
or contractor.
−− Hand tools for removing coupling guards and lubricant drain
plugs and fill points.
−− Pump switch lock out device.
−− Grease gun.
−− Gearbox oil.
−− Drain tray and rags if oil to be changed.
−− Vibration detection equipment.
−− Temperature probe or thermal imaging device.
Safety:
or unstable areas.
−− Isolate pump motor switch and lock out.
Activity:
a. Confirm that there are no leaks or weeps from flanges or gland seals.
b. Confirm that there are no unusual noises from the pump or motor.
c. Confirm there is no unusual or excessive vibration from the pump or motor.
d. Confirm the pump or motor is not excessively hot to the touch.
e. Confirm all coupling guards are in place.
f. Confirm there is no physical damage.
g. Confirm cables, cable glands and electrical junction boxes are in good condition,
there is no sun damage or frayed cables.
h. Confirm exhaust pipes, silencers and flame traps on diesel motors are secure,
there are no leaks and noise is not excessive.
Note: The following checks are to be done after hazard identification and JSA have been
undertaken and a PTW has been authorised. Pump motors shall be electrically isolated,
locked out and tagged at the control room, main switch board and local switch adjacent
to the pump.
i. Apply grease or lubricating oil to the pump, motor or gearbox (where fitted)
according to the manufacturer's recommendations. DO NOT LUBRICATE
EXCESSIVELY.
j. Change gearbox and/or engine oil as required by the manufacturer and dispose
of used oil in the approved disposal system.
93
Task card
A.5 Continued Pumps and motors - mechanical continued
k. Remove coupling guard and inspect coupling for worn bushes, worn splines,
deteriorated rubber mounts, loose chains or caps, indications of excess dust
being thrown out from the coupling.
l. Confirm all pump, motor, gearbox and sub frame mounting attachment bolts are
tight. Check for visual indications of rust stains around mounting footings or bolt
heads which could indicate looseness.
m. Carry out any corrosion treatment if required.
n. Check electric motor cooling fan to ensure it is free of debris and blades are in
good condition.
o. Where any repairs have been undertaken, test run the pump to ensure there are
no fuel leaks, vibration or unusual noise.
p. Undertake vibration detection testing (use suitably trained site operators or
external service providers).
q. Undertake temperature measurements or thermal imaging (use suitably trained
site operators or external service providers).
Date of check:
94
Task card
A.6 Membrane testing
Frequency Monthly and six-monthly
or contractor.
−− Male coupling for filter dry break coupling.
−− Three-way valve for flushing hoses.
−− Capsule housing.
−− Capsule with membrane filters.
−− Bucket to retain flushed volume plus sample volume.
−− Safcon unit (if applicable).
−− Suction pump to remove excess fuel from the capsule.
−− Flat bladed tweezers to remove membranes from the capsule.
−− ASTM colour rating guide.
−− Absorbent materials.
Safety:
−− Advise control room of task to be performed.
−− Ensure fire extinguishers are available and operational.
Activity:
a. For FWS and microfilter vessels, undertake the test at a time of day during
frequent aircraft refuelling activity to ensure the vessel will be operational at
normal maximum flow rate during the test.
b. Assemble the membrane monitor capsule and connect equipment.
c. Use the membrane 'bypass' setting and flush the equipment with two litres (0,5
USG) of fuel.
d. Switch to 'test' setting and pass five litres (1,3 USG) of fuel through the
membrane while the filter vessel continues to operate at normal maximum flow
rate. Use a smooth operation to move the valve from 'bypass' to 'test' position.
Sudden change may burst the membrane due to excess surge pressure.
e. A back pressure of 2.1 to 2.4 bar (30 – 35 psi) on the membrane should be
maintained throughout the test.
f. The five litres (1,3 USG) are to be passed through the membrane over a period
of two to 12 minutes. (A nominal target is five litres over five minutes as an easy
way of remembering the requirement.)
g. Close the test valve and wait for two minutes for any static charges to dissipate
then disconnect from the filter.
h. Remove the capsule from the housing and suck out any remaining fuel using the
special pump provided in the Millipore kit.
i. Using tweezers gently remove the membrane from the capsule and inspect it to
confirm that it has not been perforated during the test.
j. Compare the colour of the membrane with the ASTM colour chart and record
the result. This is the 'wet' result.
95
Task card
A.6 Continued Membrane testing continued
k. Place the wet membrane on a clean surface in a well ventilated area and allow
to dry.
l. When dry, compare the membrane with the ASTM colour chart and record the
results. This is the 'dry' result.
m. Compare the wet and dry results with each other and with previous test results.
n. If the result is outside limits, repeat the test using two membranes placed within
the capsule and check the results.
o. If this test is also outside limits, complete a gravimetric test and carry out an
investigation as to the likely cause of the failed tests.
p. Disconnect and store all equipment and update records.
Date of check:
96
Task card
A.7 Cathodic protection systems
Frequency Monthly
or contractor.
−− Keys for access to CP controls.
Safety:
or unstable areas.
Activity:
Sacrificial anode system
a. Check value of push-to-read meter (where fitted).
b. If value is in the 'red' zone, place water onto the anode bed area or via the
special tube supplied.
c. Wait for approximately 20 minutes and repeat the reading.
d. If a second addition of water fails to return the meter to the 'Green' zone,
record the reading and contact the CP system specialist.
e. Check the flange insulation kit(s) to confirm it has not deteriorated or has not
been bypassed by additional pipework or other metallic items.
f. Ensure the annual test by the CP system specialist has been completed and any
remedial actions followed up and implemented.
Impressed current system
a. Record the transformer rectifier output ammeter and volt meter results.
b. Compare with previous results to confirm no significant change between tests.
c. If there has been a change in results, contact the CP system specialist.
d. Check the flange insulation kit(s) to confirm it has not deteriorated or has not
been bypassed by additional pipework or other metallic items.
e. Check there is no corrosion developing around the point where the CP cable is
attached to the pipe.
f. Ensure the annual test by the CP system specialist has been completed and any
remedial actions followed up and implemented.
97
Task card
A.7 Continued Cathodic protection systems continued
Date of check:
98
Task card
A.8 Hydrant low point flushing
Frequency Weekly (or more frequently if required)
or contractor.
−− Low point flushing vehicle.
−− Lifting aids for removing of covers where required (e.g. Gatic,
Norinco or other style covers).
−− Scraper and grease for Gatic style cover seals.
−− Sampling containers and water detector capsules and syringe.
−− Cleaning rags.
−− High visibility cones.
−− Fully charged fire extinguishers.
Safety:
−− Use designated areas for driving around apron.
−− Choose a time of day to minimise aircraft movement activity.
−− Consider weight of covers to be lifted and use lifting aids or additional assistance where
required.
−− Ensure fire extinguishers are readily available and note where the nearest hydrant system ESD
button is located.
Activity:
a. Check low point flushing vehicle and ensure all required equipment is on board,
tank is drained and clean, hose and fittings are in good condition and overfill
protection system is functional.
b. Proceed to the first low point, park in a safe position and deploy high visibility
cones around the vehicle and work area.
c. Remove pit cover and low point valve dust cap and ensure the coupling is clean
and free of water.
Note: Where valves are in a deep pit or chamber, confined space entry permit conditions
shall be implemented.
d. Attach the low point hose coupling ensuring it is fully locked in place, confirm
tank valves are open to receive fuel, then slowly open low point valve.
e. After flushing between 50 and 200 litres (13 and 53 USG) more than the low
point pipework volume, obtain a running sample and carry out a visual sample
check including a CWD check.
f. Repeat running samples until a C&B sample is obtained.
g. Record initial results and final results including a description of any water,
sediment and remedial action taken. Repeat tests until a C&B sample is
obtained.
h. Close all valves, remove and stow low point hose, replace caps and covers, stow
high visibility cones.
99
Task card
A.8 Continued Hydrant low point flushing continued
i. Replace Gatic or other valve chamber lids. Ensure the Gatic cover faces are clean
and greased. This is to minimise the ingress of rain water.
j. Complete a vehicle walk around, enter cab and drive off to the next location or
return to the depot to empty vehicle tank.
k. Leave vehicle to settle for 10 minutes and take a tank low point sample. If
sample is C&B, return the fuel to bulk storage.
l. If a C&B sample cannot be obtained, leave to settle for longer or consider
disposing of the fuel. The tank should be internally inspected before further low
point sampling.
Date of check:
100
Task card
A.9 Hydrant high point check
Frequency Annual (or more frequently if required)
or contractor.
−− Flushing vehicle.
−− Sampling containers.
Safety:
required.
button is located.
−− This is a non-routine and extremely hazardous task. Therefore a hazard identification, risk
assessment and PTW process is required before commencing work.
−− Ensure there are no adjacent activities or other potential sources of ignition.
Activity:
a. Check service vehicle and ensure all required equipment is on board, tank is
drained and clean, hose and fittings are in good condition and overfill protection
system is functional.
b. Proceed to the first high point, park in a safe position and deploy high visibility
cones around the vehicle and work area.
c. Remove pit cover and high point valve dust cap and ensure the coupling is clean
and free of water.
Note: Where valves are in a deep pit or chamber and entry is required, confined space
entry permit conditions shall be implemented.
d. Attach the low point hose coupling ensuring it is fully locked in place, confirm
tank valves are open to receive fuel, then only partially open high point valve very
slowly.
e. If the hose is jumping or jerking, this indicates there is a considerable volume
of air present and the high point valve should be closed down or throttled back
slightly.
f. Observe the sight glass for signs of air bubbles in the fuel and continue flushing
until there are no more bubbles or entrained air.
101
Task card
A.9 Continued Hydrant high point check continued
g. Close all valves, remove and stow low point hose, replace caps and covers, stow
high visibility cones.
h. Replace Gatic or other valve chamber lids. Ensure the Gatic cover faces are clean
and greased. This is to minimise the ingress of rain water.
i. Complete a vehicle walk around, enter cab and drive off to the next location or
return to the depot to empty vehicle tank.
j. Leave vehicle to settle for 10 minutes and take a tank low point sample. If sample
is C&B, return the fuel to bulk storage.
k. If a C&B sample cannot be obtained, leave to settle for longer or consider
disposing of the fuel. The tank should be internally inspected before further high
or low point sampling.
Date of check:
102
Task card
A.10 Hydrant pit inspection and clean
Frequency Weekly (or more frequently if required)
or contractor.
−− Container for storing solids or debris removed from pits.
Safety:
required.
button is located.
Activity:
a. Check hydrant servicing vehicle and ensure all required equipment is on board,
tank is drained and clean, hose and fittings are in good condition, suction screen
is clean and fresh water tank is full.
b. Proceed to the first pit, park in a safe position and deploy high visibility cones
around the vehicle and work area.
c. Remove pit cover and check for water, fuel or solids in the pit.
Note: Where valves are in a deep pit or chamber, confined space entry permit conditions
shall be implemented if entry into the chamber is required.
d. Using the suction hose, remove any materials identified.
e. Ensure pit lid seal is in good condition.
f. Ensure the pit lid is tethered to the pit chamber, the tether is in good condition
and it is not tangled around the hydrant valve.
g. Confirm the hydrant valve and dual pilot valve dust covers are tethered and are in
place.
h. Check the top of the hydrant valve is not damaged.
i. Confirm there are no fuel leaks.
j. Check the lanyard connection cables are secure and not damaged.
103
Task card
A.10 Continued Hydrant pit inspection and clean continued
k. Where necessary, use the water blaster to clean the pit and remove excess water
with the suction hose. Take care not to inject water into the top of the pit valve
or pilot valve.
l. Record results.
m. Replace covers, stow hoses and high visibility cones.
n. Complete a vehicle walk around, enter cab and drive off to the next location.
o. Keep note of the contents of the tanks and return to the depot and dispose of
oily water and/or top up fresh water tank as required.
p. After completion of the last pit, return to the depot, dispose of oily water,
clean suction screen.
Date of check:
104
Task card
A.11 Hydrant valve chamber inspection and clean
Frequency Annually (or more frequently if required)
or contractor.
−− Container for storing solids or debris removed from pits.
Safety:
required.
−− Ensure fire extinguishers are readily available and note where the nearest hydrant hydrant ESD
button is located.
−− Entry into valve chambers shall be covered by a confined space entry permit.
Activity:
a. Check hydrant servicing vehicle and ensure all required equipment is on board,
tank is drained and clean, hose and fittings are in good condition, suction screen
is clean and fresh water tank is full.
b. Proceed to the first valve chamber, park in a safe position and deploy high
visibility cones around the vehicle and work area.
c. Remove chamber cover and check for water, fuel or solids in the chamber.
Where covers are segmented, only remove sufficient covers for ventilation, visual
observation or access as required to minimise manual handling risk exposure
when handling heavy covers.
d. Clean cover seal areas, ensure seal materials or faces are in good condition and
regrease (where applicable).
e. Using the suction hose, remove any liquids or materials observed.
f. Confirm there are no fuel leaks in pipe flanges or valve stem seals. For DB&B
valves, open the drain to check for seal integrity.
g. Confirm there are no groundwater leaks or weeps through pipe or cable
penetration seals.
h. Check valve chamber restricted access warning signs are present and legible.
i. Confirm that valve chamber civil structure has no visible failure points (cracked
walls, covers etc.).
105
Task card
A.11 Continued Hydrant valve chamber inspection and clean continued
j. Where fitted, check that any water or hydrocarbon level/sensing devices are
operational and that associated alarm function is received back at the depot
control room.
k. Where necessary, use the water blaster to clean the pit and remove excess
water with the suction hose. Take care not to inject water directly into valve
stems, motorised valve drive systems or electrical equipment.
l. Record results.
m. Replace covers, stow hoses and high visibility cones.
n. Complete a vehicle walk around, enter cab and drive off to the next location.
o. Keep note of the contents of the tanks and return to the depot and dispose of
oily water and/or top up fresh water tank as required.
p. After completion of the last chamber, return to the depot, dispose of oily water
and clean suction screen of the maintenance vehicle.
Date of check:
106
Task card
A.12 Hydrant valve integrity check
Frequency Monthly
or contractor.
−− Pressure equalising valve depressing shield.
Safety:
Activity:
a. Drive to the first hydrant valve and park in a safe position.
b. Lift the pit lid, remove the valve dust cover and check the valve top is clean and
dry.
c. Ensure the valve operating mechanism (lanyard or pilot valve) is in the closed
position.
d. Using the shield (or modified hydrant coupler), depress the pressure equalising
poppet valve.
e. If, after an initial fuel release, there is no further flow of fuel, the valve is in good
condition.
f. If the flow of fuel continues, the valve bottom half seal (or a seal in the dual pilot
valve) is damaged and the valve is to be removed for overhaul.
g. Record results.
h. Replace caps and pit lid and move to the next position.
Date of check:
107
Task card
A.13 Hydrant valve checks
Frequency Six-and 12-monthly
or contractor.
−− Stop watch.
−− Wear gauges.
Safety:
−− If a hydrant dispenser/fueller combination is used, ensure the same precautions as for loading
of a fueller from a hydrant dispenser are implemented.
Activity:
Wear checks (annual)
a. Drive to the first hydrant valve and park in a safe position.
b. Lift the pit lid, remove the valve dust cover and check the valve top is clean and
dry.
c. Using the wear gauge supplied by the hydrant valve manufacturer, pass the
gauge over the top of the valve in a number of different positions around the
circumference to confirm the valve face diameter is within limits.
d. Where provided by the manufacturer, turn the wear gauge over and repeat the
process to confirm the angular faces are within limits.
e. If any part of the valve is outside limits the valve shall be removed from service
and the top half changed.
f. Record results.
Dynamic testing (annual or after overhaul or repair)

a. Dynamic testing can be carried out during aircraft refuelling, using a hydrant
dispenser and fueller combination or using a hydrant servicing vehicle with this
function built in.
b. With the fuel flowing at normal maximum achievable flow rate, pull the lanyard
and note the time it takes for fuel flow to cease. The time is to be between two
and five seconds.
c. For hydrant valves fitted with air-operated pilot valves, establish normal maximum
achievable flow rate, then terminate and release the air supply to the pilot valve.
This can be done by either activating the air supply test valve (where fitted) or by
quickly removing the quick disconnect coupling from the pilot valve.
d. Record results.
e. If outside the limits, the hydrant valve is to be removed from service and
overhauled.
108
Task card
A.13 Continued Hydrant valve checks continued
f. Repeat the dynamic test for the repaired or replaced valve and check for signs of
fuel leaks or weeps.
g. Record results.
Date of check:
109
Task card
A.14 Hydrant emergency shutdown (ESD) button testing
Frequency Monthly
or contractor.
−− Radio for communications back to the depot.
−− Agree two person team.
Safety:
−− Liaise with into-plane fuelling company.
−− Confirm radio communications are operational.
Activity:
a. Assemble a two person team with one person to remain at the control panel
to reset the system after each ESD activation and the other person to activate
each ESD button along the apron and within the depot.
b. Where hydrant dispensers include remote (wireless) controlled ESD activation
buttons, liaise with the into-plane fuelling company(s) to ensure these vehicles
are included in the test programme.
c. Agree the schedule of ESD buttons to be tested this month, (each button shall
be activated at least twice each year).
d. Ensure radio communications between the two team members are
operational.
e. Activate each button in turn and confirm that alarm has activated, hydrant
pump closed, tank shell valve has closed (where applicable).
f. Confirm that each ESD button is easily accessible.
g. Confirm that the ESD button signage is in place, is in a visible location, is

legible and firmly attached to the structure.
h. Observe any building or other activity which might compromise ESD button
access or the electrical circuitry.
Date of check:
110
Task card
A.15 Emergency equipment
Frequency Weekly
or contractor.
−− Keys for door access.
−− Hand tools for opening foam drain line caps.
Safety:
−− Advise control room of areas to be entered and task to be performed.
−− Use designated walkways, stairs, platforms and access routes. Don’t stand or walk on pipes or
unstable areas.
Activity:
Fire systems
a. Confirm fire extinguishers are located at each designated position and are the
correct type.
b. Confirm pressure gauges are in the green/safe zone.
c. Confirm hoses are not cracked, kinked or sun damaged.
d. Confirm nozzles are not blocked by dirt or insects.
e. Confirm equipment is not physically damaged or corroded.
f. Confirm equipment can be easily and safely accessed.
g. Confirm labels and signs are present and legible.
h. Confirm that the six-monthly inspection by extinguisher specialist has been

completed.
i. Confirm spare foam containers are of the same type as in the bulk tanks and
within test periods.
j. Confirm there are no oil, fuel or water leaks from fire, foam or backup fuel
pumps.
k. Confirm there is sufficient clean, dry fuel in pump fuel tanks, and that sight
gauges are secure.
Note: Fuel tanks should be fitted with a low point drain. Drain checks are to be included
in routine checks.
l. Confirm all engine fuel lines are in good condition.
m. Confirm batteries are maintained.
n. Confirm engine maintenance periods and oil changes are within the allowable
time frame.
111
Task card
A.15 Continued Emergency equipment continued
o. Confirm fire cabinets are fully stocked, the equipment is clean, hoses are tested
and are not perished.
p. Confirm fire alarms are operational and have been tested each month.
Electrical
a. Run standby generator to confirm start and run systems are operational with no
excessive noise, vibration or exhaust smoke.
b. Confirm battery chargers for emergency pump and generator motors are
operational and outputs in the correct range.
c. Confirm UPS chargers are on and outputs are in the correct range.
First aid and rescue equipment

a. Confirm first aid kits are complete with all items in the contents list.
b. Confirm the first aid kit inspection register is current.
c. Confirm the first aid room (where installed) is clean and tidy.
d. Confirm the first aid injury or incident reporting register is current.
e. Confirm the atmosphere gas tester is within its calibration period.
f. Confirm confined space entry harnesses and retrieval lifting devices are in good
condition.
g. Confirm first aid, emergency response plans and emergency rescue training is up
to date.
h. Confirm emergency shower and eyewash equipment has sufficient water
pressure, is clean, easily accessible and that the main water supply valve is on,
ready for immediate use in the case of an emergency.
Date of check:
112
ANNEX B
EXAMPLE FORMS
To provide some general information, a number of example forms for recording results from
some of the more common inspection and maintenance activities are included in this annex.
These forms are examples only and site-specific equipment, hazards, operational constraints,
controls and regulatory requirement details should be added as appropriate. An annual
inspection/maintenance planner is also provided.
Example forms Page
B.1 Annual planner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

B.2 Pressure relief valve and thermal relief valve test record . . . . . . . . . . . . . . 115
B.3 Pump inspection record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
B.4 Pipe pressure test – simple method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
B.5 Monthly record of hydrant pit usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
B.6 Weekly record of low point flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
B.7 Annual record of high point checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
B.8 Membrane filtration test record sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
B.9 Membrane tests – equipment summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
B.10 Membrane tests – monthly summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
B.11 Colorimetric membrane test results - annual summary . . . . . . . . . . . . . . . . 124
B.12 Maintenance record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
113
ANNUAL PLANNER FORM B.1
A3 version available at the back of this book.
ANNUAL PLANNER
Note: It is recommended that this planner is placed in a visible and easily accessible location. AVIATION SITE YEARLY PLANNER
WEEK
Checklist Manual ref Form Frequency Due date
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52
Hydrant low point flushing W
Hydrant pit inspection and clean W
ESD system test M
Hydrant pit valve integrity check M
Hydrant pressure test (simple) M
Review plans & remedial action status: Inspection

M
non-conformances
CP system monitoring 3M
Hydrant valve chamber inspection (without entry) 3M
Unused hydrant/deadleg/pipeline flush 3M
Pipes – above ground (external visual) 6M
114
Pressure gauge test 6M
CP system test Y
Emergency response plan review Y
Hydrant pit valve dynamic test Y
Hydrant pit valve wear check Y
Hydrant pressure test (full) Y
Hydrant valve chamber inspection (with entry) Y
Pressure relief valve tests Y
Risk assessment reviews Y
Site compliance inspections Y

Thermal relief valve 5Y
Highpoint checks As required
Hydrant system maintenance vehicle checks As required

Pump/motor inspection & servicing As required
FORM B.1 See EI 1560 for further details www.energyinst.org
FORM B.2
Checked by:_________________________
Date:_________________________
PRESSURE RELIEF VALVE AND THERMAL RELIEF VALVE TEST RECORD
Airport:_________________________
Pressure relief valves (PRVs)
Thermal relief valves (TRVs)

Plate pressure setting
Plate pressure setting

Leak/pop pressure
Leak/pop pressure
PRV make/model
TRV make/model
Reseat pressure
Reseat pressure
Comments
Comments
PRV tag #
TRV tag #
115
PUMP INSPECTION RECORD FORM B.3
Airport:_________________________ Equipment ID:_________________________
Check OK/not OK Comments or remedial action

Preliminary inspection:
Physical damage, noise, vibration,
temperature, fuel or oil leaks from
seals, glands, gaskets and fittings,
cleanliness, electrical cables not
frayed and junction boxes secure
Complete JSA, hazard ID and work Work permit number:
permit
Isolate and lockout pump motor
Lubrication:
Re-grease, top up oil, change oil
Couplings and belt drives:
Wear, loose, dirty, alignment, belt
condition, tighten belts
Attachment bolts secure:
Pump, motor, gearbox, sub frame
Pump vanes, impellors,
diaphragms, bearings
Motor cooling fan condition
Test run pump
Inspection completed by:
Date:
116
PIPE PRESSURE TEST – SIMPLE METHOD FORM B.4
Airport:_________________________ Equipment location: _________________________
Minimum requirements: - Time 30 minutes' duration.

- 1,25 x MAOP (or 10 bar if FWS vessel included in test)
Test requirement Line Line Line

identification: identification: identification:
Date
Section isolation installed
MAOP
Test pressure (1,25 x MAOP)
Finish time
Start time
Test duration
Start pressure
Finish pressure
Pressure change
Visual inspection for leaks
Ambient temperature
Weather conditions
Pass/fail
Section isolation removed
Tested by
Reference Remedial action or comments
117
FORM B.5
1. Draw horizontal lines through the month during which particular pits are used at least once.
Dec
Nov
2. Pits which require flushing before being used to fuel aircraft are those unused three months or longer for jet fuel.
Oct
Sep
Aug
Jul
Jun
May
MONTHLY RECORD OF HYDRANT PIT USAGE
Apr
Mar
Year:_________________________
Feb
Jan
Pit No.
Notes:

10
11
12
13
14
15
16
17
18
19
20
1
2
3
4
5
6
7
8
9
118
FORM B.6
52
26
51
25
50
24
49
23
48
22
47
21
46
20
45
19
44
18
43
17
42
16
41
15
40
14
39
13
38
12
37
11
36
10
35
9
34
WEEKLY RECORD OF LOW POINT FLUSHING
33
7
32
6
Year:_________________________
31
5
30
4
29
3
28
2
27
1
LPT
LPT
LP1
LP2
LP3
LP4
LP5
LP6
LP7
LP8
LP1
LP2
LP3
LP4
LP5
LP6
LP7
LP8
119
FORM B.7
Dec
Nov
Oct
Sep
Aug
Jul
Jun
May
Apr
ANNUAL RECORD OF HIGH POINT CHECKS
Year:_________________________
Mar
Feb
Jan
HP10
HPT
HP1
HP2
HP3
HP4
HP5
HP6
HP7
HP8
HP9
120
MEMBRANE FILTRATION TEST RECORD SHEET FORM B.8
Fueller/dispenser: ______________ Year:__________________________

Filter:__________________________ Airport:________________________
January February March
Rating: Wet________ Rating: Wet________ Rating: Wet________

Dry ________ Dry ________ Dry ________
April May June

Dry ________ Dry ________ Dry ________
July August September

Dry ________ Dry ________ Dry ________
October November December

Dry ________ Dry ________ Dry ________
121
MEMBRANE TESTS – EQUIPMENT SUMMARY FORM B.9
Airport:_________________________ Year(s):_____________________________________
Vehicle fleet number:____________ or Fixed filter location/number:_______________
Filter model number: Element change dates Element model/type
Change 1
Rated maximum flow:
Sample 5 litres (1,3 USG) unless Change 2

noted:________ litres/USG
Change 3
Test conditions Test results

Test Monitor Flow Pressure Sample Sample Airport Laboratory
date capsule rate time point Colour Colour Weight Colour
number location
Wet Dry mg/l Dry
122
MEMBRANE TESTS – MONTHLY SUMMARY FORM B.10
Airport: _________________________ Fuel grade: _________________________
Month: _________________________
Date Equipment Filtration Test results

Type No. Filter type Differential Colour Double Gravimetric
pressure @ max. rating membrane solids (mg/
flow rate (psi @ colour litre)
litres/min) ratings
123
FORM B.11
Dec
Nov
Oct
Fuel grade:_________________________
Sep
Aug
July
June
Monthly colorimetric results (ASTM/IP rating)
May
COLORIMETRIC MEMBRANE TEST RESULTS – ANNUAL SUMMARY
Apr
Mar
Feb
Airport:_________________________
Year:___________________________
Jan
Filter
type
No.
Equipment
Type
124
FORM B.12
Other (specify)
Dec
Nov
Date
Oct
Year:
10 Year
Sep
Aug
By:
5 Year
Jul
Maintenance record
Jun
Site:
May
2 Year
Apr
Equipment location
Mar
1 Year
Item:
Feb
6-Monthly
Jan
MAINTENANCE RECORD
Tick for 1/5/10 yearly

Tick for 6-monthly
Tick as required
Item/Tag no
Equipment
Signature:
frequency
Required
Form no.
tag no’s
Month:
Date:
125
ANNEX C
GAP ANALYSIS
Many hydrant systems have been in operation for a number of years. Since the time of initial
design, construction and installation, industry and regulators have made improvements to
equipment, procedures and/or regulations. Table C.1 provides a basic prompt list to facilitate
consideration of any gaps between initial installation and current recommended practice.
Identified gaps may require immediate implementation of new equipment or procedures, or
could be included in proposed hydrant extension or redevelopment projects.
126
Table C.1: Gap analysis prompt list
Recommended Activity Completed? Gap Implementation

practice Y/N Y/N plan required?
Y/N
Management of Increase aircraft
change movements/aircraft type
changes
Hydrant valve positions
remain appropriate
Fuel pressure and flow
rate is maintained at all
hydrant pit valves
Volume, pressure and
flow rate remains evenly
distributed throughout
supply pumps and FWS
vessels
Risk analysis reviews
Procedures reviews
Do equipment,
procedures and training
comply with current
regulations?
Hydraulic For initial construction
modelling
completed
For hydrant additions or
alterations
After increased or
decreased flow rates
resulting from hydrant
section demand changes
(e.g. aircraft type
changes or activity level
changes)
Hydrant flushing Reverse flow flushing
available?
Return line to depot
available?
Increased flow rate/
velocity available?
As-built drawings Pipe locations accurate
127

Y/N
Include ESD,
communications and
control system cables,
especially where cables
are routed through
terminal or other
buildings or structures
Include CP system cables
and anode beds
Hydrant Sufficient tank capacity
maintenance for increased numbers
vehicles of low points or deadleg
flushing
Automated Meets current industry or
hydrant integrity local regulation detection
testing sensitivity standards
Business Are robust plans in place
continuity plan to minimise interruptions
to aircraft refuelling in
the event of hydrant
equipment failure?
(For example pump or
motor failure or hydrant
controller (PLC) failure)
Effective Can relationships
relationships and communications
between into-plane
operators, aircraft
operators, emergency
service providers and
airport owners and
operating companies be
improved to enhance
safety and reliability?
Preventive Development of
or predictive scheduled maintenance
maintenance or inspection programme
Planning for replacement
of time/life expired
equipment or materials
in line with OEM
recommendations
128

Y/N
Identification of
equipment with
increasing maintenance
costs for possible major
overhaul or replacement
Implementation of
condition assessment
processes such as
vibration analysis,
temperature
measurement and
thermal imaging
for equipment such
as pumps, motors,
switchgear
Pump electric For electric motors with
motor control electro-mechanical
relay and direct-on-
line starting methods,
consider upgrading
to PLC variable speed
systems to reduce
electricity consumption,
reduce electrical peak
start loads, reduce
mechanical shock loads
to pumps, motors, filters
and valves
129
ANNEX D
BIBLIOGRAPHY
Airlines for America (A4A) (http://www.airlines.org)

ATA Spec 103 Standards for jet fuel quality control at airports
API (http://www.api.org/)
API 510 Pressure vessel inspection code: In-service inspection, rating, repair and alteration
API 4716 Buried pressurized piping systems leak detection guide
API Standard 521 Pressure relieving and depressuring systems
API Standard 526 Flanged steel pressure relief valves
API Standard 527 Seat tightness of pressure relief valves
ASME (http://www.asme.org/)
B31.3 Process piping
Boiler and pressure vessel code, Section VIII: Rules for construction of boilers and pressure
vessels
Comité Européen de Normalization (CEN) (http://www.cen.eu/cen)

EN 12312-5 Aircraft ground support equipment. Specific requirements. Aircraft fuelling
equipment
Energy Institute (EI) (http://www.energyinst.org)

EI 1540 Design, construction, operation and maintenance of aviation fuelling facilities
EI 1541 Performance requirements for protective coating systems used in aviation fuel
storage tanks and piping
EI 1542 Identification markings for dedicated aviation fuel manufacturing and distribution
facilities, airport storage and mobile fuelling equipment
EI 1550 Handbook on equipment used for the maintenance and delivery of clean aviation
fuel
EI 1581 Specifications and qualification procedures for aviation jet fuel filter/separators
EI 1584 Four-inch hydrant system components and arrangements
EI 1585 Guidance in the cleaning of aviation fuel hydrant systems at airports
EI 1594 Initial pressure strength testing of airport fuel hydrant systems with water
EI Model Code of Safe Practice Part 15: Area classification code for installations handling
flammable fluids
International Air Transport Association (IATA) (http://www.iata.org)

Fuel quality pool standard
Guidance material for aviation turbine fuel specifications
Guidance material on microbiological contamination in aircraft fuel tanks
Joint Inspection Group (JIG) (http://www.jointinspectiongroup.org/)

Bulletin 32 Health, safety, security and environmental management systems (HSSEMS)
JIG 2 Aviation fuel quality control and operating standards for airport depots and hydrants
Standards Australia (http://www.standards.org.au/)

AS 2885.5 Pipelines – Gas and liquid petroleum – Part 5: Field pressure testing
130
ANNEX E
abbreviations
API American Petroleum Institute

APU Auxiliary power unit
ASME Formerly the American Society of Mechanical Engineers
ASTM Formerly the American Society for Testing and Materials
C&B Clear and bright
CCTV Closed circuit television
COA Certificate of analysis
CP Cathodic protection
CWD Chemical Water Detector
DB&B Double block & bleed
DC Direct current
DCVG Direct current voltage gradient
Def-Stan Defence standard
DOL Direct on line
EI Energy Institute
ESD Emergency shutdown
FWS Filter/water separator
GPU Ground power unit
HDPE High density polyethylene
HSSEMS Health, safety, security & environment management system
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IP Institute of Petroleum (merged with the Institute of Energy to become
the EI in 2003)
JIG Joint Inspection Group
JSA Job safety analysis
JV Joint venture
kPa Kilopascal
LEL Lower explosive limit
mA Milliamp/milliampere
MAWP Maximum allowable working pressure
MAOP Maximum allowable operating pressure
MOC Management of change
MSDS Material safety data sheet
NDT Non-destructive testing
OEM Original equipment manufacturer
131
OH&S Occupational health & safety

P&ID Piping and instrumentation diagram
PLC Programmable logic controller
PPE Personal protective equipment
PRV Pressure relief valve
PTW Permit-to-work
QC Quality control
RCQ Refinery certificate of quality
SRB Sulphate-reducing bacteria
TRU Transformer rectifier unit
TRV Thermal relief valve
UEL Upper explosive limit
UPS Uninterruptable power supplies
USG U.S. gallon
132
Annex f
glossary
For the purposes of this publication, the following interpretations apply irrespective of any
other meanings the words may have in other connections.
Accumulator See shock absorber.
Airport depot/airport fuel depot Main storage area where all grades of aviation fuels
are stored and handled.
Airport road Road within the airfield boundaries used for foot and
vehicular traffic, but which is not classified as a public
highway.
Apron See ramp.
As-built drawings After completion of construction or modification, a

set of drawings should be completed showing details
of the latest actual installed status.
Automated hydrant integrity The use of a system designed to assess whether

testing a hydrant system has a leak above a certain leak rate
threshold, which may be linked into the hydrant
control system or be separate, and which can be
automatically activated for short duration during
periods of aircraft refuelling inactivity.
Auxiliary power unit (APU) (Aircraft-borne) power units of services built into the
aircraft that may be operated independently of the
main engines. A limited number of aircraft may use a
main engine as an APU.
Bonded State in which electrical continuity is maintained

throughout.
Bonding As used in this publication is the attaching of a wire

or cable between fuelling equipment, fuel facilities,
sampling containers and/or aircraft to equalise
electrical potential.
Breathing apparatus Device, which ensures that the wearer has a

continuous supply of pure air through a face mask,
helmet, or mouthpiece.
Bund wall Wall of appropriate height constructed of concrete,

earth, or other suitable material, and designed to
confine spillage from any cause. Also known as dike.
Bunded area Area bounded by natural ground contours (including

drainage channels) or by bund walls so designed to
control spillage.
Cathodic protection (CP) The provision of corrosion protection to buried steel

structures.
133
Combustible Refers to any substance, solid, liquid or gas that will

burn with the application of heat.
Controlled area Area within the airport boundary wherein the airport
authority controls the development of land with a
view to maintaining standards of safety and security
and where access by the public is restricted.
Deadleg A section of pipe such as an end of line that does not

have regular flow of fuel through it.
Depot Where referred to herein has the same meaning as

fuel farm or fuel facility. It refers to the site where
fuel may be stored and/or fuelling operations may be
based. See also storage depot.
Dike See bund wall.
Earthing Providing an electrical path to earth. Also referred to

as grounding.
Easement See hydrant corridor.
Emergency shutdown (ESD) A system which will shut down pumps and valves and
raise an audible alarm when activated from one of
a series of buttons spaced along the hydrant system
and depot.
Fire-resisting Element of construction so described shall resist the

passage of flame from one side to the other for a
period of not less than 20 minutes.
Flammable (synonymous with inflammable). Refers to any

substance, solid, liquid, gas, or vapour which is easily
ignited. The addition of the prefix 'Non' shall indicate
that the substances, etc, are not readily ignited,
but shall not necessarily indicate that they are non-
combustible.
Flash point (closed cup). The lowest temperature of the test

portion, corrected to a barometric pressure of
101,3 kPa, at which application of a test flame causes
the vapour of the test portion to ignite and propagate
over the surface of the liquid under the specified
conditions of test.
Flushing The introduction of flow rates higher than normal

with the intent of flushing any moisture or sediment
to a pipe low point for extraction.
Fuel farm or fuel facility See depot.
Fuel supplier An entity that is contracted by an airline to supply

fuel.
Fueller See mobile fueller.
134
Fuelling zone Area within a radius as defined in local or national

standards of a hydrant pit valve, aircraft wing tank
vents, or a fuelling vehicle and its hoses when in use.
During defuelling, vehicle tanks may be venting and
the fuelling zone should be extended to take this into
account.
Gap analysis A process of comparing existing site equipment,

procedures, documentation, etc. with the latest
industry standards or good practice guidelines.
Ground power unit (GPU) Portable unit providing electrical power for starting
aircraft engines and/or for operating auxiliaries.
Grounding See earthing.
Hazardous area Area in which there exists or may exist a hazardous
atmosphere.
Hazardous atmosphere Atmosphere containing any significant quantity of

flammable gas or vapour in a concentration that
permits ignition. Synonymous with explosive gas air
mixture.
Note: The term refers exclusively to danger arising from
ignition. Where danger from other causes such as toxicity
and asphyxiation may arise, this is specifically mentioned.
High point The highest point in each section of hydrant line

where a valve is fitted for the removal of air from the
system.
Hot work Work including welding or the use of any flame

or electric arc or the use of any equipment likely
to cause heat, flame or spark. It also includes
caulking, chipping, drilling, riveting and any other
heat -producing operation, unless it is carried out in
such a way as to keep the temperature of the tools
and work below 100 °C.
Hydrant corridor A designated and controlled route along which a

hydrant pipe is buried. Also referred to as a wayleave
or easement.
Hydrant integrity testing Various scheduled passive and active checks and tests
to ensure hydrant systems are not leaking fuel to the
environment. See also automated hydrant integrity
testing.
Hydrant operator An entity responsible for the day to day running of a

hydrant.
Hydrant pit A pit or chamber on an apron containing a hydrant pit

valve.
Hydrant pit valve A valve vertically mounted on the flanged riser of a

hydrant piping for transferring fuel to an aircraft.
135
Hydrant servicer A mobile unit used for the transfer of jet fuel from a
hydrant system to an aircraft. Also known as a hydrant
dispenser, aircraft fuel servicer or hydrant cart.
Hydrant system A system that allows for aviation fuel to be pumped

direct from an airfield depot or satellite depot to a
parking apron for delivery in bulk to aircraft.
Hydrant user Any entity that uplifts fuels from a hydrant system,
including into-plane service providers.
Hydraulic analysis A flow dynamics assessment of liquid in a pipe to

ensure that velocities, flow rates, pressures, surge
pressures, no-flow areas, eddy currents, etc. are as
expected and do not exceed standards or regulations.
Impressed current A method of providing cathodic corrosion protection

to buried steel structures using an induced electrical
current and voltage from a controlled electrical supply.
Integrity checks Various checks carried out at scheduled intervals to

assess the ongoing suitability and performance of
equipment and materials.
Into-plane service provider See hydrant user.
Intrinsically safe Electrical or electronic equipment designed, tested and

approved against internationally recognised standards
for use in continuous flammable atmospheres.
Leak detection See hydrant integrity testing.
Low point The designated lowest point in each section of hydrant

line where moisture and sediment can migrate to for
extraction.
Manifold One or more header pipes with branch connections

used for collecting or distributing fuels to be pumped
direct from an airport depot.
Microbiological growth The growth of microbes (bacteria and yeasts) in fuel

systems that can lead to fuel quality or materials
degradation or reduced equipment performance.
Mobile fueller Vehicle designed for the transportation and transfer

of aviation fuels in bulk to or from aircraft. Also
known as an aircraft refueller or bowser.
Non-hazardous area Area in which hazardous atmospheres are not

expected to be present so that special precautions
for the construction and use of electrical, and certain
non-electrical, apparatus are not required.
Parking apron Area on an airport where aircraft are normally parked

for ground service operations.
136
Permitted materials Materials and equipment compatible with aviation

fuels that will not cause fuel properties/characteristics
to change or equipment to lose performance.
Pigging A procedure for internally cleaning or inspecting a

pipe by introducing a tight fitting sphere or other
shaped device and forcing it through the pipe by
applying pressure to one side of the sphere.
Programmable logic A programmable microprocessor used to automate

controller (PLC) the control of various valve, alarm, recording and
reporting functions. PLCs are used instead of
hard-wired relays and timers.
Public highway Street or road external to the airport used by the

public for general traffic of all descriptions.
Ramp Area on an airport where aircraft park when being

serviced or between operations. Also known as a
parking apron.
Relaxation time Period of time during which the electrostatic charge

decays exponentially to l/e (about 37 %) of its original
value.
Residence time Period of time between the termination of a

charge-inducing activity and a subsequent handling
operation.
Riser A pipe attached to a buried main line which rises up to

a ground level chamber for transferring fuel from the
hydrant main up to the aircraft refuelling equipment.
Runway Prepared strip for the take-off and landing of aircraft.
Sacrificial anode A method of cathodic corrosion protection of buried

steel structures using a buried anode which is
sacrificed in favour of the steel structure.
Satellite depot Secondary or intermediate storage area where aviation

fuels can be stored and handled in bulk. It is usually
supplied by pipeline from a main airport depot.
Shock absorber A device attached to a hydrant system or hydrant

servicer to absorb or smooth out shock loads created
by pump start/stop conditions or aircraft refuelling
start/stop conditions. Also referred to as a surge
absorber.
Soak test A process whereby new aviation fuel storage and

distribution systems are checked to ensure that
wetted surfaces of new pipework or tanks in contact
with the fuel do not affect the properties of the fuel.
137
Source of ignition Naked lights, fires, exposed incandescent material,

electric welding arcs, lamps of an unapproved pattern,
or a spark or flame produced by any means.
Spark arrestor Device fitted to an exhaust system that is capable

of preventing the emission into the free air of
incandescent particles such as carbon from internal
combustion engines. It should be noted that a spark
arrestor is not necessarily a flame arrestor.
Storage depot Location where aviation fuel is stored.
Taxiway Path normally used by aircraft between a runway and

parking apron.
Thermal relief valve (TRV) A small valve fitted in equipment or sections of pipe
that can be isolated to relieve increased pressure
due to rising temperature from the effects of solar
radiation.
Wayleave See hydrant corridor.
Work permit Document issued by an authorised person, or persons,

permitting specific work to be carried out in defined
areas.
138
Energy Institute This publication has been produced as a result of
61 New Cavendish Street work carried out within the Technical Team of the
London W1G 7AR, UK Energy Institute (EI), funded by the EI’s Technical
Partners. The EI’s Technical Work Programme
t: +44 (0) 20 7467 7100 provides industry with cost effective, value adding
f: +44 (0) 20 7255 1472 knowledge on key current and future issues
e: pubs@energyinst.org affecting those operating in the energy sector,
www.energyinst.org both in the UK and beyond.
ISBN 978 0 85293 643 6
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EI 1560

Recommended practice for the operation, inspection,

RECOMMENDED PRACTICE FOR THE OPERATION, INSPECTION, MAINTENANCE

For further information, please visit http://www.energyinst.org

Copyright © 2013 by the Energy Institute, London.

ISBN 978 0 85293 643 6

Published by the Energy Institute

Electronic access to EI and IP publications is available via our website, www.energypublishing.org.

Legal notices and disclaimers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3 Hydrant system ownership, operatorship, user access and asset protection . . . . . . 19

4 Management systems and review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

5 Hydrant system operations, inspection and maintenance programme . . . . . . . . . . 24

6 Pipes and valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

7 Hydrant system pumps, motors, controls and emergency shutdown systems . . . . 38

8 Maintaining hydrant system cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

9 Hydrant system checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

10 Hydrant system integrity testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

10.2.2 Simple pressure monitoring (monthly) . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

13 Operational tips for abnormal situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

13.11 Difficult connection/disconnection of hydrant coupler to valve. . . . . . . . . . . . . . . . . 81

Annex A Example task cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Annex B Example forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Annex C Gap analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Annex D Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

Annex E Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

Annex F Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

LEGAL NOTICES AND DISCLAIMERS

EI HEREBY EXPRESSLY DISCLAIMS ANY LIABILITY OR RESPONSIBILITY FOR LOSS OR DAMAGE

Nothing contained in any EI publication is to be construed as granting any right, by implication or

The information provided in this publication is intended to be applicable internationally.

The information contained in this publication is considered to be generally applicable to hydrant

Nothing contained in any publication produced by EI is to be construed as granting any right, by

Ibon Ibarrola Armendariz (CLH Aviación)

Project co-ordination and editing was undertaken by Martin Hunnybun (EI).

Hydrant system control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3

Pressure monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.2

Figure 1: Relationship between EI 1560 and other documents/publications

2.1 WHO IS EI 1560 FOR?

This publication provides information for:

2.2 WHAT DOES EI 1560 COVER?

This publication provides:

2.3 WHY THE NEED FOR EI 1560?

This publication has been prepared to:

2.4 WHAT EI 1560 DOES NOT COVER

−− Although an integral part of a hydrant system, EI 1560 excludes inspection and

2.5 WHERE CAN I FIND FURTHER INFORMATION?

2.6 DEFINITION OF A HYDRANT SYSTEM

2.7 HYDRANT SYSTEM GENERAL LAYOUTS

3 HYDRANT SYSTEM OWNERSHIP, OPERATORSHIP, USER

3.1 HYDRANT SYSTEM OWNERSHIP AND OPERATORSHIP

3.2 HYDRANT SYSTEM USE

3.3 HYDRANT SYSTEM AGREEMENTS

3.4 ASSET PROTECTION

3.5 CONTROL OF HYDRANT CORRIDORS

These examples occurred because pavement contractors undertaking apron grading

Figure 3: Examples of damage caused to hydrant system

4 MANAGEMENT SYSTEMS AND REVIEW

4.1 HEALTH, SAFETY, SECURITY, ENVIRONMENT & MANAGEMENT SYSTEM (HSSEMS)

4.2 OPERATIONS AND FACILITIES INSPECTIONS

4.3 OPERATIONS AND FACILITIES REVIEW

4.4 EMERGENCY RESPONSE PLANNING AND EXERCISES

5 HYDRANT SYSTEM OPERATIONS, INSPECTION AND

5.3 INSPECTION AND MAINTENANCE RESPONSIBILITIES