Design, construction, commissioning, maintenance and testing of aviation fuelling facilities tame Ld(o A) ener wg energEl RECOMMENDED PRACTICE 1540 DESIGN, CONSTRUCTION, COMMISSIONING, MAINTENANCE AND TESTING OF AVIATION FUELLING FACILITIES Sth edition October 2014 Published by ENERGY INSTITUTE, LONDON The Energy Institute is a professional membership body incorporated by Royal Charter 2003, Registered charity number 1097899 romantic tired or eased i aeae upset sad bc Eragy Pebulo Lanier DR Kony ry be at te re censor. be ary wads ied uo. EraivanexadmeSonraielargt: (1208267 MOO ooerm= the eee ans secettons ret‘The Energy institute (ED isthe chartered professional memiershio body for the energy industry, supporting aver 19 000 individuals working in of studying energy and 250 eneray companies workinice, The El provide learning and networking opportu ties to sunpart, professonal development, as well professional recagntion and technical and scientific knowledge resources on energy inal ts forms Bnd apalications ‘The Es purpose isto develop and clsseminate knowledge, skis and good practice towards a safe, secure and sustainable energy system, tn flfllng this mission, the El addresses the death and breadth ofthe energy sector (rom fuels and fuels distribution to health and Safely sustainably andthe environment. 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Exploration and Production Ltd DONG Fneroy S8e EDF Energy Statkeatt EN stata EONUK Tasman Sinopec Energy UK Lid FrsonMobil Intemational td International Power Total E&P UK Limited Total UK Limited Kuwait Petroleum International Ltd Tullow Maersk Ol North Sea UK Limited Valero Marca Petroleum itd Vattentall Nesen Vitel Philips 8 Word Fue Services However, it shouldbe noted thatthe above oreanisations have not all been directly involved inthe development of ths publication, nor do they necessarily endorse is content Copyright © 2014 by the Eneray Institute, London. ‘The Energy Istitute is a professional membersnip body incorporated by Royal Charter 2003, Registered charity number 1097899, england Allright reserved No part of this book may be reproduced by any means, oF transmitted or translated into @ machine language without the wartten permission ofthe publisher IseN 978 0 85292 708 2 Published by the Eneray Institute ‘The information contained in this publication is provided for general information purposes only, Whit the Energy Institute and the contributors have applied reasonable care in developing ths puslcaton, no representations or warranties, exress oF implied, are made by the Energy Institute or ary ofthe contrautors concerning the applicability, sutailty, accuracy or completeness af the information contained heren and the Energy Insitute and the contioutos accept no respons ry whatsoever forthe use ofthis information, Neither the Energy Institute nor any ofthe contributors shall be lable in any way for ary laliy ss, castor damage incurred as a result of the receipt or use ofthe information contained herein. Hard coaies and electron access to Eland IP publications is avaiable via our webste, wwenergypublishing.org, Documents can be purchased online as downloadable ps or on an annual suscripton for single users and comparies For mare information, contact the FI Publications Team, ©: pubs@energyinst.org This oom iciea witha sioner towce ibe lrg saci: hy Armando tered or mesa ary raed tar Ca rite Tov chy cry be uslinacarcre wie Kores ies sscerstansIratbeDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS CONTENTS Page Foreword . 10 Acknowledgements .. mM 1 General... wee wee wee see 1.1 Introduction 2 12 Scope 2 1.3. Application 2 1.4 Classes of aviation fuels. B 14.1 Jet fuels B 1.4.2 Aviation gasolines 1B 1.43 General classification 14 2 Depot location . sees sees sees we AS 2.1 Methods of fueling 15 2.2 Depot location. 15 2.3 Restrictions on airports 16 23.1 General 16 2.3.2 Approach, take-off and clearway funnels 16 2.3.3. Runway side clearance areas 16 23.4 — Taxiway clearance areas 7 2.3.5 Parking apron clearance 7 2.3.6 Other restrictions - - - W7 3 Depot layout... . : sete sete wee 18 3.1. Safety distances and hazardous areas 18 3.2. Tankage and number of tanks 18 3.3 Equipment access and operability 18 3.4 Depots located outside a controlled area 19 3.4.1. Boundary and enclosures : 19 3.4.2 Tankage layout — safety distances, fire walls and tank compounds 19 3.43 Buildings —location and spacing 19 3.5 Depots located within a controlled area 20 3.5.1. Tanks, packaged oil stores, pumping equipment and filling points 20 3.5.2 Boundary and enclosures 21 3.6 Drainage and oilhwater separators 21 3.6.1 Surface water — general 21 3.6.2 Drainage from operational areas 21 3.7 lighting 21 3.8 Electrical safety precautions 21 3.8.1 General 21 3.82 Static electricity 2 3.8.3 Portable electronic devices 2 4 Depot plant, fixed equipment and buildings...........60eeceereee wee BB 4.1 General B 4.2 Tankage 2B nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00Contents continued... Page 4.2.1. Design and construction 23 422 Materials 24 4.2.3 Tank foundations and supports 24 4.2.4 Tank inspection and testing 24 425 Tank fittings 24 4.2.6 Tank vents 25 4.2.7 Earthing of tanks and depot components 25 4.2.8 Tank pipe connections 25 4.2.9 Tank cortosion protection and painting, 26 4.2.10 Tank bunds/dikes and other methods of containment 26 4.2.11 Buried and mounded tanks 27 4.3 Pipework and valves 2B 4.3.1. Standards. 28 43.2 Segregation of grades 28 43.3 Materials 23 4.3.4 flexible or articulated pipe connections 28 4.3.5 — Pressure/thermal relief 29 43.6 Buried pipe 23 43.7 Corrosion protection and painting of above-ground piping 30 4.3.8 Pipe identification 30 43.9 Valves 30 4.4 Pumps. 30 4.4.1 General 30 442 Location 31 443 ype 31 4.4.4 Pump installation : : wee 4.45 Driving units for pumps 31 4.4.6 Electrical equipment for pumps 32 45 filtration 32 4.6 Fueller loading. : . wee BM 4.6.1 Requirements for equipment for the loading of fuellers 34 4.6.2 Loading from a hydrant pit valve 34 4.6.3 Loading facilities receiving supply from a hydrant system 35 4.7 Container filing. 35 4.8 Pumping operations — precautions against static electricity 35 4.9 Vehicle test stand 35 4.10. Product recovery tanks (PRIS) 36 4.10.1 Tank-side product recovery systems 36 4.10.2 Flush tank inlet sampling 38 4.10.3 Flush tank inlet and return pipework 38 4.10.4 Large product recovery tanks 39 4.11 Closed-circuit sampling system (CCSS) 41 4.12. Slop tanks/containers, at 4.13 Additive injection systems 42 4.13.1 General 42 4.13.2 Avation fuel additive injection systems a2 4.13.3 Aviation fuel additive storage tanks a 4.13.4 Maintenance of additive systems 43 4.13.5 Commissioning of additive systems 44 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG Contents continued... Page 4.14 Electrical 44 4.14.1 Power supply 44 4.142. Earthing/grounding and bonding 44 4.143 Electromagnetic radiation hazards 44 4.14.4 Control facilities 45 4.15. Commissioning the depot fuel system 46 4.15.1 General 46 4.15.2 Inspection 46 4.15.3 Commissioning 46 4.15.4 Fuel quality 47 4.15.5 Civillmechanicalelectrical works 47 4.15.6 Hose commissioning 48 5 Fuel hydrant systems...... seen sees wee M9 5.1 General 43 5.2 Definition of a hydrant system 49 5.3. Hydrant system layouts 50 5.4 General system design considerations 51 5.5 Hydraulic analysis 52 5.6 Hydrant system design for cleaning 53 5.7 Pipe slopes, designated low points and high points 54 5.7.1 Pipe slopes: 54 5.7.2 Designated low points 54 57.3 High points 55 5.7.4 — Low and high point sampling valves 55 5.8 Hydrant pipe material .. : wo 56 5.9 Hydrant pits 56 5.10 Hydrant pit valves 57 5.11 Valve chambers 58 5.12 Pumps and control systems : wo 5D 5.12.1 Hydrant pumps 59 5.12.2 Hydrant pump control system 59 5.13. Identification of hydrant system features 60 5.14. Hydrant system section valves 60 5.15. Cortosion protection 60 5.16 Ancillary equipment 61 5.17 Automated hydrant integrity testing system. 61 5.18. Hydrant emergency shutdown (ESD) system 62 5.19 Commissioning of new hydrant systems and hydrant system extensions 68 5.20. Hydrant construction 68 5.20.1. Maintaining cleanliness 63 5.20.2 Supervision 6B 5.20.3 Off-site preparation/prefabrication 68 5.20.4 Pipe joint welding 63 5.20.5 Setting-out levels 64 5.20.6 Backfill and compaction 64 5.20.7 Valve chamber construction 64 5.20.8 Construction precautions to avoid ingress of contaminants 65 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00Contents continued... Page 6 fuelling and hydrant maintenance equipment......... wee 7 General 7 Mobile fuelling equipment. 67 6.2.1 Chassis design and construction 87 6.2.2 Equipment and systems 68 6.2.3 Fueller tank design and construction B 6.2.4 — Fueller tank fittings 74 6.2.5 Specific equipment. 4 63. Ovethauled or new equipment 5 6.4 Mobile fueling equipment for lubricants and special products other than aviation fuels. . 76 6.5 Grade identification 76 7 Fuelling hoses and hose assemblies . seen sete TD 7.1 General 7 7.2 Hoses 7 7.2.1 Hose types 7 7.2.2 Hose application by type 78 723 Low temperature 2B 7.24 —_Industriaktype hoses 73 725 Testing 78 7.26 — Hose record 80 7.2.7 Hoses for thrust augmentation fluids or aviation fuel additives 80 7.2.8 Hoses for very low lead/unleaded aviation gasoline 80 7.29 Storage 80 7.2.10 Senice reeling diameters 81 7.2.11 Hoselife,.... : 81 7.3 Hose couplings 81 8 Equipment maintenance and testing B 8.1 General : wee BB 8.2 Pressure control equipment 84 82.1 General 84 8.3 Hose inspection, commissioning and test procedure 84 83.1 Hose inspection 84 83.2 — Hose testing 85 83.3 Test pressures 85 83.4 Testing procedure. 85 84 Buk meter proving 86 8.4.1 Performance limits 86 8.4.2 Proving procedure 86 8.4.3 Frequency of proving 86 8.4.4 Proving records 86 85 _ Interlock system. 86 8.6 filtration 87 8.7 Tank integrity testing 87 8.8 Hydrant systems 87 89 Mobile equipment 87 89.1 General requirements 87 8.9.2 __ Inspection, testing and maintenance personnel 87 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMBSIONING, MARTENANCE AND TESTNG| un pacurres Contents continued... Page 89.3 Documentation of maintenance activities 88 8.9.4 Example vehicle inspection reference lists 88 8.10 Un-serviceable equipment 89 8.10.1 Defect reporting 89 8.10.2 Return to service 39 9 Health, safety, environment and security 90 9.1 Safety management system 90 9.2. Hygiene precautions 80 9.2.1 General 80 8.2.2. Skin contact 90 9.23 Eye contact 90 9.2.4 Ingestion a1 9.2.5 Aspiration 91 9.2.6 Petroleum vapour. 21 9.2.7 Nonpetroleum products 2 9.3. First aid 2 93.1 General 22 93.2 Burns 2 9.4 Health hazards 2 95 Personal protective clothing and equipment 93 95.1 General 93 95.2 Specific equipment. 8 9.6 Breathing apparatus 8 8.7 Facilities 94 971 General... : oer 9.7.2 Specific requirements 94 9.8 Secutity 95 98.1 General 95 9.8.2 Security fencing : we 9.83 Entrances and exits 95 9.8.4 — Visitors 95 2.85 Private vehicles 95 98.6 — Terrorsts 95 9.87 — Closed-circuit TV 95 888 Lighting 96 9.9 Protecting the environment 96 9.9.1 Pollution prevention 96 99.2 Drainage 96 9.9.3. Maintaining the integrity of fuel tanks and systems 96 9.9.4 Maintenance of fuelling vehicles 96 10 Fire protection and emergency procedures .......6.ccsseseeeeeeeseeeseeeees97 10.1. General 7 10.1.1 Matches and lighters 7 10.1.2 ‘No smoking’ signs. 7 10.1.3 Safety exercises 7 10.1.4 Safety diagrams 97 10.1.5 Parking of vehicles 98 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00Contents continued... Page 10.1.6 Emergency stop switches 98 10.1.7 High level controls and alarms 98 10.1.8 Condition of road vehicles 98 10.1.9 Two-way radio equipment 98 10.1.10 Emergency towing chains, bars, etc. 98 10.1.1 Vegetation 98 10.2. Apron spillages 98 10.3 Fire precautions and equipmer 99 103.1 General 99 10.3.2 Precautions 99 10.3.3 Fire-fighting equipment 400 10.3.4 Personnel fire-fighting training 100 10.3.5 Aircraft brake fires 101 11 Training 102 11.1. Importance of training 102 11.2 Personnel to be trained 102 11.2.1 General 102 11.2.2 Training courses 102 11.3: Training subjects 103 11.3.1 Vehicle and equipment testing 103 11.3.2 Aircraft fueling 103 11.3.3 Specialty products, handling lubricating oil, thrust augmenting fluids, et. 103 11.3.4 — Equipment maintenance 103 11.4. Emergency procedures 104 11.4.1 General... : wees 104 11.4.2 Initial taining 104 11.43. Follow-up training 104 11.5 Instruction manuals 104 12 Retail or consumer fuelling facilities. fee eeee teenie 22105 12.1. General 105 12.2. Types of aviation fuel 105 12.3. Depotiairield facilities 105 123.1 Location 105 123.2. Depovffacilty layout 105 12.3.3 Plant, fixed equipment and buildings 105 12.3.4 _ Fixed fuelling facilities 106 12.4 Mobile fuelling equipment. 107 12.5. Hoses and hose assemblies 107 12.6. Equipment maintenance and testing 107 12.7 Health, safety, environment and security 107 12.8 Fire protection and emergency procedures. 107 12.9 Training 107 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG Contents continued... Page Annexes Annex A —Glossary.. = 108 AnnexB Bibliography . : . : I B.1 Standards relevant to aircraft fuelling facilites 2 8.2 Standards applicable to sections within this publication 117 ‘Annex C — Equipment/installation pre-conditioning prior to use with aviation fuel... 129 C.1 Introduction to pre-conditioning (flushing and soak testing) 129 €2 Application 129 3 Soak periods for storage tanks, pipes and ancillary equipment 130 C4 Soak quantities 130 C5 Sampling and testing 131 C6 Summary 132 Annex D List of abbreviations. . 134 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00FOREWORD This publication supersedes the fourth edition of APVEI Recommended Practice 1540, published in 2004. This publication has been prepared by the Els Aviation Committee, with technical feedback from other industry stakeholders, and is intended to provide guidance/good practice on the siting, layout, design, construction, testing, commissioning and maintenance of aircraft fuelling facilites, including the design and construction of fuellers, hydrant servicers and ancillary equipment used in fuelling aircraft his publication is intended for adoption worldwide, by any company or organisation involved in the design, construction, testing, commissioning and maintenance of aviation fuelling facilities located on airports. It addresses safe design practices, environmental protection and operating efficiency in its recommendations. The guidance contained in this fifth edition has been revised from the previous edition to ensure that the safe practices contained herein reflect current levels of knowledge and industry experience. For the purpose of this publication the definitions given in Annex A apply respective of any other meaning the words may have in other connections. he Elis 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 the El 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. Itis hoped and anticipated that this publication will assist those involved in aviation fuel handling at aitports. Every effort has been made by the El to assure the accuracy and reliability of the data contained in this publication; however, the EI makes no representation, warranty, or guarantee in connection with this publication and hereby expressly disclaims any lability or responsibilty for loss or damage resulting from its use or for the violation of any local or regional laws or regulations with which this publication may conflict. he Suggested revisions are invited and should be submitted te, 61 New Cavendish Street, London, W1G 7AR (e: technical@energyinst.og) ergy In 10 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG ACKNOWLEDGEMENTS The preparation of this edition of this publication was undertaken by John Thurston (World Fuel Services), John Rhode (Air BP) and Anthony Kitson-Smith (Vitol Aviation), with input from technical representatives of the following companies/organisations: Airlines for America Air BP Limited Air TOTAL Aviation Fuel Services & Management GmbH Chevron ExxonMobil Aviation International Ltd International Air Transport Association, Technical Fuel Group Joint Inspection Group Kuwait Petroleum International Aviation Company Ltd. Phillips 66 Company Shell Aviation Lt Shell Global Solutions Vitol Aviation World Fuel Services Corp. A drat version of this publication was distributed to industry stakeholders for technical review. ton tbarrola Armendlariz (CLH Aviacién), Kyriakos Gennadis (OFC Aviation Fuel Services), Richmond Hannah (Aviation Refueling Compliance Solutions), Lee Taylor/Tom Reynolds (BBA Aviation) and George Zombanakis (United Airlines) generously gave of their time to provide feedback, which is greatly appreciated Technical editing and project coordination was carried out by Martin Hunnybun (ED, Figures 1 to 6 are reproduced with permission of The Clouds Network Ltd! " Se T PE yr utnenresin mtr ate1 GENERAL 4.1 INTRODUCTION The following sections in this publication describe industry recommended practices in the design, construction, commissioning, maintenance and testing of aviation fuelling facilties located in commercial aitports. 1.2 SCOPE This publication is primarily intended to provide guidance for designers, constructors and commissioning operators of new build and refurbished fuelling facilities. Engineering companies, airport authorities and operators of existing facilites will also find useful reference material in this recommended practice. The guidance relating to design of installations and fuelling equipment is primarily intended for new facilities, and modifications to existing facilities and equipment (apart from repairs, like-for-like replacement etc). Whilst it's not directly intended that the guidance be applied retrospectively, operators/owners of existing facilities should use this recommended practice as part of continuous improverent reviews. Users of this recommended practice shall note that this publication should not be Used as the sole reference during the design, construction and commissioning, or ongoing maintenance, of aviation fuel handling facilites and equipment at an airport, Such activities require detailed engineering knowledge and aviation fuel handling experience, which are ‘outside the scope of 1 1540. The following are excluded from the scope of this publication = Airport hydrant operation (recommendations are provided in E1 1560 Recommended practice for the operation, inspection, maintenance and commissioning of aviation fuel hydrant systems and hydrant system extensions). — Airport facilities specifically intended for military applications. = Aviation fuel quality requirements upstream of airports, (see EVIIG 1530 Quality assurance requirements for the manufacture, storage and distribution of aviation fuels to airports, or API RP 1595 Design, construction, operation, maintenance and inspection of aviation pre-airfeld storage terminals) = Airport operating standards, (see B.2), 1.3 APPLICATION This publication is not intended to provide a set of rigid requirements. Users of this publication should be aware that due consideration should be given to the effect of any unusual or abnormal circumstance, on which it is not possible to generalise within the scope of this publication. Before finalising any design, and prior to construction, a review of the proposals by experienced operations and maintenance personnel should be undertaken to ensure the practicality of the facilites for smooth commissioning and ongoing operations. As itis difficult for a clear delineation to be made between commercial and military airport facilities and others such as are found in retail or consumer operations, users of this publication should decide which sections are applicable to their specific operation. Some 12 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS specific guidance is offered in section 12 on retail or consumer operations. Many of the practices and procedures may also be suitable for military operations, except where they conflict with specific regulations and codes that are designed to fulfil military requirements. Local, national, regional, international or industry standards may be applicable to certain aspects of aviation fuelling facilities and/or equipment, depending on location and shall be adhered to. A list of the most widely applied of these is provided in Annex B. References to this Annex are made throughout this publication, and such references, and all other similar references, refer to the latest ection of the publication in question. This publication is intended to be complementary to these established controls and practices. It is recommended that where a local or national standard either does not exist, or is less stringent than a standard with a similar scope listed at Annex 8, the standard listed at Annex 8 should be used. Conversely, where a local or national standard is more stringent than a standard with a similar scope listed in Annex B, then the more stringent standard shall be used. the purposes of demonstrating compliance with 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 = 'may' is used where the provision is optional 1.4 CLASSES OF AVIATION FUELS 1.4.1 Jet fuels ‘The basic types of jet fuels are kerosine-type jet fuel, such as Jet A-1, Jet A, Russian grade TS-1 (a kerosine type with a lower flash point than Jet A/A-1) and wide-cut jet fuel (et 8). Wide cut fuels are now only in limited and isolated use (e.g. in northem Canada). Kerosine-type jet fuels have a minimum flash point of 38 °C (100 °F) and do not give off flammable vapour at normal ambient temperatures. At ambient temperatures above 38 °C (100 °F) they shall be treated as flammable liquids and additional precautions shall be taken in handling them at these temperatures. Russian TS-1 fuel has a minimum flash point of 28 °C (82 °F). At ambient temperatures above 28 °C (82 °F) they shall be treated as flammable liquids and additional precautions shall be taken in handling them at these temperatures. Wide-cut jet fuels are relatively wide boiling range distillate fuels and are highly flammable under most conditions. It should be noted that the above fuels do not contain identification colour dyes and 50 are visually incistinguishable. 142 A n gasolines Aviation gasoline (avgas) is a high performance gasoline developed specifically for aviation spark ignition piston engines. While a number of grades are available, global demand has largely rationalised to a high octane grade, 1OOLL, developed for thermally efficient engines. To achieve the necessaty anti-detonation quality of 99,6 Motor Octane Number, 130 Performance Number minimum, manufacture necessitates the use of the additive tetraethyl lead, As such, avgas represents one of the few remaining leaded transport fuels available in the world today. Industry activities to develop an unleaded alternative to current 10OLL avgas were launched in the 1990s and have continued to evoWe in both scope and level of participation into a major research initiative 13 Se T PE yr utnenresin mtr ateGrades of avgas are identified by their nominal minimum lean-mixture antiknock rating (e.g. avgas 100) and are dyed (e.g. blue for TOOL) to facilitate their identification. ‘Augas is highly flammable under almost all conditions and shall be handled in accordance with local and national regulations. These may include: = Small horizontal storage tanks being equipped with pressure vacuum vents. = Large vertical storage tanks being equipped with internal floating roofs/pans To reduce the risk of incorrect offloading or transferring to vehicles in facilities where both jet fuel and avgas are stored, selective couplings shall be adopted for both offloading and transfers to vehicles 1.43 General classification ‘The local regulatory classification of aviation fuels, which will divide fuels into classes based ‘on flash point and other considerations, shall lead to the determination of safety separation distance of tanks, the type of tank and its fittings, handling precautions, etc. when designing and operating facilities. The classification of aviation fuels is not a simple matter and in all ‘cases local or national standards shall be adhered to (see B.2). ‘When handling petroleum products in hot climates or in circumstances where the products are artificially heated, special consideration of the effect of these circumstances shall be taken as they may change the classification of the product being handled. The requirements of local or national standards shall be adhered to. 14 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG 2 DEPOT LOCATION 2.1. METHODS OF FUELLING Depending on the scale of operation at an airport, the usual fuelling methods used can be mobile fuellers, a hydrant system, a fixed dispensing unit or an underground chamber system. ‘Where mobile fuellers are employed, the airport depot facilites allow for the fuel required by the aircraft to be pumped from the storage tank into fuellers which then proceed to the aircraft where the fuel is delivered Inthe case of hydrant fuelling, the facilities provide for the fuel to be pumped directly fom the airport fuel depot storage tanks to the aircraft parking apron by means of pipes and then transfer from hydrant pit(s) into the aircraft via hydrant servicers). In cases where for any reason main airport stocks of fuel are located at such a distance that a direct fuelling service is impracticable, intermediate tankage for this purpose may be provided at a satellite or forward fuel depot conveniently close to the fuelling area. A satelite depot should be supplied by pipe(s) from the main depot The use of fixed dispensing units is normally imited to smaller airfields where light aircraft are fuelled. These may be the sole source of fuel or they may supplement mobile fucllers. They may take the form of a cabinet supplied from an underground tank, a remotely positioned above-ground tank, or in the case of a modular unit, from an integrally mounted horizontal tank. The cabinet or dispensing untt shall be fitted with a suitable type of filter, a hose reel, a meter, a bonding cable, safety shutoff and deadman device (if pressure fuelling). The aircraft requiring fuel taxis to the fuelling area. These are often self-service operations with card swipe or other controlled access. Such facilities should be located away from normal ‘taxiing areas in order to minimise the risk of damage to equipment from passing aircraft. A further system, to be found extensively on military bases and some commercial airports, is the underground chamber system whereby the equipment normally found on a hydrant servicer is located in a pit adjacent to the aircraft parking/fuelling position 2.2. DEPOT LOCATION ‘The selection of the best site for an airport fuel depot is governed firstly by the restrictions which are necessary to ensure the safety of aircraft operations (see 2.3) and secondly by the efficiency in fueling aircraft Depots from which mobile fuelling is carried out should preferably be located so as to give ready and easy access to the fuelling area by mobile fuellers, making as little use as possible of public highways and airport roads open to general traffic. Where practicable, the necessity for mobile fuellers to cross runways or their approaches should be avoided. When a number of fuelling areas exist on an airport a compromise location, or more than one depot, may be necessary. Hydrant systems are subject to hydraulic shock pressures or surge pressures when supply to the aircrafts shut off, Therefore, ideally the distance between the aitport fuel depot and the fuelling area should be as short as possible (see section 5 for further information on managing surge pressure) ‘When itis not possible to locate the airport fuel depot near to the fuelling area then satelite area, with office and parking space for fuelling equipment, to facilitate supervision (of fuelling operations, should be considered 15 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 0023 23.4 23.2 23.3 Supplies of fuel may arrive at the airport by pipeline, road tanker, rail tank car or water-borne transport and these factors should be taken into consideration in locating the airport fuel depot. (See B.2 for relevant sources of information.) One-way traffic flow for road ‘transportation and fuellers is strongly preferred. Road transportation and fuellers should not have to reverse into position. For vehicles supplying the airport fuel depot by road (i. bridging) there should be ‘easy access from the public highway without the need to encroach upon areas in regular use by aircraft and/or passengers. In the case of rail and waterborne transport, it may not always be possible to reconcile the location of rail sidings or vessel berths with the requirements for airport fuel depot location in relation to the fuelling area, In such cases, consideration should be given 10 providing a minimum distance between the aifport fuel depot and the fuelling area. In routing pipes, due regard should be given to the location of other airport services. Where itis preferred for the pipes to pass under runways, taxiways etc, the shortest possible route ‘actoss should be selected The depot's location should also provide easy access for emergency authorities (fire and rescue services, ambulance, police, aitport company, etc) to effectively respond to any incidents that occur. Consideration should also be given to security controls. RESTRICTIONS ON AIRPORTS. General When selecting airport fuel depot sites, airport authority, local government, and national requirements shall be observed. 8.2 includes a listing of some sources of information on national aviation authority standards for the siting of aitport fuel depots. ‘As most airports operate a system of taking off and landing in both directions on the same runway, the most cttical conditions apply to both ends of the runway. The prohibited zones to be considered are: = at the ends of runways, known as approach, take-off and clearway funnels; = tunway and taxiway side clearances; and = around aircraft parking aprons. ‘Asa general policy itis advisable to locate all airport fuel depots outside the above zones but, for technical reasons, this may not ahvays be possible Where practicable, the location of the fuel depot should also take into account potential realistic airport growth and land use development. The recommendations contained in this section apply to all airports. Approach, take-off and clearway funnels The extent of each of these zones limits the height of any structures or temporary features within these zones. The potential hazard in approachvtake-off zones is greatest on the extended centre line of the runway. Runway side clearance areas ‘These areas are parallel to the runway; with ground level height limitations on either side of the runway centre line, Siting airport fuel depots within these areas is prohibited. (rwanda cr seved or mnescdly ary wed tr cna et 16 ee 2a oot Seg ene Cea ny wadin accordance wih he bance terns ard coetng Imus atDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS Depots with fuel storage tanks, buried, mounded or above ground, may be sited beyond these areas provided the maximum permissible structure height is not exceeded, 23.4 Taxiway clearance areas ‘These areas are parallel to each taxiway and extend from the centre line of the taxiway on either side of it. Airport fuel depots should not be sited within these areas 2.3.5. Parking apron clearance ‘The clearance between parked aircraft and any part of the airport fuel depot shall be agreed with the authority having jurisdiction over the sit, taking into account the requirements for ‘operating the facility and the safety of both the depot and aircraft parked near it 2.3.6 Other restrictions Other restrictions may result from line of sight limitations of ground radar equipment. The local aviation authority may not permit a depot to obstruct the line of sight from a control ‘tower (or other observation locations) to runways, taxiways and parking stands, or be located such that spurious radar reflections may occur from the side of tanks or buildings. ‘Whilst itis beneficial to have the fuelling facility located for easy access by the airport ire service, it should not be so close that a major fire could adversely affect operation of the firefighting facilities. 7 Se T PE yr utnenresin mtr ate3 DEPOT LAYOUT 3.1 SAFETY DISTANCES AND HAZARDOUS AREAS. The airport depot shall be planned and designed in accordance with local or national requirements with regard to safety distances, tank compound capactties etc. Hazardous area classification assessments shall be carried out for all aviation fuel handling installations and a hazardous area classification drawing shall be prepared, using locally-approved methodology. Where such local or national codes are not available, it is recommended that an appropriate code be chosen from those referenced in B.2 to best suit the installation under consideration. 3.2 TANKAGE AND NUMBER OF TANKS Consideration should be given to the calculation of an adequate number and size of tanks, to satisfy fuel quality control requirements and maintenance needs without supply disruption. The airport peak demand in aircraft fuelling, including future development, shall be taken into account. For further information see IATA Guidance on airport fuel storage capacity 3.3. EQUIPMENT ACCESS AND OPERABILITY When the type and size of the main items of equipment have been established and their location within the fuelling facility determined based on the minimum safety distances, consideration should be given to the ease of access and operability of each piece of equipment. Ease of access should take into account the access required both during intial construction of the facility and to subsequently allow safe and efficient operation and maintenance Stairways, work platforms and adjustable gangways shall meet all health and safety national requirements for handrails, mic-rails, toe boards and fall protection (and be included in maintenance regimes, see 8.1). Stairways, work platforms and adjustable gangways shall bbe equipped as required with national health and safety placards/signage. Typically points that should be considered include: = Are there adequate pedestrian and vehicle access routes, including where necessary platforms, ladders or stairs to enable unhindered operation and maintenance of the equipment? = Are all valve handles at the best orientation and within easy reach? Can all gauges etc. be clearly seen? Is there adequate room to take samples in jars or buckets, and to perform quality tests? Is there a bare metal bonding lug? = Is there sufficient space and clearance for each item of equipment that is likely to require routine inspection or maintenance (such as a filter, pump, pump motor, valves, intercepton, including room to lift out the item for replacement if necessary? — Areal platforms, high-level walkways, stairs etc. protected by hand railing and fitted with kicker plates to prevent persons and objects falling? = Nostainway should have a slope greater than 45 degrees. = The routine use of ladders should be avoided wherever possible. = Is there sufficient headroom, especially under access platforms, or can valves be moved to more open positions? = Are sufficient emergency escape routes in place? 18 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS ‘Are sufficient emergency access routes and safe areas provided for firefighting etc? = Isthere a safe means of access for entry into oilwater separators, interceptors? Before finalising a design, a review of the proposals by experienced operational and maintenance personnel is essential 3.4 DEPOTS LOCATED OUTSIDE A CONTROLLED AREA, 3.4.1 Boundary and enclosures Airport depots shall be effectively bounded by fencing or walls composed of suitable incombustible materials. Unless local or national regulations are more stringent, the total vertical height should not be less than 2 m (6 ft) from ground level to the top of the fence or wall including any barbed wire. The boundary may in part be formed by the walls of depot buildings or bund walls. Adequate access for fire-fighting vehicles, especially around the tanks, pumps and filters shall be provided as required by national or local requirements (see also 8.2 and 3.5.2) 3.4.2. Tankage layout - safety distances, fire walls and tank compounds 3.4.2.1 Spacing of tanks For the spacing of above-ground tanks reference shall be made to an applicable code, local ‘or national codes or a code referenced in 8.2, For smaller aitport depots where butied or mounded tanks are installed, the distance between any tank and the outer boundary of the depot depends on constructional and ‘operational convenience only unless there is a more stringent local or national cade in place. (See B.2.) 3.4.2.2 Tank compounds/bunded areasilikes For the requirements for tank compounds/bunded areas/dikes for product containment and fire protection, reference shall be made to an applicable code, local or national code, or a code referenced in B.2. 3.43 Buildings —location and spacing 3.4.3.1 Offices, including crew rooms, canteens, etc. For the location and spacing of buildings reference shall be made to an applicable local or national code (see B.2). These buildings should be located whenever possible in non-hazardous areas and preferably near to the main depot entrance gates. ‘When, for operational or other reasons, these buildings cannot be located in non- hazardous areas, they should be constructed of fire-resisting material and shall comply with local fire and safety regulations. It shall be ensured that in the event of a major fuel spillage or fuel fire there remains a safe escape route from buildings forall personnel Arrangements should prevent unauthorised entry by visitors into the depot working 19 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 003.43.2 35 35.1 Operational buildings These buildings shall be constructed of materials complying with local fire and safety regulations and are divided into three groups as follows: (2) Group 1 Housings for boilers, power plants and fire-fighting pumps: These buildings should be sited in non-hazardous areas so that the equipment in them does not present a risk of ignition and can be safely operated in the event of a spillage in an operational area (b) Group 2 Packaged cil stores, pump houses, filng points No packaged cil store, pump house or filing point handling avgas or jet fuels falling into applicable Class | Classification should be situated less than 15 m (50 ft) from any part of the outer boundary of the depot when it is constructed with open type fencing. When the outer boundary consists of a continuous solid wall at least 2 m (6 ft) high without openings, this distance may be reduced but should not in any case be less than 6 m (20 f). For pumping equipment installed in open premises, the distance to the outer boundary should not be less than 15 m (50 ft). When packaged cil stores, pump houses and filing points handle only et fuel that does not fall within Class the distance to an open type boundary fence may be reduced to 6 m (20 1). Packaged oil stores, pumping equipment and filling points handling avgas andor jet fuels falling within Class | should be located at a minimum distance of 15 1m (60 ft) from any building or compound in which hot work is normally carried out. In the case of jet fuels that do not fall within Class |, this distance may be reduced to 6 m(20 tt) Packaged oll stores should be positioned so that there is a minimum separation distance of 6 m (20 ft) between them irrespective of the classification of oils and quantities stored therein. Packaged stocks which are held in drums or other receptacles and which should be stored in the open air will be subject to the same distances referred to in (b) Group 2. (Group 3 Maintenance shops, service buildings: ‘These buildings may include sources of ignition and therefore they should be situated in non-hazardous areas The walls of any buildings except those for which safety distances are specified in Group 2 may form part of the boundary of the airport depot Reference for vehicle maintenance provision and associated separation distances shall be made to an applicable code, either local or national, or a code referenced in B.2, whichever is the most stringent. DEPOTS LOCATED WITHIN A CONTROLLED AREA, When airport depots are constructed within a controlled area, then the conditions imposed ‘or that area should not be less onerous than the requirements contained in this publication Tanks, packaged oil stores, pumping equipment and filling points When the depot is located within a controlled area, the distances between these facilities and the depot boundary should be governed solely by constructional convenience. In all cases, however, the distances between these facilities and the perimeter of the controlled area should not be less than those quoted to the depot boundary in 3.4. (rwanda cr seved or mnescdly ary wed tr cna et 20 ee 2a oot Seg ene Cea ny wadin accordance wih he bance terns ard coetng Imus atDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG 3.5.2. Boundary and enclosures Where security fencing is not necessary by virtue of the depot being located within a controlled area, the boundary should be defined by other suitable means. Adequate access ‘or fite-fighting vehicles shall be provided. Access controls consistent with airport security threat level guidance shall be implemented to control the movement of staff, visitors, contractors, other service providers and other airport users. 3.6 DRAINAGE AND OIL/WATER SEPARATORS 3.6.1 Surface water - general The protection of both surface and ground waters from pollution is essential. Drainage shall be planned in accordance with local or national requirements and practices and in ‘consultation with the regulatory authorities concerned, who may set quality standards for any water discharged from the site. Where possible, the drainage system should take full advantage of any natural drainage at the site for the disposal of surface water. Its essential that drains and separators are regularly inspected and maintained, (Refer to 8.2.) 3.6.2. Drainage from operational areas Guidance on drainage from the depot area, the tank compound and filling area can be found in the publications listed in 8.2 3.7 UGHTING ‘Adequate lighting should be provided to allow all tasks which have to be carried out during ‘the hours of darkness to be performed safely, Depot lighting should not be such that it is, hazardous to aircraft operations. All lighting shall conform to airport regulations. Reference shall be made to an applicable code, either a local or national one or a code referenced in B.2, whichever is the most stringent. Ideally all lights should be located outside of hazardous areas. Where this is not possible (e.g. sample rooms) they shall be correctly specified for the zone in which they are located In these and other similar circumstances, the correct type of lights and switches should be used. Therefore, prior to ordering and installing lights and ancillary equipme reference shall be made to the hazardous area drawing and relevant electrical specifications. 3,8 ELECTRICAL SAFETY PRECAUTIONS 3.8.1 General Electrical design, installation and commissioning work associated with aviation fuelling facilities is specialised and requires suitably qualified and experienced electrical contractors. 21 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00Local or national electrical safety codes, and other publications, set out in detail the special precautions needed to safeguard against the risk of fire or explosion due to the use of electrical current and lightning. (See 8.2 for a listing of some national standards.) Due consideration shall be given to the requirements/ guidance contained therein. 3.8.2 Static electricity Local or national codes and other publications set out in detail the special precautions needed ‘0 safeguard against the risk of the effects of static electricity. (See 8.2 for a isting of some codes and standards.) Due consideration shall be given to the requirements/guidance therein 3.8.3 Portable electronic devices The use of any portable electronic device, such as a mobile telephone, camera, security scanner, radio, radio telephone, tablet etc, shall be prohibited within any hazardous area Unless itis designed and approved for use in those areas. 22 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS 4 DEPOT PLANT, FIXED EQUIPMENT AND BUILDINGS 41 GENERAL The information contained in this publication covers the minimum requirements for the design of depot facilities. ‘The observance of sound engineering practices in the design of facilities is considered essential to ensure that fuel quality is maintained Al facilities used for handling aviation fuels shall be fully grade-segregated. A schematic piping diagram identifying tanks, valves, pumps, pipes, etc, shall be available in each storage depot with instructions for performing the various operations, e.g loading, unloading, These diagrams should be displayed where they are readily available for reference by personnel operating depot equipment and by other interested authorities, Allsites handling flammable products shall be subjected to a process hazard analysis (e.g. HAZOP, CHAZOP) and any subsequent modifications should undertake the same review. 42 TANKAGE 4.2.1 Design and construction AL tanks shall be constructed in accordance with a relevant local or national standard, see B.2. Aviation fuels should be stored in horizontal or fixed roof vertical tanks. Fixed roof vertical tanks may be fitted with an intemal floating roofipan. All tanks shall be constructed and installed to allow settling and removal of water and particulate matter through a low point connection. To achieve this, new horizontal tanks shall be installed with @ minimum slope of 1:50 and new vertical tanks shall be constructed with a coned-down bottom having slope of not less than 1:30 to alow point sump with floor plates lapped to aid the drainage of any moisture or sediment towards the low point sump. Horizontal tank plate butt weld joints may require welds to be ground flush with the surface. If avgas is stored in a vertical tank, an internal floating roof or blanket may be used to reduce vapour losses, Environmental legislation may require that all new vertical avgas tanks be fitted with an internal floating roof or blanket providing an adequate seal to reduce vapour emissions to the atmosphere. Itis normal practice to free-vent the ullage space of tanks fitted with internal floating roofs. However, the use of such a roof or blanket does not remove the need to install a floating suction unit as required in 4.2.5. Pressure/vacuum (P/V) valves provide an alternate, but less efficient, method of reducing vapour losses and shall be fitted to all above-ground avgas tanks not equipped with an internal floating roof or blanket. if P/V valves are used, the ‘working pressure of the vent shall be taken into account in the structural design of the tank The number and size of tanks on site should be sufficient to provide adequate ‘working capacity and consideration should be given to the following a) Peak period volumes. b) Supply replenishment arrangements. Minimum stock levels/days cover agreements. These may be imposed by governments for strategic reasons.) d) Tank settling times ) Tank routine inspection and cleaning periods f) Tank major integrity testing schedules 23 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 0042.2 Materials ‘Tanks referred to in this section are typically of steel construction. Tank materials other than. ‘atbon steel should be designed to an appropriate standard and in accordance with good engineering practice. If glass reinforced plastic (GRP) tanks, which shall only be used for Underground storage, are to be used then they shall meet local or national standards (see B.2) Its essential to ensure that the tank material will not affect the quality of the product. Also the product and water shall not affect the tank material. Specialist advice should be sought, in selection and application of protective linings and appropriate documentation supporting these requirements should be obtained prior to using any epoxy resin, See 4.2.9.3. 42.3 Tank foundations and supports ‘The construction of foundations for storage tanks shall meet local or national tank standards (see B.2). Where local standards are less stringent than those listed, it is recommended that one of the listed standards is used. The foundation design will depend generally on site conditions and consideration should be given to incorporating an impermeable barrier such that continuity of the tank containment system is achieved. The design should provide drainage, should prevent external corrosion of the tank bottom, should minimise rainwater accumulation between the annular plate and the tank shell as this area is prone to corrosion, and should give stability to the tank under test and under all service, wind, seismic, and other ‘climatic conditions likely to be encountered. Where the tank site may be subject to flooding, further protection against erosion and flotation should be provided. Airport depots are often located on reclaimed or low lying areas where ground stability may require the tank base to be piled. The potential relative movement between tanks, pipework, pumps and filters shall be considered! Further advice is given in publications listed in 8.2 4.2. Tank inspection and testing Factory and site inspection of tanks shall be carried out in accordance with the selected tank standard, see 8.2 425° Tank fi ings Tanks shall be provided with separate fittings for filing and outlet and for drawing off water and draining, emptying below the depth when the floating suction has landed for maintenance purposes, sampling, venting and, where necessary, for tank gauging and temperature monitoring 4.25.1 Product level indicators ow level alarms and tank contents’ instrumentation should be installed on all tanks. Tanks shall be fitted with overfill warning and automatic shutdown devices, (See also 10.1.7.) 4.2.5.2 Floating suction units Tanks in Jet A/A-1 service shall be equipped with floating suction units, Means of carrying out regular checks of the buoyancy of these units shall be provided. The use of a floating suction Unit may also be considered for tanks in avgas servic. 4.2.5.3 Status indicator boards Unless the status of the tank (e.g. filing, settling, released or in service) is shown on control panels or monitor screens, a board or similar sign to indicate the tank status should be provided adjacent to the outlet valve. 24 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS 2.5.4 Fire fighting Fire-fighting fittings such as foam injection points/nozzles and water cooling systems, meeting national and local requirements for storage tanks and fire suppressant system design codes, shall be installed on large vertical tanks. It is recommended that the agreement of the local fire service be obtained for the design. 4.2.55 Access stairs Access stairs (and if necessary, a secondary emergency escape ladder) and walkways to tank access chambers shell meet national and local requirements and where necessary to ‘connect tanks, should be installed on all tanks. The walkways and handrails should surround ‘each tank access chamber to allow safe access when carrying out any maintenance work or checks. The top of the tank should be accessible by means of a sloped stairway to a work platform located on the top of each 42.6 Tank vents Tanks shall be adequately vented to prevent the development of pressure or vacuum outside the design limits of the tank. Itis recommended that tanks in Jet A/A-1 service be free vented P/V valves shall be used on above-ground tanks in avgas/JetB service unless they are fitted with an internal floating roof/pan affording the necessary seal against vapour emissions. However, ‘the use of such a rooffpan does not remove the need to installa floating suction unit, Venting devices shall be selected to ensure adequate venting capacity at al times and in all weather conditions, to deal with flow rates associated with receipt into tankage from supply pipelines and, particularly, deliveries from tankage into hydrant systems. They shall also be selected ‘aking into account higher flowrates achieved during hydrant flushing, dry commissioning and periodically during operations. Normal and emergency venting requirements for fixed roof tanks shall meet local or national standard requirements. (See 8.2.) Screens to prevent the ingress of foreign bodies shall have a coarse mesh with rminimum 5 mm (0,25 inch) holes. 4.2.7 Earthing of tanks and depot components Tanks and the depot components shall be effectively earthed in accordance with the detailed recommendations for earthing given in local or national standards. (See 8.2.) Electrical continuity shall be maintained between the tank shell and tank access stairways, gauge floats and floating suction arms. 428 Tank pipe connections (@) All connections and valves fitted to the tank shell and bottom shall be of steel construction. Connections should be via flanges; screwed joints should not be used. (bo) Alltanks shall be fitted with a low point sump provided with a drain line and suitable valve for the draining of water and sediment. The drain line should be of non-rusting material, selected to avoid galvanic action created by dissimilar metals (for examole between stainless steel and mild steel), of approximately SO mm diameter fitted with an incline sampling valve. In the case of above-ground vertical tanks, the drain line should lead to a large capacity stainless steel or internally lined sample receiving vessel, provided with a self-closing (spring-loaded or equivalent) quick-acting valve at entry, 2 cone-down bottom with drain valve, and a suitable motor-driven product return system. This receiving vessel should be of at least 200 litre (53 USG) capacity There will be instances where it will need to be significantly larger depending on, 25, nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00for example, the storage tank size or mode of delivery of product to the storage tank. The design shall ensure that itis not possible for water to accumulate in the drain lines (where it could freeze and prevent draining in cold weather conditions). Provision should be made for taking a running sample from the tank drain line between the tank and the sample-receiving vessel. The self-closing valve at entry to the sample-receiving vessel and the valve used for taking a running sample shall be simultaneously accessible to allow for one-man operation. ()__ Inthe case of above-ground tanks the low point sump should also be provided with a large diameter flushing line and isolating valve suitable for purging water and particulate {d) Tanks shall be fitted with separate product inlet and outlet connections. Vertical tanks shall be filed through a nozzle near to the bottom of the shell and designed to minimise turbulence. Outlet connections shall be fitted with floating suction units (ee 4.2.5.2). (e)_Alltank inlet/outlet valves and piping isolation valves shall have thermal relief. (See also 43.5) 42.9 Tank corrosion protection and painting 4.2.9.1 External protection Tank shells, roofs, fittings and fixtures shall be painted externally with an oil-esistant paint to prevent corrosion. The type, thickness and colour ofthe protective coating should be selected {0 suit atmospheric conditions and, where applicable, to minimise evaporation of contents. Note also the requirements of EI 1542 regarding labeling 4.2.9.2 Cathodic protection Consideration should be given in special circumstances to protect tank bottoms by the installation of cathodic protection using impressed current or sacrificial anodes. However, it is important that where cathodic protection is employed, the tank should be insulated from all other steel structures or pipes in its vicinity that are not protected by the same system. See B.2 fora listing of appropriate standards or sources of information that should be applied 4.2.9.3 Intemal protection AA steel vertical or horizontal tanks shall be coated on all internal surfaces with a suitable protective lining (see B.2)in the interests of fuel quality control and to facilitate tank inspection and cleaning. The lining material shall meet the performance requirements specified in &! 1541 and be warranted by the manufacturer to be compatible with aviation fuels. The lining shall be properly applied as per the suppliers recommendations and be allowed to fully ‘cure as per the manufacturer's recommendations. The lining materiaV”application should be covered by a 10-year application and material warranty. 4.2.10 Tank bunds/dikes and other methods of containment All above-ground tanks shall be contained within a bund or dike unless other means of containing spillages such as double-walled construction or installing a secondary shell are implemented. Where a bund or dike is used, its capacity shall comply with local or national standards. A secondary shell system shall be capable of containing the spilled contents of the tank or tanks that itis protecting Where no such standards exist, of are less stringent, it is recommended that each area should be capable of containing a minimum of 110 % of the volume of the largest nk within the containment area. Low permeability materials are recommended for new 26 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS installations. The surface areas shall have a positive slope and drainage to an oilAvater separator if loca legislation permits the second skin of a double skin tank to qualify as secondary containment then this is acceptable provided that: = Vertical ‘catchpot’ tanks (typical German design) have a double bottom on the primary containmer = Tank overfill containment is provided (the volume and extent of overfill containment shall be assessed against the environmental risk, but will typically be based on flow rate and time). — Horizontal double-skinned tanks have all pipework entries above the maximum liquid level, but discharge shall be at low level inside the tank = The second skin containment volume meets national regulations (110 % rule may not apply) \Where earth bunds or dikes have been used, an assessment of the risk to surface and ground waters shall be undertaken and appropriate steps taken to protect the environment. Any rainwater drain-down valves in the bund or dike walls shall be subject to procedures to ensure that they are kept shut when not in use and that any contaminated water is properly disposed of, (See also 9.9.3 and B.2.) Expansion joints between concrete bund concrete slab sections shall be leak-proof and sealed with fuel fire- and U/V-resistant flexible jointing materials Penetrations of pipes or other services through bund walls should be avoided but where necessary, they shall be leak-proof and sealed with fuel fire- and U/V-resistant flexible materials Bund permeability testing at the time of construction and each 10 years thereafter may be required by some local or national standards. Where this is required, valves, electrical and other control systems shall be positioned above the flood test water line 4.2.11 Buried and mounded tanks 4.2.1.1 General Design and construction details are provided in local or national standards. (See 8.2.) Tanks shall be designed to withstand external loads imposed by the ground and by groundwater when the tank is empty. In certain applications it may be necessary to install a pumped drainage system to dispose of groundwater. ‘Where high water tables above tank bottoms can be experienced tanks shall be anchored to prevent uplift 4.2.1.2 Access to tanks ‘Access chambers should be not less than 800 mm (32 inches) diameter, and shall be so positioned as to enable personnel in protective clothing to enter of leave the tank with ease in case of emergency. A caged ladder may be permanently attached internally to the tank shell extending from the top access point and fixed to the tank bottom. 4.2.1.3 Ventilation In access tunnels or below-ground chambers, natural ventilation should be used when possible. When forced ventilation is used it should be of the blower type and it should be ducted to a low point adjacent to the tank to ensure maximum dissipation of any vapours. Consideration should also be given to the installation of oxygen and hydrocarbon sensing devices and alarms, which should be included in an inspection and test programme 27 Se T PE yr utnenresin mtr ate4.2.11.4 Fire protection Water drenching and fire foam connections for these types of tanks are not normally required, but local or national requirements shall be applied where such exist. 4.2.1.5 Corrosion protection Tanks shall be given an external protective coating to combat corrosion from subsoil and water table conditions. The following coatings are commonly used for this purpose = Bituminous paints applied cold = Bituminous coatings applied hot with or without wrapping = Polyurethane paint. = Epoxy resin coatings. Consideration should be given in special circumstances to the installation of cathodic protection. (See 4.2.9.2) The type of treatment will depend upon the severity of the soil conditions applicable in each case and specialist advice should be sought to ensure adequate protection. (See B.2.) 43 PIPEWORK AND VALVES 43.1. Standards Section 5 aives guidance on the special requirements for pipework for fuel hyarant systems. Allpipework and pipe systems shall be designed, fabricated and tested in accordance with local and national codes. (See 8.2.) Generally the test pressure will be either 150 % of the design pressure, or the maximum allowable operating pressure plus surge pressure, whichever is the higher; however, in some areas, regulations require periodic testing of pipe systems at proof pressure. Proof pressure is defined as ‘the maximum pressure required of the system under test without extemal leakage after which the tested items will meet all other performance characteristics’. However, experience in other areas is that this can be harmful to the pipe and may shorten its fe. Therefore, unless there is a regulatory requirement for periodic proof pressure testing, it should not be carried out 43.2 Segregation of grades 43.2.1 General Each grade of aviation fuel shall be handled in a completely segregated system. There shall be ‘no interconnecting lines between pipes that handle different fuels. Pipes that handle tested and untested batches of the same fuel shall be positively separated by the use of any of the lowing = Removable distance or spool piece = Full thickness line blind (spectacle or single), = Double block and bleed valves. Any other equivalent system which will offer the same level of positive segregation. Whichever method is used should be of adequate strength and embody a means of clearly indicating its setting, 4.3.2.2 Segregation during testing When avation fuel stocks require laboratory testing before release into aircraft fuelling 28 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS service, complete segregation shall be provided between the tanks/pipes handling tested and untested stocks 43.2.3 Selective couplings Grade selective couplings shall be fitted, wherever possible, to fueller bottom loading ‘connections, and to road bridger and rail tank car receipt connections where more than one fuel grade is handled 43.3 Materials It is considered preferable to use internally lined carbon steel or stainless steel piping to minimise corrosion and prevent the introduction of particulate matter in aviation fuel. No copper or cadmium alloys, cadmium plating or galvanised steel or other zinc material coatings should be permitted in product pipework. Small bore tubing used for instrument air may, however, be of copper of other suitable material, but only where it will not be vulnerable in the event of fire. Gasket material used should be impervious to water and fuel 43.4 Flexible or articulated pipe connections ‘The use of flexible type and/or articulated connections, unless required by local regulations or topographical requirements (such as earthquake zones, filled land etc), is not recommended, but if used consideration should be given to their fire-esistance. They shall be installed, inspected and maintained in accordance with manufacturer's recommendations. Bellows- style flexible joints should not be used on pressure applications. Flexible joints may include a frangible link across the flexible pipe which will break and activate an emergency shutdown process should the flexible pipe stretch beyond acceptable limits or be exposed to fire 43.5. Pressure/thermal relief Adequate pressure/thermal relief shall be provided around any valve, although fuel that has not been released for use shall never be relieved into product that has been released. Where absolute segregation to prevent this occurring cannot be guaranteed under all operating conditions, consideration should be given to piping all thermal relief systems to an enclosed system or recovery tank. Filter vessel pressure relief systems usually relieve into product recovery tanks (PRTS) and it is good practice to install a sight glass on the discharge of each device to enable product flow to be identified easily. Pressure/thermal relief systems shall be grade dedicated and never relieve into other grades of product. 43.6 Buried pipe Buried fuel pipes ate potential sources of undetected leakage and should be avoided if possible. if short runs of buried pipe are required they should be placed in a concrete-lined stench that is sloped and equipped with a collection sump to remove rainwater, which will also act as a collection point for any leaked fuel. The vench should be covered to prevent rainwater collection, but should be easily removable for routine inspection of the piping and trench ‘Where impractical, a steel pipe should be coated externally, cathodically-protected and preferably double-walled. Double-walled pipes may require the interstitial space pressure 29 Se T PE yr utnenresin mtr ate‘to be monitored. To avoid leakage, there shall be no flanges on any underground sections of pipework. Flanges should be installed at both ends of a buried section to facilitate pressure ‘esting. The following are the preferred methods for external coating: =~ Bituminous coating applied hot with a reinforced rot-proof wrapping. = Factory-applied epoxy resin coating, — Bituminous primer paint and self-adhesive plastic wrapping. = Factory applied polyethylene coating, Buried joints made during installation shall be protected by an appropriate proprietary wrapping system. Buried flanged or screwed joints shall not be used. The integrity of the external coating and wrapping of buried pipes and joints shall be maintained by good handling techniques and verified, and any defects corrected before the niches are backfilled; great care shall be taken to protect the wrapping during back filling and to minimise undue stresses on pipes. 43.7 Corrosion protection and painting of above-ground pi ‘Above-ground pipework shall be protected from corrosion. The type and colour coating should be carefully selected to suit climatic conditions in order to minimise product heat gains Above-ground pipework supports shall be designed to minimise corrosion at the point of contact with pipework. 43.8 Pipe identification Means of identification shall be applied to pipes and valves to show the product or service for which they are used. Identification shall be in accordance with El 1542. Product flow direction arrows are also helpful (see El 1542). 43.9 Valves All valves shall be pressure rated to the system working pressure and be of steel construction. Gate and ball type valves are preferred for most operations. Cast iron values shall not be used Tank inlet valves should be of the fire Allsampling type valves should be oft valve from being left open fated gate or ball valve type. fe self-closing spring-actuate 44 PUMPS. 44.1 General Local or national standards for pump design, installation and operation shall be applied. (See 82) Pumps shall be used to transfer one grade of fuel only. Limitation shall be applied to pumping velocities in accordance with applicable local and national codes. (See 8.2) 30 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG 44.2 Location Pumps should preferably be situated in the open air, unless severe climatic conditions may be experienced. Pumps should be sited to provide the most favourable suction conditions but they should preferably not be installed below ground level or potential flood level. Centrifugal pumps used for offloading should be located as close as possible to the offloading stands. For road transport discharge applications, facilities shall be provided to eliminate air from the system before the pump, metering and filtration 44.3 Type The type of pump to be used should be determined by fuel characteristics and pumping duties, in particular the suction conditions. Centrifugal pumps of single or multi-stage design are generally preferred for all aviation fuels, When fuel supply is from a buried or semi-buried tank, self-priming pumps should be installed. If a positive displacement pump is used, it shall be equipped with an internal pressure relief valve as well as a secondary pressure relief valve. 44,4 Pump installation ‘Adequate space for adcitional pumps should be provided so that any future installation will not result in any disruption of operational facilites. Check valves shall be fitted on the discharge side of the pumps in all cases where two ‘or more pumps operate in parallel or where gravity flow back from the discharge line through ‘the pump could take place when the pump is not operating. Pumps should be protected from damage by a strainer mounted on the inlet side of fe pump Guards shall be installed over all moving parts to protect personnel All pumps shall be fully contained within a sealed and bunded containment area, i.e, by means of a concrete slab or an impermeable membrane. It is not recommended that pumps and storage tanks be sited in the same spill containment area, to ensure a leakage/ fire in the pump area is isolated from storage tanks 4.4.5. Driving units for pumps (2) Where pumps are driven mechanically, the driving units shall be sized for continuous duly at maximum pump requirements, and in the climatic conditions prevailing Motors and any associated equipment shall be suitable for operation in the hazardous area in which they are located. An applicable code shall be consulted. (b) Gasoline engine driven pump sets should not be used in aviation fuel depots. Where they have to be used they should only be operated in non-hazardous areas. (If utilised, diesel engine driven pump sets, when operated in an area in which there is any risk of flammable vapour, shall conform to local or national standards. Turbo- charged diese! engines present particular problems of high temperature exhaust surfaces that should be taken into account if they are used. Diesel engines should be installed above ground level to reduce the risk of operation in an accumulation of flammable vapour. (@) Driving units shall be fitted with guards for all moving parts (©) There shall be a means for rapid shutdown of the unit in an emergency. 31 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 004.8.6 Electrical equipment for pumps All electrical equipment for pumps shall be installed in accordance with an appropriate electrical safety code or similar publication. (See also 3.8, and for maintenance, 8.1.) All remotely-operated pumps shall have noflow flow and high temperature instrumentation initiating an automatic pump shutdown. Note that flow-related shutdown prevents a high temperature from occurring. Other protection measures may include instrumentation linked to alarms or automatic shutdown (e.g, vibration sensors, suction and discharge pressures). Actions as a result of an alarm or automatic shutdown shall be defined in design documentation. 45 FILTRATION ‘At appropriate stages in the transfer of fuel from water-borne vessels, rail tank cars, road tankers or pipeline to airport depot storage tanks, and from these tanks to hydrant systems and/or mobile fuelling equipment, provision shall be made to maintain or improve fuel cleanliness by the use of filtration systems and monitoring equipment, as required by adopted quality control procedures. For further information on aviation fuel filtration see 1 1550. (2) All new filter vessels shall comply with the requirements of El 1596. {o) All filter vessels shall be sized correctly and accommodate a filtration system that is suitable for the application (see 1 1550). (0 Forall iter vessel installations consideration shall be given to the following = Provision of sufficient working areas/platforms and protection from adverse ‘weather conditions for personnel undertaking vessel inspection/maintenance activities. = Inclusion of isolation valves in adjacent pipework to facilitate vessel maintenance and element change-out = Provision for the slow filing of a vessel after maintenance (see EI 1596 and £1 1550 for further information) = Provision of an element support spider (where applicable) which is bonded to the vessel wall = The inclusion in all vessels of air eliminators, as there is a risk of intemal fire or explosion if product is pumped into a vessel that contains air. In cases where there isa threat of the vessel partially draining because of elevation, the design of the installation should be reviewed and if necessary design changes made, of additional equipment fitted to prevent the vessel partially draining in service. Al vessels shall also be fitted with thermal/pressure relief valves. The outlet pipework from air eliminators and thermal/pressure relief valves shall be routed 40 a suitable product recovery tank or other spill containment. This pipework has ‘to be open all the time and therefore any isolation valves (either side of the air eliminator) shall be wire-sealed in the open position during normal operation. Air eliminators shall be maintained in accordance with filter manufacturer's recommendations, = Ensuring that fuel flows in the intended direction through the vessel = Ensuring that vessels and/or associated pipework are earthed/grounded. = Ensuring that vessels do not inadvertently drain when fuel is not flowing. ()_Allfiter vessels shall be provided with a means of measuring the pressure drop across the filter with a differential pressure gauge giving a direct reading. Both electronic pressure transducers and piston-type devices are available. The gauge should be 32 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS protected with suitable isolating valves and, for piston-type devices, provided with {a means for testing free movement of the piston. Sensing lines and fittings shall be made from stainless steel. 'solating valves shall be stainless steel in fixed facilites. Consideration should be given to fitting a differential pressure switch, to activate if a high differential pressure is reached. A reset button may be considered, which cannot be activated without supervisor intervention ‘A UV shield shall be fitted when used for avgas service. Consideration should be given to fitting a peak hold feature that registers the highest reading, locking the position so the operator can see the maximum Gifferential pressure for the last operation. Ifa peak hold is fitted, a reset button shall also be inchided (e) Filter vessel data plates shall be clearly visible from a convenient location. (f) Pressure tapping points should be positioned on either side of the filter to be used as Colorimetric Membrane connections when used for jet fuel service {g) Consideration should be given to fitting a filterfwater separator (FWS) with an automatic water defence system that will cause the pump to be shut down, or alert operating personnel, when activated by excessive water content in the filter sump. If fitted, a device should be installed to test the water defence system without the need for opening the filter vessel (h) All filter vessels shall have a drain connection at the lowest point of each chamber. The main sump drain shall be fitted with a sample valve to facilitate fiter low point sampling, The following adaitional equipment should be considered to facilitate safe sampling = a closed circuit sampling system; = connection to a product recovery tank (to facilitate draining of the filter vessel when replacing filter elements), or an alternative means of safe disposal of fuel samples, and = a system to dispose of water/particulate that is found. (i) Filter/separator, filter monitor and microfiter installations and their associated pipework shall be designed to prevent the vessels draining either partally or completely during normal operation. It is especially important that fuel filters are never operated unless the vessel is full of fuel. If air is present in a filter vessel, the atmosphere above the jet fuel could be flammable in hot climates. The taking of routine samples may result in air being introduced into the fier vessel (Operators should be aware of the different contaminant removal processes of each of the filtration technologies and the consequences for their effective operation (see £11550 for further information). itis important that filters are operated correctly and in accordance with manufacturers’ recommendations or by adopted quality control procedures. (K) _Atthe inlet to et fuel storage tanks, at fueller loading racks and into-hydrant delivery lines (both for jet fuel), a FWS (meeting El 1581 Sth edition) shall be provided. At certain locations a filter monitor (meeting EI 1583 6th edition) may be considered as an alternative, provided that the engineering implications are fully considered, and the jet fuel does not contain fuel system icing inhibitor (FSI. ()—Attthe inlet to avgas storage tanks, at fueller loading racks and int lines both for avgas) a 5 micron or finer micrfiter (meeting El 1580 2nd edition) may be considered as an alternative to the filtration systems recommended in (k}. (m) Thete should be provision for the safe draining and disposal of used elements to ensure compliance with local environmental legislation 33 RS anc See ay Se(>) Fuel passing a filter shall never exceed the maximum flowrate (rated flow) of the filtration system (as shown on the vessel data plate). Where fuel flows through file vessels in parallel, suitable valve arrangements shall ensure that this requirement is, ‘met. Specific controls shall be in place to prevent any filter being overrated. Note: Where itis required to supply jet fuel containing FSII FWSs qualified to €1 1581 Sth edition Class M or M100 (Miltary) only shall be used For recommendations on the maintenance of filtration systems, see El 1550, 4.6 FUELLER LOADING 4.6.1. Requirements for equipment for the loading of fuellers The requirements in (a) to {k) apply to equipment for the loading of fuellers. (a) A pump emergency shut-off button shall be easily accessible from each loading point. (6) A quick acting shut-off (deadman) valve or pump emergency stop should be fitted at each loading point, in addition to the normal isolating valve (Each loading point shal be fitted with a system that ensures grade segregation where more than one grade of fuel is handled. (4) Allloaging systems should be designed for bottom loading only and the connection between the fueller and loading arm or hose shall be by a self-sealing dry-break coupler. (e) Loading hoses, where used, shall conform to the requirements of section 7. { —_Aneeffective electrical bonding facilty (not to exceed 25 ohms) shall exist between the fueller and the loading point throughout the loading procedure. A bonding cable shall be attached to the vehicle bonding point before the loading hoses are connected. The reverse procedure shall be used on completion of loading. A permissive bonding facility may be incorporated in the loading pump control circuit to ensure that loading cannot take place without the fueller first being bonded to the loading point. (a) Metalic or conductive objects shall never be lowered into the vehicle tank during loading or fora five minute period after loading has finished. However, this restriction is not applicable where dipsticks are used in dip tubes which have their bottom ends submerged in the product. (hn) Fueller or fuellerftrailer combinations shall be dedicated to one grade of fuel only, (Adequate supplies of fuel absorbing material should be available to assist in retention and clean-up of spilled fuel. () The loading area shall have a low permeability surface with adequate drainage facilities and oilAwater separators to accept spillage and prevent fuel entering the main drainage system and any water course. (&) Barriers should be installed to protect fuel piping and equipment from accidental damage that would be caused by a refueller hitting them during parking at the loading point. 4.6.2 Loading from a hydrant pit valve Fuellers may be loaded direct from a hydrant pit valve if they are equipped to do so and the local authority approves such an operation. The fueller shall never be bonded to the hydrant 34 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS pit valve internals. Adequate overfill devices shall be fitted and a means to close the pit valve provided and ready for use. (See 4.5 () and 5.10.) 463 Loading faci ies receiving supply from a hydrant system ‘There are situations where the fueller loading facilty receives its supply through a spur of ‘a hydrant system. In addition to the safety requirements in 4.6.1, an emergency shutdown (ESD) control as in 5.18 shall be located in a readily accessible position adjacent to the loading ‘aclity. If fuel flow cannot be stopped in an emergency by using the loading controls, the ESD. may be used. For further information see 8.2 4.7 CONTAINER FILLING In can and drum filling plants, fuel residence time shall be provided in the pipework after the filtration equipment to permit the dissipation of static charge. Containers should be bonded before the filing nozzle is inserted 48 PUMPING OPERATIONS — PRECAUTIONS AGAINST STATIC ELECTRICITY This clause applies to all depot pumping operations and fueller loading. For precautions against the generation of static electricity refer to the applicable publications listed in 8.2 Limitation shall be applied to pumping velocities in accordance with the applicable publications in B.2. ‘Where possible, the practice of displacing fuel receipt line contents with water should be avoided. Similarly, the pumping of fuelwwater mixtures or fuel with entrained air shall not be permitted. Extreme caution shall be exercised during the Ikelihood of lightning and electrical storms. Operations shall be suspended during lightning activity within the immediate vicinity of the location. 49 VEHICLE TEST STAND ‘Avehicle test stand (rig) enables fuelling vehicles to simulate conditions encountered during aircraft fuelling. This simulation is necessary in order to carry out pressure control valve (PCV) tests and hose-end contamination (Millipore) tests. The test rig can be used for maintenance purposes such as meter proving and also for staff training, The main equipment on a test rig consists of aircraft couplings to match the fuelling vehicle hose end couplings, sampling connections, pressure gauge(s), quick acting ball valve, and gate valve. itis recommended that the pipe between the aircraft couplings and ‘the sample (Millipore) connection is stainless steel. The total pressure loss from the test rig coupling to the receiving tank needs to be minimal to achieve maximum flow without the vehicle PCV reacting. & schematic illustration of a vehicle test stand is shown in Figure 1 Return lines should be designed to avoid excessive back pressure (e.g. exclusion of items such as FWS vessels, pressure or flow rate controllers, shock absorbers, or feed directly into underground tanks without a suction break). Itis recommended that a pilot-operated solenoid valve is installed in the pipe back to ‘the tank so that in the event of a tank high level alarm situation developing, flow from the st rig can be automatically shut off 35, nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, CORMIBSIONING, MAINTENANCE AND TESTING OF AVATION FUELLING FACHITES Ie ig reso stra ‘anc one reverton mune corer, 4° =fowrste <2 090g LOSS part reget oer copapate ‘Sowieeal ore wy (6 Test g sal be within 2° Manges with 2.5" sirraft mae ‘cermodse a uelleg ‘thelr preference eet ‘wth lator ee enor peston ot rel ose canvas tense futng veh SS Figure 1: Schematic illustration of a vehicle test stand 4.10 PRODUCT RECOVERY TANKS (PRTs) 4.10.1 Tank-side product recovery systems ‘A tank-side product recovery tank (TPRT), of at least 200 litres (50 USG) capacity, (the size is dependent on the size of the facility and how many samples points drain into it), should be installed and the following fuel lines routed to this tank: = Closed circuit sampler. = Tank low point sumps. = Filter low point drain lines. = Filter differential pressure gauge vent = Filter air eliminator lines. = Filter pressurefthermal relief = Road tanker sampling point. Examples of suitable designs are shown in Figure 2. 36 This oom iciea witha sioner towce ibe lrg saci: hy SER aie pricy ey Pee nie Tab inact anes erre der heinDESIGN, CONSTRUCTION, COMMISSIONING, MARVTENANCE AND TESTING OF AVATION FUFLLNG FACHITES Tank et ourtertslince wth ge tts oF Tank vel alas mounting pn went 50 mm inward facing slash So mm ak din connection wn verte 25 mem 316 Sank shel - So mm miu clerance fom tank ‘otem '0.mm tari connecton “anki ite ith becsouen catch (rots) 25 nm sell dosing bol abe 250 mir recommended earance or mp aan Galvan tel frame Tun sh wth hinges cover, rash sane sccen and see nr Springloaeed balabe <= so mm tank cone down 1:39 Tred earn : Saving faded ball vale Spring lose ball abe vith ot ust over dh coer Sine of recor tank son minimum may need 1 be sania larger depending on appiion Figure 2: Examples of suitable design of a tank-side product recovery system 37 IMBORTANT az damarte gels ateces apes tous fe brergy bello LOGS UR Key rly be uealin seco wih eee tre seco. tua ete Neywrdadty or sored or accucvadly ay wialberaed vB rang +4 (O}207 a7 00.The TPRT shall be constructed of stainless steel, carbon steel that is internally lined or ‘aluminum alloy with a heavy-duty large size funnel and 250 mm (10 in.) minimum lockable lid with 40-mesh gauze screen. The design shall ensure that itis not possible for water to accumulate in the drain lines (where it could freeze and prevent draining in cold weather conditions). The tank shall be suitably vented and the tank bottom shall be steeply sloped (slope to be no less than 1:30) for complete drainage. The low point shall be fitted with a 25 mm, (1 in) bote drain connection complete with 25 mm (1 in.) springoaded ball valve and ‘camr-lock outlet connection dust cap and chain. The tank low point above the manual drain should also be piped to the inlet of the pump to facilitate emptying the tank back into the product stream through the existing filter vessel once all water andor particulate matter is removed from the recovery tank. Alternately a separate pump and fiter vessel may be used. A spring-loaded ball valve shall be installed to regulate the flow to the pump. Valves used to control the flow of fuel into the PRT shall be of the self-closing, quick-acting spring close type. Any PRTS that are not fitted with a spring-loaded self-closing inlet valve shall be fitted with a routinely tested high-level alarm system. 4.10.2 Flush tant let sampling Fuel coming in to the flush tank shall be sampled via either an in-line sample point, or an inline sample point connected to a visar. Ifthe system handles relatively wet product then the use of a vsi-jaris less desirable due to the additional time and effort taken to clean the visi-jar of water droplets between samples. Examples are shown in Figure 3. 4.10.3 Flush tant let and return pipework Flush tank inlet pipework shall be sized to ensure adequate capacity and self-cleaning line velocities. Where multiple tanks are serviced, the system shall be arranged to ensure that the sh system does not represent a breakdown of storage tank segregation. This may require use of double block and bleed valve isolation. = Where line distances are long, or storage tank heads are frequently low, the product return pump may be utilised to draw product from the storage tank sump. = Where ths is done, only a ‘low shear’ type pump such as a diaphragm pump or screw pump shall be utlised — Pumps such as centrifugal pumps should not be used due to the high shearing of product which can result in the emulsification of the water and product and subsequent extended settling times. The return system shall ensure that only clean and dry fuel is returned to the system. For large flush tanks itis desirable to either return fuel via the facilites inlet filtration or via a FWS dedicated to the task If product is only to be returned to the receiving storage tank then consideration shall be given to the batches and volumes involved, as this may require additional tank testing due to the number of batches within the tank 38 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMISSIONING, MARVTENANCE AND TESTING OF AVATION FUFLLNG FACHITES sn tank is ar op level with o higher tran fn ontop Val dain to dovmstvenn ot Frem tank sun connection 25 mm self cong abe sarrlog vale) SO'nm sf dosing vob (sh tn oe 50 mm se cong “ate ash nk ve) _srom tan sume connection) 25 men sat eesing vate sampling abe) Clearance to st sample container ‘He ark ae an saming ae must be wth at east 0 em a ath other 2) sale po ase sal ors of a can alla, 2 tong log 2933 Samole pont cap camiot or sewed 3) Sampling connection toa batom of poe {espace ta combined waster Shel and sample corse et Figure 3: Examples of suitable de: recovery tank in for running samples with tank-side product 4.10.4 Large product recovery tanks Large product recovery tanks are generally employed in terminals and refineries where particularly large storage tanks ate involved. However, they may also be used on airports Where there are efficiencies to be gained by connecting multiple tanks to the one product recovery system, Large PRIS shall have the following features: = Adequate capacity to ensure that line and storage tank sumo volumes are cleared and that sufficient volume is flushed to allow an adequate in-line sample to be taken. A capacity of 5 000 litres (1 320 USG) to 20 000 litres (5 285 USG) is typical depending fon quantity and nature of contamination to be removed. The configuration is generally that of a horizontal storage tank. = The inlet should be designed to direct water and particulate towards the tank's sump. = Construction from materials which prevent contamination of product. Epoxy-lined mild steel is generally employed to reduce cost. = Diameter should not exceed approximately 1,8 m (6 ft) to allow cleaning without entry to the tank; the need for frequent cleaning is to be expected. 39 IMBORTANT az damarte gels ateces apes tous fe brergy bello LOGS UR Key rly be uealin seco wih eee tre seco. tua ete Neywrdadty or sored or accucvadly ay wialberaed vB rang +4 (O}207 a7 00.= Walkways should allow good access for inspection and cleaning without entry. A minimum of two should be utilised, with a recommended diameter of 900 mm Gf) and minimum diameter of 750 mm (2,5 ft). The walkways shall be fitted with inspection hatches to allow the cleanliness of the tank internals to be readily inspected — The tank shall be installed at an angle of at least 1:30 to ensure adequate water and particulate migration towards the tank's sump. = The tank sump shall be fitted with a large capacity drain directed to the facilities oil water separator system. = Aloating suction shall be installed on large flush tanks: = Good weatherproofing to ensue that the tank isnot an entry point for contaminants into the system, = Common past practice was to install 2 level gauge of float type or clear tube type. These are generally not recommended as the indicated level frequently lags the true tank level. As a consequence, direct observation of liquid level during operation is the preferred method of operation. This requites appropriate positioning of operating valves and tank lid hinge or the ability to remotely operate valves = The tank shall be fitted with a high level alarm. ‘An example is shown in Figures 4a and 4b, Tse sump ‘Beelconnecg ines foe famatna vessel foresave f Wiel dese Figure 4a: Example of suitable design for large centralised product recovery tank 40 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMISSIONING, MARVTENANCE AND TESTING OF AVATION FUFLLNG FACHITES IW ypealezpacty 10H 204d 2 ergs of sumo ines rom tanks ‘nk vent postioned for sae dense inthe ‘hallo mmsed sed zed 0 A even of ove trata ee clsning flows 3) Diameter! 8 m masimon Inspection match and many recommended te Yee ‘lesning thou ent Tghlerl amr fui Floating suction with ioe wre £2 Minima sa marae oF more request ensure sy Toes Clean prosuct return Ine tiost ent Note Conidestion hall be guen so 5) Levelingeaton device eguires Vie pease eel imag egeston manne 2: bulk denaering toe and lve sarsle pot Tonk sump dan slcton maf city oy water sewer Noe: Ny requie OBB selon ta a tran sgregation| Figure 4b: Example of suitable design for large centralised product recovery tank 4.11 CLOSED-CIRCUIT SAMPLING SYSTEM (CCSS) The CCSS is required for drawing and storing all samples and water drains that are taken ‘rom the fuelling facility, for example, fixed and mobile tanks, filters, hose end strainers etc. Sampling lines from the filter vessel low point and tank sample points should be routed and grouped together, using minimum lengths of tubing, to a CCSS equipped with: = The ability to perform the chemical water detection test. = The ability to use a thermometer and hydrometer located on a fuel sample. = Aspring-loaded ball valve on the inlet = Lighting to illuminate the CCSS from behind. ‘The CCSS container should be ergonomically located to allow easy sampling operation, Drainage of the CCSS container should be to a PRT. Depending on the size and complexity of the facility more than one CCSS and PRT may be required to avoid unusually long sampling piping 4.12 SLOP TANKS/CONTAINERS Evety operation should have disposal tanks or containers for collecting contaminated fuels, water from tank and filter drains and used oils. According to local regulations and recycling methods, fuels and oils may have to be separated in different disposal tanks or containers. Slop tanks/containers should have the following features a1 IMBORTANT az damarte gels ateces apes tous fe brergy bello LOGS UR Key rly be uealin seco wih eee tre seco. tua ete Neywrdadty or sored or accucvadly ay wialberaed vB rang +4 (O}207 a7 00.= Double skin or be placed in a containment area = Avent pipe. — An inlet funnel or opening that is lockable in order to avoid disposal of liquids of unknown origin (non-fixed funnels should be removed when not in use and entry points closed to prevent spillage caused by the entry of rainwater). = Clear identification of the contents of the container. e.g. ‘SLOPS', ‘WASTE Ol’ = Provision of adequate space for safe access by disposal vehicles. 4.13 ADDITIVE INJECTION SYSTEMS. 4.13.1 General The use of additives in aviation fuels is carefully controlled and limited because ofthe potential or undesirable side effects. Under certain circumstances additives can affect the ability to maintain fuel cleanliness during shipment and handling, or may adversely impact the aircraft fuel system and turbine engine operation or maintenance The method of addition shall be covered by appropriate on-site procedures, The procedures shall also cover control of the quantity and type of material used, with timely reconciliation of volume used to confirm addition rate. A system of additive batch recording shall be in place to allow traceability of additive batches in the finished aviation fuel. For detailed information on additive handling procedures refer to E1 1530 chapter 7 4.13.2 Aviation fuel additive injection systems Aviation fuel system additive injection systems should be designed to automatically dispense ‘the additive at the desired dosage rate and flow rate. The point of additive injection should be afterall filtration vessels in the loading line. Injection systems should utlse only materials which are compatible with the additive being used. (Note: Some additives are aggressive to lining materials, seals and some metals.) Additive injection systems should be equipped with = Anon and off switch. = Automatic shutdown if the additive is not being injected when programmed to do 50, = digital read-out of meter to advise the amount of adcitive injected = A flow indicator to show that the additive is being injected = Calibration check equipment. = Accheck valve to prevent fuel from flowing into the additive system. = Aweatherproof cover. = Pumps that are of the positive displacement type. 4.13.3 Aviation fuel additive storage tanks ‘Additive storage tanks should = Beconstructed of stainless steel. (Note: FSlis particularly aggressive to lining materials and some metals, such as aluminium) = Be appropriately sized and incorporate a stock measurement system (e.g. an automated gauging system, graduated sight glass or dip stick) = Be mounted or constructed to drain to a low point and equipped with a tank low point drain. 42 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMISSIONING, MARVTENANCE AND TESTING OF AVATION FUFLLNG FACHITES Incorporate an inspection hatch of adequate size to allow internal inspection and manual cleaning Incorporate a 150 mm (6 in.) diameter funnel to allow replenishment. = Include desiccant drier tubes on tank vents (where required). (Note: FSI is very hygroscopic and precautions shall be taken to avoid ingress of water into the neat additive storage), = Contain appropriate hazard signage, display the additive name and percentage dilution (if diluted). = Include recirculation lines for mixing. If additive drums are used the additive drum transfer pump and associated pipework/hose and tube shall be dedicated to a single grade of additive ‘An example of an aviation fuel additive storage tank/injection system is shown in Figure 5. yal) veneet chee vai bection pit shoul be ‘ataed tom ater ection font ra rensurment feuioment by atleast eit Inedanetes Tink ent. treed water Sopher er aesecan Tank ispecton hatch chive fine fecicabtion Ine formang Low poet dain Adaive desing ome aphragr rection pump Pte) re ‘aestve drum decanting ue ‘eat dust) Figure 5: Example additive injection system 4.13.4 Maintenance of additive systems ‘Amaintenance system of planned inspection and testing shall be established for each additive system such that all equipment receives thorough attention in accordance with industry recommendations and manufacturers instructions. If disassembly or repair is required based 43 IMBORTANT az damarte gels ateces apes tous fe brergy bello LOGS UR Key rly be uealin seco wih eee tre seco. tua ete Neywrdadty or sored or accucvadly ay wialberaed vB rang +4 (O}207 a7 00.‘on inspection or testing of the piece of equipment, then re-commissioning of the equipment shall form part of this system. For further information on maintenance see section 8 of this document. 4.13.5. Commissioning of additive systems For commissioning of additive systems see 4.15. 4.14 ELECTRICAL 4.14.1 Power supply In most situations, the power supply will be obtained at low voltage (less than 1 000 V a.c) from the public or airport supply; in other cases it will be obtained from a dedicated generator. If the public supply is unreliable or if there is a risk of frequent natural disasters (e.g, hurricanes, earthquakes) a standby electrical generator to supply power to the site should be installed If a generator is used it shall be specified for the environmental conditions which will be encountered on site and should be installed in a weatherproof, acoustic enclosure. ‘The generator rating should be sufficient to meet the full site load, taking into account the starting current of the largest motor or other transient load. IF two sources of supply are present, the change-over arrangements shall incorporate mechanical interlocking. Over-cutrent and earth fault protection shall be provided on all incoming supplies and outgoing circuits. in remote locations or where the climate is suitable, solar power is an option for consideration when the power demand is low ~ e.g. for a small GA installation All electrical switchgear shall be located in locked rooms or enclosures that may only be accessed by approved personnel, with relevant safety signage posted prominently. 4.14.2 Earthing/grounding and bonding Electrical earthing/grounding and bonding is required to full = protection and safety of the electrical installation; = control of static electricity, and = lightning protection. The electrical earthing and bonding atrangements shall be designed to ensure the safety of the electrical equipment and of the site personnel by providing low resistance paths to earth which will ensure that the electrical protective devices (fuses, circuit breakers etc.) will ‘operate correctly, ensuring that no dangerous voltages can occur an exposed metalwork. Lightning protection is required for above-ground storage tanks, buildings and other structures. The requirements for lightning protection of buildings are defined in local codes, 4.14.3 Electromagnetic radiation hazards Potential ignition hazards to aviation fuel storage, dispensing, or handling facilities may be created by emissions from electromagnetic devices such as radio and radar. Beamvsignal 44 nese et Teac satiny stray fen Cn Ne ena ely be wea in ecorsaee wit the eres ers are corso. oe Itrwardedt or sh cr scooby ry aeriaed oe Eres epabn@onrain oat (0207 a7 00DESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS strength has been known to cause ignition of flammable vapour/air mixtures from inductive electrical heating of solid materials or from electric arcs or sparks from chance resonant connections. For additional information, refer to MIL-STD-461 and NFPA 407. The following guidance should be followed: = Locate radio transmitting antennas as far as practically possible from the fuel storage = Bo not locate fuel storage or transfer facilities closer than 90 m (300 feet) from aircraft warning antennas. = Do not locate fuel storage or transfer facilities closer than 150 m (500 feet) f airport ground approach and control equipment. = Donot locate fuel storage or transfer facilities closer than 90 m (300 feet) from areas where airborne surveillance radar may be operated = Do not locate fuel storage or transfer facilities closer than 30 m (100 feet) from airport surface detection radar equipment. 4.14.4 Control facil Facilities to control the electrical installation and its associated plant shall be provided at all locations but complexity of these control systems will vary widely, depending on the requirements of the particular instalation, Control facilites are provided to meet four different types of requirement = emergency shutdown (ESD), to: = prevent overfiling of tanks, and = shut down the entire installation in the event of fire or spillage, by the operation of an emergency stop button (ES8); = operation and protection of equipment, including; = pump control; = pump low flow protection, and = _ underground tank leak detection; — enforcement of operating procedures, particularly those related to fuel quality, such as; = interlocking of tank inlet and outlet valves to ensure correct fuel release procedures are followed; = reducing the burden on the site operator, by providing facilities for: = stock accounting, and = sales invoicing Cause and effect drawings should be available in the control room for all systems such as emergency alarms, start/stop buttons, fire detection, tank operation alarms and spill protection. The following systems shall be provided for all installations, = emergency stop buttonis) = start/stop control of road tanker offloading/fueller loading/aircraft fuelling pumpls}; tank overfill protection, and audible and visible annunciati n of alarm conditions, with an ‘alarm silence’ button In addition, some of the control facilities listed as follows may be installed, depending on ‘operational and statutory requirements: = fire detection and alarm systems; = fire-fighting systems; 45, Se T PE yr utnenresin mtr ate= low-fiow prote pumps; = permissive signals to vehicle-mounted officading pumps; = permissive signals from vehicle-mounted overfill protection systems; = earth bonding monitoring equipment, = hose rewind control; = tank level gauging; = tank leak detection; = metering (possibly using an electronic preset) of fueller loading and aircraft fueling; = motorised valve control and indication; = olllvater separator and valve chamber oil detection = card handling, site control, communications; = hydrocarbon and oxygen sensing in confined space atmospheres; = security cameras, door and gate access controls and monitoring, and = uninterrupted power supply (UPS) systems n and/or overtemperature protection for offloading and loading 4.15 COMMISSIONING THE DEPOT FUEL SYSTEM. 4.15.1 General ‘There are a number of phases involved in bringing a new faclity/equipment on line, the latter phases being! = inspection; = testing (pre-commissioning), and = commissioning, ‘Adetailed planis required for each phase. On substantial completion of the construction works, ‘when the pipework system is completed and has been inspected, the pre-commissioning and commissioning phases begin. Requirements fo commissioning plan are given in Annex C. 4.45.2. Inspection Near to completion of the facility the project engineer shall undertake a detailed review of the facility against a checklist to verify all equipment that was part of the project has been installed and is located as in the engineering drawings 4.15.3 Comm ‘The ‘commissioning procedure’ is essential to ensure that equipment is tested and proved to be operating as planned. Without a detailed commissioning procedute critical items may be omitted and may be discovered as being faulty at a later date. All significant events during ‘the commissioning phase shall be recorded. This will produce a factual account of what was sted and how it was tested during commissioning. The commissioning dossier, including all test results and the ‘Certificate of Readiness’ shall be included in the project handover package. It should be noted that safety and quality control are of prime importance throughout any commissioning procedure 46 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS The following is a brief list of items that shall be considered in meetings before any commissioning occurs. Parties to be involved in these meetings should include representatives from the construction company, construction supervision team, depot operator, airport authority, emergency services, etc: = Personnel and their responsibilities, = Emergency plans and equipment for spllage/fire/njury ete. An ESD system that is operating. = Health, safety and environment requirements, including PPE, first aid = Programme plan, including critical path tasks = Commissioning procedures, including test methods, relevant operating manuals, test and performance records. = Equipment - critical spares, e.g. filter elements, tools for maintenance. = Onrspecification fuel and procedures for dealing with down-graded/oft-specification fuel in a safe manner that ensures adequate environmental protection = Acctedited laboratory facilities and dispatch/results procedure. = Labeling ofall fuel facility equipment (pumps, filters, valves etc) so that equipment identification correlates with drawings, ¢.g. process and instrumentation drawings. ‘Areview with all partiesinvolved shouldbe performed to ensure that the agreed commissioning procedure is complete and correct and that personnel are fully competent to carty out the commissioning successfully. 4.15.4 Fuel qui Commissioning commences when fuel is introduced and the facility comes under the management of the operator. The aviation fuel system commissioning work that will be ‘atried out broadly consists of: = The filing of the piping, valves, pressure vessels and storage tanks. Storage tanks should be filled to a level to at least allow circulation of the product. = Recirculating fuel through all equipment and purging all low points and sampling points to remove foreign matter prior to fuel filing, and colorimetric and gravimetric testing of fuel to confirm cleanliness/qualty, The cleanliness criteria to be achieved by constructors of depots should be agreed between all responsible parties (e.g owner, operator and constructor of the depot) as part of the construction contract. Recommended limits are 0,2 mafltre as the threshold (a figure that is consistent with 1 1585); = Fuel ‘soak' period and testing of fuel samples shall be undertaken as described in Annex C. 4.15.5. Civil/mechanical/electrical works Al civ and mechanical/electrcal works shall be checked as part of a commissioning process, which should include, but not be limited to: = Bunds, including all containment areas such as pumprfiter slabs and vehicle loadingy off-loading areas. = Drainage lines and oilvwater separator. = Sealantsioints in bund walls. = Tanks and their accessories. = Pumps and their motors. = Filters and strainers. = Valves, flanges and pipework including thetmal/pressure relief valves. 47 Se T PE yr utnenresin mtr ate= Allelectrical equipment. — Meters. Prior to being used for the first time all hoses shall be soaked and then flushed. The hose shall be filled with the fuel to be used and left to soak for at least eight hours at a minimum, ‘temperature of 15 °C (59 °F). The fuel shall then be drained from the hose and its appearance checked for solid matter and/or discolouring, The fuel used for soaking shall be downgraded. Flushed fuel shall be visually inspected until no evidence of manufacturing residue is detected and no colour change noted. Longer soaking and further flushing may be necessary if the fuel becomes discoloured by the hose. When flushed fuel is found to be acceptable, a minimum ‘of 2.000 lites (500 USG) shall be circulated through the hose assembly. If pressure hoses are taken out of service for repairs (e.g. to cut off damaged ends) then a hydrostatic test is required before the hose is returned to service. See also 7.3. 48 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG 5 FUEL HYDRANT SYSTEMS. 5.1 GENERAL This section provides information on hydrant system design and construction to be considered for new hydrant systems or extensions. Full design and construction details shall comply with local and national regulations, applicable standards, design codes and take into account industry good practice 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). Insome countries, hydrant construction completion may require certification approval by a regulatory organisation before it can be put into operation. ‘Once constructed the hydrant system is not readily accessible for inspection or maintenance purposes, hence the need to adhere to good practice in design and construction. Information on hydrant pumps and controllers can be found in 4.4 and filtration in 45. Guidelines on the operation of hydrantsystems can be found in El 1560 Recommended practice for the operation, inspection, maintenance and commissioning of aviation fuel hydrant systems and hydrant system extensions. 5.2. DEFINITION OF A HYDRANT SYSTEM ‘A hydrant system is defined as a buried fuel pipe with associated valves, delivery pumps, ters, drain and venting points, valve chambers, pit boxes and pit valves, instrumentation, control system, emergency shutdown system, cathodic protection 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 fitration, meter, hoses and couplings). Hydrant systems may also include fixed ‘cabinet dispensing points. Fuel is delivered under pressure to the fuel hydrant system from the airport fuel depot, via a fixed pipework installation, which is normally buried, to hydrant pits located at each aircraft fuelling position. These fuelling positions are usually located in the aprons close to the passenger or freight terminal buildings to enable fuelling to take place while the aircraft is being ‘turned round’. The aircraft is fueled by means of one, or in some cases two, hydrant dispenser vehicles, These are connected by flexible hose(s) to the hydrant valve(s) 49 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, CORMIBSIONING, MAINTENANCE AND TESTING OF AVATION FUELLING FACHITES located in the hydrant pits), and the aircraft fuelling adaptors). Hydrant dispensers (see section 6) are fitted with filtration, pressure regulation and metering equipment and are designed to provide the required high standard of quality control, safety and efficiency which should attend all aircraft fueling operations At installations involving only 2 small number of fuelling points, a fixed cabinet dispensing point, embodying filtration, pressure regulation and metering equipment, may be Used instead of the hydrant servicer. ‘A further system to be found extensively on military bases and some commercial airports, is the underground chamber system whereby the refuelling equipment normally found on a hydrant dispenser is located in a pit adjacent to the aircraft parking/refuelling position. 5.3. HYDRANT SYSTEM LAYOUTS Design choices made with reference to operability and maintainability may translate into the ‘two extreme designs shown schematically in Figure Sa and 6 Terminal bung Tank LI Terminal bigng T= Lon poin dan t imple hydrant system design with spurs (dead ends) yarn pile 50 This oom iciea witha sioner towce ibe lrg saci: hy SER aie pricy ey Pee nie Tab inact anes erre der heinDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG Terminal baling Low pin rin Figure 6b: Hydrant system design enabling fuel circulation Figure 6a illustrates the design of many hydrant systems to date. The system is straightforward and low cost, but the design is inflexible. Due to the ‘single feeder line’ ‘concept future extensions or major uplift changes in the headers ate aifficult to accommodate without an expensive change of pipe dimensions. System commissioning or maintenance by flushing and piaging is complex due to the ‘dead end! piping configuration and the required application of reducers. Figure 6b 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 flexbilty with reference to commissioning, flushing from one tank to the hydrant and back to another tank, maintenance, pigging and future capacity increase 5.4 — GENERAL SYSTEM DESIGN CONSIDERATIONS ‘The general design and construction of a hydrant system is similar to that of pipes as discussed in 4.3, but with some additional considerations as covered in this section The design of a hydrant system will be dependent upon a number of factors including traffic forecasts, airport development programmes and aircraft types and design trends, Iti erefore important at the evaluation stage to collect and analyse all relevant data to provide ‘a sound basis on which to establish design parameters. Where a new airport layout design is, still ata conceptual stage but a hydrant system design is required at this point, ongoing close ‘working relationships with the airport development consultant shall be maintained to ensure that layout changes do not impact on the hydrant system. Examples include apron, taxiway or runway realignments, aircraft parking position realignments, building and foundation realignments, tunnel and underground basement realignments, storm water drainage channels and other underground services which may impede access to low points or valve ‘chambers or may damage already laid hydrant pipes during later construction, The system should be designed to ensure that fuel may be delivered at the aircraft coupling at the required pressure and flow rate from any position along the hydrant. 51 Se T PE yr utnenresin mtr ateThe design of a safe and efficient hydrant system should take into account: — aircraft types (pressure and flow rate limitations); = site elevation levels; = hydraulic analysis; = tanks and tank venting capacity; = pumping sets and filtration equipment; = pipe sizing to handle the fully developed peak design capacity of the system at flow velocities that would not generate unacceptable surge pressures in the event of rapid and simultaneous closure of aircraft tank valves; = automatic pump control systems; = hydrant pit valve positions; = the requirement for welded connections for buried pipe (screw-1 flange joints are not acceptable for buried pipe); — flow velocities and direction especially in looped systems; = hydrant pit type; = emergency shut down (ESD) control; = pipe slopes, to create high points for venting and low points for draining and sampling, = aminimum depth for risers of 1,5 m (59 in.), to minimise the risk of damage being caused in the event of an impact to a hydrant pit coupler (see El 1584 Annex C for further information); = expansion and contraction of both the pipe and fuel in any above-ground pipewor = pipe internal lining materials; = pipe external corrosion protection; = cathodic protection; = pressure testing or tightness control system integration; = automated hydrant integrity testing: = pigging for cleaning or pipe integrity inspection; = requirements for commissioning: = routine inspections and maintenance, and = the need to ensure sagging does not occur between pipe supports. veaded and bolted Operational details on these issues can be found in El 1560. 5.5 HYDRAULIC ANALYSIS Abydraulic analysis shall be undertaken (including for hydrant system extensions) to establish the most appropriate flow velocities within each hydrant system section, to ensure efficient ling and to minimise the risk of excessive surge pressures occurring. In terms of hydrant low velocity, there is a balance between the requirement to minimise surge pressure, the need to maintain self-cleaning flow regimes within the hydrant, and achieving the required fuel delivery rates for all expected throughput scenarios over the operational life of the hydrant system. Hydrant systems may be subject to hytiraulic shock pressures or surge pressures when fuel supply to the aircraft is shut off (e.g. due to aircraft ground power unit failure, aircraft fixed ground power failure affecting multiple aircraft, depot power failure, closure of an isolation valve during flow). Hydrant system surge pressures are dependent upon fuel velocity in the pipe and the hydrant configuration and length in relation to valve closure time. The use of surge suppression systems (shock absorbers) in hydrant systems should be avoided, as the accurate calculation of their capacity is difficult and ongoing maintenance is challenging 52 Se T PE yr utnenresin mtr ateDESIGN, CONSTRUCTION, COMMSIONING, MAINTENANCE AND TESTNG LING FACILIS Another factor to be considered during a hydrant system hydraulic analysis is to Understand the flow dynamics of fuel within the pipe. The direction of flow may not be as simple as first thought, especially for complex systems with multiple loops and multiple reders. An understanding of flow directions and velocities will ensure low points are in the most effective positions. Hydraulic flow analysis and modelling is likely to identify areas of potential risk of particulate matter accumulation. The modelling should include analysis at different flow rates that reflect the realistic initial throughput volume, growth volumes and maximum design volume. It should be recognised that hydraulic analysis requires specialist knowledge. 5.6 HYDRANT SYSTEM DESIGN FOR CLEANING One of the greatest problems that the designer of a hydrant system faces is the sizing of the system for future growth. Larger diameter feeders in particular are installed to allow for future growth. These initially result in lower velocities which may lead to problems later as settled-out particulate in the pipe may be moved as flows increase. However, proper initial leaning and efficient into-hydrant filtration should overcome this problem. If double feeders are built (see Figure (b)), each one sized for initial volumes and short-term increases, and which can be used singly n the early feof the system, higher flow velocities will ensure a measure of self-cleaning. As volumes increase and the velocity in one feeder becomes greater than is desirable, both feeders may be used. Such a design will allow greater flexibility in operations and provide for loop flushing but 's more costly to build and may not always be feasible, The hydrant system or system extension should be designed to aid the use of pigs or other methods, such as water blasting, for cleaning (for procedures see El 1585 Guidance in the cleaning of airport hydrant systems). This should include the inclusion of suitable spool pieces and double block and bleed valve isolation located in convenient positions such as valve chambers or appropriate above-ground locations. The spool can then be removed and a pig launcher and receiver installed, or water blasting and/or CCTV equipment inserted when, and if, needed ‘Where pigging is intended, all valves and pipe fittings that the pig will have to pass shall be full bore diameter. Bends shall be long radius and all equipment within the bore of fe pipe should be removed (e.g. instrumentation and low point pipe probes). Any changes in pipe diameter should ensure they will allow free movement of the pigs. Soft foam pigs are very flexible and may extrude themselves into smaller pipes, low point sumps or risers along the main line. Where future pigging is being considered, sumps ‘or junctions with smaller diameter pipes should include aT’ bar to prevent the pig becoming ped, Consideration should be given to the provision of suitable pig launching and receiving ‘raps or arrangements, such as on a temporary basis. 53 Se T PE yr utnenresin mtr ate