JIG 4 (Joint Inspection Group) - Rev - 3

1.1 Purpose..........................................................................................................................
7
1.2 Scope ............................................................................................................................. 7
1.3 Smaller airports............................................................................................................... 7
1.4 Staff responsibilities and inspection requirements.............................................................. 8
1.5 Stock control .................................................................................................................. 8
2.1 Health, Safety, Security and Environmental (HSSE) Management .......................................

................................ 9
2.2 Training.........................................................................................................................10
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2.3 Accidents, incidents and near misses reporting and investigation ................................
...................................11
2.4 Emergency response procedures.....................................................................................11
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2.5 Security .........................................................................................................................11
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2.6 Fuel spillage...................................................................................................................11
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2.7 Permit to Work system ...................................................................................................12
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2.8 Management of change ..................................................................................................12
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3.1 General .........................................................................................................................13

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3.2 Sample containers..........................................................................................................14
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3.3 Sampling terminology.....................................................................................................14
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3.4 Definitions ................................
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4.1 General .........................................................................................................................22

4.2 Tankage ........................................................................................................................22
4.3 Pipework .......................................................................................................................24
4.4 Filtration........................................................................................................................25
4.5 Hydrant systems ............................................................................................................25
5.1 General .........................................................................................................................26

5.2 Documentation ..............................................................................................................26
5.3 Receipt..........................................................................................................................26
5.4 Settling and testing ........................................................................................................28
5.5 Fuel release procedure ...................................................................................................28
5.6 Additives .......................................................................................................................28
6.1 Routine checks...............................................................................................................29
Copyright Joint Inspection Group 2016. Used with permission.

6.2 Tank inspection and cleaning ..........................................................................................30
6.3 Receipt and storage of aviation fuel in drums ..................................................................32
7.1 General .........................................................................................................................33

7.2 Fuelling Vehicles ............................................................................................................35
7.3 Fixed fuelling cabinets and trailers ..................................................................................39
7.4 Aircraft fuelling steps and towable fuelling platforms ........................................................40
8.1 Housekeeping and maintenance......................................................................................42

8.2 Bonding.........................................................................................................................42
8.3 Bulk meters ...................................................................................................................43
8.4 Pressure gauges ............................................................................................................43
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8.5 Filtration equipment .......................................................................................................43
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8.6 Depot hoses ..................................................................................................................43
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8.7 Hydrometers and thermometers......................................................................................44
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8.8 Fire extinguishers...........................................................................................................45
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8.9 Electrical equipment and additional safety devices ................................
...........................................................45
8.10 Fuelling equipment maintenance general ....................................................................45
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8.11 Fuelling equipment maintenance records ....................................................................46
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8.12 Interlocks and emergency engine/fuelling stops ................................
.............................................................46
8.13 Cathodic protection ......................................................................................................46
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8.14 Pressure control and deadman system...........................................................................46
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8.15 Fuelling equipment hoses commissioning, testing and repair ........................................47
8.16 Pressure fuelling couplings (underwing nozzles) ................................
.............................................................47
8.17 Overwing nozzles .........................................................................................................48
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8.18 Hose-end strainers ................................
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.......................................................................................................48
8.19 Routine fueller tank inspection and cleaning...................................................................48
cleaning
8.20 Product recovery tanks (vehicle sample tanks/stand-alone
tanks/stand trailers)..................................49
8.21 Elevating fuelling platforms ...........................................................................................49
8.22 Fueller loading and overfill protection devices device ................................................................49
8.23 Emergency engine stops ...............................................................................................49
8.24 Fuelling steps and platforms .........................................................................................49
8.25 Equipment calibration ...................................................................................................50
8.26 Deadman systems for bridger receipt and fueller loading ................................................50
9.1 Fueller loading ...............................................................................................................51

9.2 Draining and sampling....................................................................................................52
10.1 General........................................................................................................................54
10.2 Fuelling personnel ........................................................................................................54
10.3 Driving and positioning of vehicles.................................................................................54
10.4 Bonding aircraft and fuelling equipment ......................................................................56
10.5 Fuelling procedures ......................................................................................................56
10.6 Fuelling with passengers on board or embarking or disembarking ...................................65
10.7 Fuelling while aircraft mounted Auxiliary Power Units (APUs) are in operation ..................65
10.8 Fuelling while Ground Power Units (GPUs) are in operation .............................................66

10.9 Fuelling with air conditioning units in operation ..............................................................66
10.10 Fuelling with one aircraft engine running .....................................................................66
10.11 Helicopter fuelling.......................................................................................................67
10.12 Fuelling in hangars .....................................................................................................68
10.13 Fuelling aircraft during maintenance to landing gear.....................................................69
11.1 Records quality control ..............................................................................................70

11.2 Records maintenance ................................................................................................70
11.3 Records retention periods ..........................................................................................71
A1.1 General .......................................................................................................................73

A1.2 Routine checks on all filters ..........................................................................................73
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A1.3 Element change criteria ................................................................................................75
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A1.4 Records .......................................................................................................................76
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A1.5 Gauze strainers ............................................................................................................76
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A3.1 Monthly inspection all airport depot and fuelling equipment hoses hoses................................79
A3.2 Pressure testing fuelling equipment hoses...................................................................79
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A3.3 Damaged hoses ...........................................................................................................80
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A3.4 Flexible joints...............................................................................................................80
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A7.1 Hydrant servicers draining and sampling filters/dP switches ......................................84

A7.2 Fuelling procedures ......................................................................................................85
A7.3 Hydrant pit valve/coupler/inlet hose identification, protection and wear check .................87
A7.4 Hydrant servicers lanyards .........................................................................................87
A7.5 Flushing hydrant system low points and hydrant pits .....................................................88
A7.6 Hydrant pits and pit valves ...........................................................................................89
A7.7 Emergency fuel shut-off ...............................................................................................89
A7.8 Cathodic protection ......................................................................................................89
A7.9 Hydrant integrity and pressure testing ...........................................................................89
A7.10 Hydrant pit valve testing.............................................................................................91
A7.11 Documentation and records ........................................................................................93
A11.1 Introduction...............................................................................................................97
A11.2 Application of soak testing ..........................................................................................97

A11.3 Soak testing procedures .............................................................................................98
A11.4 Sampling and testing procedures ................................................................................99
A11.5 Laboratory testing ....................................................................................................101

The following standards shall be used where identified within the JIG documents. They should also be used as a source
of additional and background information as required.
API Manual of Petroleum Measurement Standards

API 1543 Documentation, Monitoring and Laboratory Testing of Aviation Fuel during Shipment from Refinery to Airport
API 1595 Design, Construction, Operation, Maintenance and Inspection of Aviation Pre-Airfield Storage Terminals
API 2013 Cleaning Mobile Tanks in Flammable or Combustible Service
API 2611 Terminal Piping Inspection inspection of In-service Terminal Piping Systems
API 650 Welded Steel Tanks for Oil Storage
API RP 652 Lining of Above Ground Petroleum Storage Tank Bottoms
IP Petroleum Measurement Manual

IP 160 Density and API Gravity of Crude Oil and Petroleum Products-Hydrometer Method
IP 274 Determination of electrical conductivity of aviation and distillate fuels
IP 323 Jet Fuel Thermal Oxidation Test
IP 365 Density and Relative Density of Liquids by Digital Density Meter
IP 559 Determination Of Density Of Middle Distillate Fuels Hand Held Oscillating U-tube Density Meter Method
IP 585 Determination of Fatty Acid Methyl Esters (FAME), derived from Bio-Diesel fuel, in aviation turbine fuel - GC-MS with selective ion monitoring/scan
detection method
IP 599 Determination of Fatty Acid Methyl Esters (FAME) in aviation turbine fuel
EI 1529 Aviation fuelling hose and hose assemblies
EI/JIG 1530 Quality assurance requirements for the manufacture, storage and distribution of aviation fuels to airports
EI 1540 Recommended Practice, Design, Construction,, Operation and Maintenance of Aviation Fuelling Facilities
EI 1541 Performance requirements for protective coating systems used in aviation storage tanks and piping
EI 1542 Identification markings for dedicated aviation fuel manufacturing and distribution facilities, airport storage and mobile fuelling equipment
EI 1550 Filtration Handbook
EI 1560 Recommended practice for the operation, inspection, maintenance and commissioning of aviation fuel hydrant systems an and hydrant system
extensions
EI 1581 Specification and Qualification Procedures for Aviation Jet Fuel Filter Separators
EI 1582 Specification for Similarity for EI 1581 Aviation Jet Fuel Filters/Separators
EI 1583 Laboratory Tests and Minimum Performance Levels for Aviation Fuel Filter Monitors
EI 1584 Four-inch Hydrant System Components and Arrangements
EI 1585 Guidance in the Cleaning of Aviation Fuel Hydrant Systems at Airports
EI 1590 Specification and qualification procedures for aviation fuel microfilters
EI 1594 Initial pressure strength testing
ing of airport fuel hydrant systems with water
EI 1596 Design and construction of aviation fuel filter vessels
EI 1597 Procedures for overwing fuelling to ensure delivery of the correct fuel grade to an aircraft
EI 1598 Design, functional requirements and laboratory testing protocols for electronic sensors to monitor free water and/or particulate matter
in aviation fuel
EI 1599 Laboratory tests and minimum performance levels for aviation fuel dirt defence filters
EI Guidelines for the investigation of the microbial content of petroleum fuels and for the implementation of avoidance and remedial strategies
EI Model Code of Practice Part 2, Design Construction and Operation of Petroleum Distribution installations
HM 20 Proving of Aviation fuelling positive displacement meters
HM 50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products
ASTM D2276/IP 216 Standard Test Method for Particulate Contaminant in Aviation Turbine Fuel by Line Sampling
ASTM D2624 or IP274 Standard Test Methods for Electrical Conductivity of Aviation and Distillate Fuels
ASTM D3241 Jet Fuel Thermal Oxidation Test
ASTM D6469 Standard Guide for Microbial Contamination in Fuels and Fuel Systems
ASTM D6986 Standard Test Method for Free Water, Particulate, and Other Contamination in Aviation Fuels (Visual Inspection Procedures)
ASTM D4176 Standard Test Method for Free Water and Particulate Contamination in Distillate Fuels
ASTM D4057 Standard Practice for Manual Sampling of Petroleum and Petroleum Products
ASTM D4306 Standard Practice for Aviation Fuel Sample Containers for Tests affected by Trace Contamination
ASTM D7566 Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons
EN 12312-5 Aircraft Ground Support Equipment-Specific Requirements - Part 5 Aircraft Fuelling Equipment
BS EN 14015:2004 Specification for the design and manufacture of site built, vertical, cylindrical, flat-bottomed, above ground, welded, steel tanks for the
storage of liquids at ambient temperature and above
BS 3492 Specification for road and rail tanker hoses and hose assemblies for petroleum products, including aviation fuels
BS 5842 Specification for thermoplastic hose assemblies for dock, road and tanker use
Guidance Material on Microbiologial Contamination in Aircraft Fuel Tanks

Guidance Material on Turbine Jet Fuels Specifications
Guidance Material on Standard Into-Plane Fuelling Procedures
Dangerous Goods Regulations
Technical Instructions for the Safe Transport of Dangerous Goods by Air
ISO 1825 (EI1529) Rubber hoses and hose assemblies for aircraft ground fuelling and defuelling
ISO 3170 (IP 475) Methods of Test for Petroleum and its Products. BS 2000 475: Petroleum Liquids. Manual Sampling)
ISO 6789 Assembly tools for screws and nuts hand torque tools requirements and test methods for design conformance testing and recalibration
procedure
ISO/IEC Guide 43-1:1997 Proficiency testing by interlaboratory comparisons

Part 1: Development and operation of proficiency testing schemes, and
Part 2: Selection and use of proficiency testing schemes by laboratory accreditation bodies
NFPA 407 - Standard for Aircraft Fuel Servicing
AS 1852 Nozzles and Ports Gravity Fuelling Interface Standard for Civil Aircraft
ARP 5789 Aviation Fuel Facilities
ARP 5818 Design & Operation of Aircraft Refuelling Tanker Vehicles
AS 5877 Detailed Specification for Aircraft Pressure Refuelling Nozzle

The purpose of this document is to provide a set of standards that can be used as a
reference for the preparation of detailed quality control and fuel handling procedures at
smaller airport locations.
This document is intended for the guidance of members of the Joint Inspection Group (JIG)
and companies affiliated with members of JIG and IATA Airlines. It does not preclude the
use of any other operating standards, procedures, equipment maintenance or inspection
procedures. Neither JIG Ltd, its members, nor the companies affiliated with its members
accept responsibility for the adoption of this document or compliance with this document.
Any party using this document in any way shall do so at its own risk.
Where applicable national or regional legislation requires compliance with a standard that
differs from this Standard, this shall be clearly documented.
Mandatory requirements in this S .
Recommendations and best practices are designated by the word . Optional items
.
Note: Only the latest revision of any document or standard, referenced in this document
document,
shall be considered.
The following chapters in this document detail standards that can be used for the design of
airport storage and handling systems, where relevant to quality control considerations, for
the design and maintenance of fuelling equipment, and for the operating and quality
control procedures to be used.
in section 1.3 and may also be used as a reference for general aviation and other small
airfield operations. Procedures applicable to other airport locations may be found in the
following separate documents:
(a) Aviation Fuel Quality Control and Operating Standards for Into-Plane Fuelling Services
(JIG 1).
(b) Aviation Fuel Quality Control and Operating Standards for Airport Depots and Hydrants
(JIG 2).
smaller a
(a) Aviation fuel is supplied to the location by road or rail transport, and
(b) Fuelling equipment has a maximum flow rate of 1,000 litres/min per delivery hose, and
(c) The total number of fuelling operations per year is less than 10,000 and throughput is
less than 10 million litres, and
(d) If a hydrant is used for fuelling, it has a diameter of 150
At locations where there are no mobile fuellers, and fuelling is from fixed fuelling cabinets,
the limits shown in (c) are not applicable.

Each airport shall have a designated person who is responsible for ensuring that
the facility operating procedures conform to acceptable industry standards and to
all the relevant requirements of government authorities with respect to safety,
training, security, fire prevention, stock control and environmental protection.
The designated person shall have overall responsibility for all aspects of the
operations under their control, and shall be responsible for ensuring that all
operations are carried out in accordance with the agreed procedures, and for
compliance with the inspection requirements.
The prime responsibilities of the location staff are to ensure that all consignments
of aviation fuel are received and maintained in complete conformity with the
requirements of the agreed specifications, that on-specification fuel of the correct
grade is always delivered to aircraft and that the operations are carried out in a
safe and efficient manner.
The designated person shall be fully satisfied with the documentation and quality
of fuel stocks received. It is the responsibility
esponsibility of the fuel supplying companies to
satisfy themselves as to the standards of their supply sources and, if requested, to
confirm that the fuel quality is acceptable and that the supply facilities meet
recognised industry standards.
If the designated person
erson has doubts about the quality of any fuel stocks received,
or is dissatisfied with documentation or any other aspect of the supply
arrangements, they should immediately advise the local representative of the
aviation fuel supplying
ying company.
There shall be a process to ensure that the location is inspected at least once per
year by suitably qualified personnel. The designated person shall accommodate
and be involved in inspections by the aviation fuel supplying com company, IATA
airlines and civil aviation authorities. As a minimum, the designated person shall
attend the close
close-out meetings at the conclusion of inspection visits.
Where inspection reports are required to be recorded in the JIG Inspection
Tracking System the designated person shall ensure that the status of
recommendations is regularly updated.
The quantities of each grade of fuel received, stored and delivered shall be accurately
measured, recorded and monitored. Effective stock control can assist in detecting fuel leaks
and in detecting fraudulent activity.
It is the responsibility of the designated person to ensure that accurate stock records are
maintained and that stock losses are monitored. Further guidance may be requested from
the fuel supplier.
The quantity of fuel in stock should be measured on a daily basis, although this may be
relaxed to a weekly check at low activity locations.

HSSE management at smaller airports is critical to achieving the goal of no harm to people,
preventing accidents and protecting the environment. Any operating entity handling
aviation fuels is expected to implement and maintain an HSSE Management System that
seeks to proactively improve HSSE performance in preventing injury, ill-health,
environmental and security impacts. For more information, a copy of the JIG HSSEMS
Standard is available from the JIG website.
All work-related activities should be risk assessed to ensure appropriate controls are
developed and implemented to reduce the risk to as low as reasonably practicable (ALARP)
and these assessments should be documented.
Personnel should undergo medical assessments before starting employment,
employment to ensure their
em
fitness for the activities required of them, as local legislation permits. A health surveillance
programme should be in place, based on needs as identified by a medical representative.
All medical records shall be kept confidential.
All staff shall receive formal training on HSSE issues, including the subjects itemised
itemise below.
All personnel should attend fire drills at least once per year.
year Personnel should be
trained in the use of fire extinguishers and be famfamiliar with the location of fuel
emergency stop buttons.
Smoking is only permitted in designated safe areas.
Apron speed limits shall be observed by fuel service vehicles and correct fuelling
procedures followed at all times. Where no speed limits exist, a maximum of
25km/hour shall be observed.
Working from height, even as little as one metre, is hazardous and a slip or fall
can easily cause a sprain or a broken bone. When climbing up or down ladders
three points of contact shall be maintained at all times (i.e. one hand, two feet or
two hands and one foot) - nothing should be hand-held. Damaged or unstable
ladders and steps shall not be used and care shall be taken not to over-reach or
lean away from the ladder/steps. Care shall also be taken when using low level
fuelling steps and portable work platforms.
Appropriate PPE to be worn by personnel when performing various tasks shall be

assessed and enforced (further guidance is contained in Appendix A5). All

locations shall have a PPE policy that includes the requirement for management
and visitors to wear appropriate PPE.
Facilities for first aid treatment shall be available and staff should be familiar with
the location of the first aid kit. Procedures shall ensure that appropriate medical
aid and ambulance services can be obtained at short notice.
Adequate washing facilities shall be available and instruction given on the care to
be exercised when handling products to avoid contact with the skin. Portable eye
wash equipment shall be provided and a suitably located emergency shower
should also be available. Clothing soaked with fuel shall be removed under a
shower without delay and a shower or bath taken.
To reduce health hazards in handling aviation products, safe handling precautions
(extracted from aviation fuel supplier Material Safety Data Sheets) shall be
available and should be displayed.
Mobile phones shall not be taken into the fuel storage area unless intrinsically safe
for use in the applicable hazardous area/zone and approval is given, and shall not
be used while performing tasks such as tank draining and fuel sampling. Mobile
phones
es shall not be used by operators during fuelling operations.
New personnel shall be thoroughly trained in all operations and procedures which they will
be called upon to perform in the course of their duties, and in all actions to be taken in the
event of an emergency. Existing personnel called upon to undertake new tasks shall be
similarly trained before undertaking the new task without supervision.
An employee training record shall be maintained for employee which indicates for
which tasks training has been given and the date of such training.
Follow-up job observation (with refresher training if it is found to be necessary) is to be
undertaken by supervisory or training staff at a frequency determined by the designated
person, based on his/her assessment of ongoing operator performance. The dates and
results of these follow-
Training is to cover routine standard tasks such as sampling, tank and filter draining, etc.,
and tasks which are specific to a location, such as fuel receipts, tank management, etc. The
latter tasks shall be the subject of specific written procedures which also form the basis of
the training given. Where appropriate, some of these written procedures should be
displayed at the work location.

All smaller airports shall have a system for recording accidents, incidents and near misses
to ensure that HSSE events are documented and lessons learned. The system shall include
the reporting of incidents as required by contractual arrangements with the aviation fuel
supplier and to the HSSE authorities.
Written procedures shall be available for responding to aircraft accidents/incidents.
Guidance in their preparation should be provided by the aviation fuel supplier.
Any damage to aircraft caused during a fuelling operation shall be reported immediately to
the aircraft representative or pilot. If a fuelling operator has noted damaged or leaking
aircraft fuelling adaptors during a fuelling operation, the aircraft representative shall be
notified as soon as possible, preferably in writing, giving details of the aircraft registration
and flight number.
Lessons learned from incident investigations
ions should be shared with appropriate interested
parties (e.g. personnel, the fuel supplying company, HSSE committees, any participant
companies and airport authority).
Personnel should be able to analyse emergency situations,

situations, act in a disciplined manner and
apply the correct procedures with confidence. This can only be achieved if procedures have
been prepared to cover all possible emergencies, and training carried out to ensure that all
personnel are familiar with the procedures
ocedures and proficient in their assigned duties.
Emergencies to be considered:
Equipment breakdown affecting ability to operate
Power failure
Fuel spillage
Serious injury to staff, contractors or third parties as a result of actions of the operation
Terrorist
rist actions, bomb warning, civil disturbance, etc.
Fuel quality problems and misfuelling scenarios
The occurrence of an aircraft accident/incident where fuel could be a contributory factor
Fire
Airport facilities shall be secured to prevent the access of unauthorised people, theft of fuel
and equipment, contamination of fuel and the use of equipment for illegal activities. Keys
should be removed from unattended vehicles. Security measures to be considered include
the use of contract guards, perimeter fencing, alarm systems and the locking of valves.
Spillage and leakage shall be avoided at all times. Any uncontrolled release of product
represents a fire hazard as well as an environmental pollutant. Even the smallest of drips
from a leaking valve or flange may eventually result in environmental damage unless
appropriate action is taken to stop the leak and clean up the affected area. Any testing
activity involving the handling of fuel is a potential source of spillage and it is important that
care is taken during all product handling procedures to avoid spilling any product.

Using a Permit to Work system for non-routine work/operations is considered a best
practice. The following hazards to consider are:
Entry into confined spaces
Hot work
Work at heights
Electrical work
Energy isolation
Excavation
Cranes and lifting
Opening process equipment
Procedures shall be established to assess all changes for potential hazards and take
appropriate action to manage any changes that may affect the operation.
Changes to the following should be evaluated for potential HSSE impacts:
Plant and facilities
Equipment
Hardware or software
Operating procedures
Design and construction
onstruction
Maintenance procedures
dures
Organisational structures
tructures and responsibilities
Personnel training
raining or competency requirements
Legislative and regulatory requirements

At appropriate stages during the handling and storage of aviation fuels, samples will be
required for laboratory or visual examination to establish that products meet the
requirements of the relevant specifications, or to detect contamination or deterioration.
Sampling shall be undertaken by competent, trained personnel, using correct procedures
and apparatus. This is to ensure that the sample obtained is truly representative of the
material from which it has been drawn.
If an employee cannot correctly identify the colour of aviation fuel and its related
identification colour code because of colour blindness, they shall not be engaged in aviation
fuel operations.
Sampling shall be in accordance with the latest requirements of the following procedures or
other approved standard or equivalent:
(a) ISO 3170 (IP Petroleum Measurement Manual, Part VI, Sampling Section 1, Manual
Methods.)
(b) ASTM International Standard Practice for Manual Sampling of Petroleum and Petroleum
Products. (D4057).
For detailed sampling procedures, not covered here, reference should be made to the
above publications.
Sampling equipment fabricated from copper or its alloys shall not be used for sampling Jet
fuels. Refer to ASTM D4306 for suitable materials.
(a) Samples shall be drawn from a gauge hatch or other suitable opening giving
direct and unrestricted access to the bulk of the liquid.
(b) Containers shall be as specified in Section 3
3.2
(c) Before sampling, the apparatus and the container shall be flushed and rinsed
thoroughly at least three times with the product to be sampled and allowed
to drain before use.
(d) No sample container shall be completely filled with liquid. Approximately 5%
ullage shall always be left to allow for expansion.
(e) Containers shall be sealed and labelled immediately after filling. The label
attached to the sealed container should bear the following relevant
information where applicable:
Sample no.:
Date and time:
Taken by:
Place:
Type of sample:
Tank no./vehicle compartment no./or location:
Batch no.:
Grade or specification:
Test required/performed:

Airline:
Aircraft registration:
Inspector/sampler mark:
(f) Records shall be maintained of all samples taken.
(g) If samples are required by a customer or other authorised party, a duplicate
shall be taken and retained until clearance is obtained.
Clear, clean glass jars of at least 1 litre capacity, with wide necks and screw caps, or closed
, shall be used for product examination in
connection with the Appearance Check and Visual Check procedure (see 3.4). Buckets used
for flushing shall be manufactured from good quality stainless steel or lined with white
enamel
dissipate. Buckets shall be equipped ed with an effective bonding cable and clip. Sample
equipment fabricated from copper or its alloys shall not be used.
When samples are taken for laboratory testing, suitable containers shall be provided by the
laboratory or the fuel supplier. These shall bee carefully rinsed with the fu
fuel at least three
times before preparing the sample. Laboratory testing is required following an aircraft
incident, after significant work on storage tanks such as internal lining and where fuel stock
is static (see 6.1.6).
A sample obtained from the middle depth of the upper third of the tank contents.
A sample obtained from the middle depth of the tank contents.
A sample obtained from the middle depth of the low

lower third of the tank contents.
A sample obtained by blending Upper, Middle and Lower samples. For a vertical tank of
uniform cross-section, the blend consists of equal parts of the three samples. For horizontal
tanks where the liquid height is less than three metres, a Middle Sample is an acceptable
alternative.
A sample obtained from the material on the bottom surface of the tank or container at its
lowest point.
A sample obtained from the water draw-off or drain point of a storage or vehicle tank or
filter body.
A sample obtained from a line sampling point, drawn while the product is flowing.
A sample obtained from fuelling equipment delivery hose-end coupling or nozzle.

The Refinery Certificate of Quality is the definitive original document describing the quality
of an aviation product. It contains the results of measurements, made by the product
ory, of all the properties listed in the relevant fuel specification and, for
Jet A-1, the requirements of the latest issue of the JIG Aviation Fuel Quality Requirements
for Jointly Operated Systems (AFQRJOS) Check List. It also provides information about the
addition of additives, including both type and amount of any such additives. In addition, it
includes details relating to the identity of the originating refinery and traceability of the
product described. Refinery Certificates of Quality shall always be dated and signed by an
authorised signatory.
A Certificate of Analysis is issued by independent inspectors and/or laboratories and

contains the results of measurements made of all the properties included in the relevant
fuel specification and, for Jet A-1, the requirements of the latest issue of the JIG Aviation
Fuel Quality Requirements for Jointly Operated Systems (AFQRJOS) Check List List. It cannot,
however, include details of the additives added previously. It shall include de
details relating to
the identity of the originating refinery and to the traceability of the product described. It
shall be dated and signed by an authorised signatory.
Note 1: A Certificate of Analysis shall not be treated as a Refinery Certificate of Qualit
Quality.
Note 2: For blends using synthetic components meeting the requirements of Annex A1 or
Annex A2 of ASTM D 7566, refer to Annex D3 and Annex J of Defence Standard 91 91-91. The
Certificate of Analysis shall document the percentage of the synthetic component
component.
This document contains the results of the Recertification Test (see 3.4.2 (b)) and confirms
that the product is satisfactory. It shall be dated and signed by an authorised signatory.
This document contains the results of the Periodic Test (see 3.4.2 (c)) and confirms that
the product is satisfactory. It shall be dated and signed by an authorised signatory.
This document supports any transfer of product, confirming compliance with the relevant
fuel specification and, for Jet A-1, the requirements of the JIG Aviation Fuel Quality
Requirements for Jointly Operated Systems (AFQRJOS) Check List, and contains at least the
following information:
date and time of loading or transfer
grade of fuel
batch number and batch density (at 15oC) of the product in the tank from which it
originated
If required by the fuel supplying company, the density and the temperature of the product
after loading should also be recorded.
The Release Certificate shall be dated and signed by an authorised signatory.

Where product can be positively identified by documentary evidence as belonging
to a particular batch, covered by a related Refinery Certificate of Quality, then it is
only necessary to conduct such additional tests as are required to prove that
product quality has not changed.
The results of such tests shall be compared with the results of the last tests, as
well as reviewed for compliance with specification. If any test results indicate that
the sample does not comply with the applicable specification, or that
contamination has occurred, the product shall be immediately quarantined and
remain under quarantine until further testing has established that the quality is in
compliance with the fuel specification and approved by the company.
This test covers all tests required by the relevant fuel specification and, for
Jet A-1, the latest
atest issue of the JIG Aviation Fuel Quality Requirements for
Jointly Operated Systems (AFQRJOS) Check List.
List.
Unless FAME (Fatty Acid Methyl Ester) can be controlled to limit the exposure
in Jet fuel
uel to less than 5 mg/kg in accordance with JIG Bulletin 75, then in
markets and supply chains where FAME is present in multiproduct systems,
FAME concentration shall be tested by an approved method, wherever Jet
fuel has been transported in multi-product
multi transport systems that also carry
gas oil/diesel fuel or non-dedicated
dedicated storage that may have contained gas oil/
diesel fuel.
Sample quantity required:
Jet A-1 2 litres minimum
Aviation gasoline (Avgas) 25 litres
An approved sample container as specified in section 3.2 shall be used.
This test is carried out to verify that the quality of the aviation fuel
concerned has not changed and remains within the specification limits after
transportation in ocean tankers or multi-product pipelines, etc.
The results of all Recertification Tests shall be checked to confirm that:
the specification limits are met
no significant changes have occurred in any of the properties.
This check should be made by comparing the recertification results with the
corresponding values shown on the last previous analysis made on the fuel
(e.g. with a Refinery Certificate of Quality or previous Certificate of Analysis
or previous Recertification Test Certificate). It is important to check that the
determined properties have not changed. It is the only way to be reasonably
sure that the remaining unchecked specification properties have also not
changed significantly and remain satisfactory.
The check shall be carried out by recording all relevant details on forms of
the type shown in Appendix A8/A9. Acceptable differences are given on the
forms. If one or more of the results exceeds these values then the product
shall not be released until an adequate explanation is found, or until it is

confirmed that the product meets the remaining unchecked specification
properties.
There may be occasions where contamination significantly affects more than
one of these results, but the differences remain within the acceptable limits.
Detailed advice on how to identify and deal with such instances should be
provided for inclusion in the relevant operating manual.
In circumstances where more than one new batch is received into a tank:
Where facilities and circumstances permit, the tank contents should be
circulated to ensure the homogeneity of the product before sampling.
Additional columns shall be introduced on the recertification forms so that
a separate column is used for each batch and for any stock that was in
the tank.
The comparison shall be based on calculated values, taking into account
the amount of each batch in the tank.
If more than
han 3 new batches are received into a tank the comparison
becomes meaningless due to accumulative error and a Certificate of
Analysis test shall be performed on a representative tank sample.
Test requirements are set out in the table below:
Appearance/colour X X
Saybolt colour X
Distillation X X
Flash point X
Density @ 15oC X X
Reid vapour
apour pressure
ressure X
Freezing point X
Corrosion (copper) X X
Existent gum X X
Lead content (1) X
Knock rating (Motor Method) Lean X
Conductivity and temperature (2)
MSEP X
Thermal stability JFTOT (3)
FAME (4)

Jet A-1: 2 litres minimum
Avgas: 4 litres
An approved container as in sub-section 3.2 shall be used.
(1) If contamination with leaded fuel is possible.
(2) To be carried out on bulk stock in storage, or immediately after taking
a sample from bulk storage.

(3) Where, contrary to recommended practice, Jet A-1 is received from
ships equipped with copper pipework in their cargo tanks, this test
shall be performed.
(4) Unless FAME (Fatty Acid Methyl Ester) can be controlled to limit the
exposure in Jet fuel to less than 5mg/kg in accordance with JIG
Bulletin 75, then in markets and supply chains where FAME is present
in multiproduct systems, FAME concentration shall be tested by an
approved method, wherever Jet fuel has been transported in multi-
product transport systems that also carry gas oil/diesel fuel or non-
dedicated storage that may have contained gas oil/diesel fuel.
This test is carried out to certify that product which has been static in
storage for more than 6 months conforms to the relevant specifications and
that the quality of the product has not changed since the last tests were
carried out.
Samples for periodic tests should be taken from each tank which has
contained product and which has had no product receipts for 6 months.
Samples should also be taken from each tank in which less than half of the
product has been replaced during the 6-month
month period.
Drummed stock shall be subjected
ubjected to a Periodic Test after 12 months from
filling date.. See also section 6.3 and Appendix A12 for more information
about drums.
The results of all periodic tests should be checked carefully against previous
analysis reports to confirm that no signif
significant changes have occurred, taking
note
ote of the comments under section 3.4.2 (b) above in respect of
recertification tests.
Test requirements are shown in the table below.
Appearance/colour
Appearance/ X X
Saybolt colour X
Distillation X X
Flash point X
Density @ 15oC X X
Reid vapour pressure X
Corrosion (copper) X X
Existent gum X X
Lead content X
Knock rating (Motor Method) Lean X
Conductivity and temperature (1)
MSEP X
Thermal stability JFTOT X
Jet A-1: 2 litres minimum
Avgas: 4 litres
An approved container as specified in sub-section 3.2 shall be used.
(1) To be carried out on bulk stock in storage or immediately after taking a
sample from bulk storage.

This check is a field test to confirm that aviation fuel meets the appearance
requirement of the specification.
Aviation fuel shall be of the correct colour and be visually clear, bright and
free from solid matter and undissolved water at normal ambient
temperature.
Samples for Appearance Check shall be drawn into scrupulously clean, clear
sampling containers).
Test requirements are shown in the table below.
Appearance/colour X X
Particulate contaminant (visual) X X
Water visual X X
Sample quantity required: 1 litre after flushing sampling line.

The following should serve as a guide to the Appearance Check of fuel
samples:
Colour. The various grades of Avgas are dyed to aid recognition while the
colour of aviation Jet fuels may vary, usually in the range from water
white to straw colour.
Undissolved water (free water) will appear as droplets on the sides, or as
bulk water on the bottom of the sample jar. In Jet fuel it can also appear
as a cloud
cl or haze (suspended water).
Solid matter (particulate matter), generally consisting of small amounts of
rust, sand, dust, scale etc., suspended in the fuel or settled out on the
bottom of the jar.
tural colour of
refers to the sparkling appearance of fuel having no cloud or haze.
A Visual Check is an Appearance Check for Jet fuel with the addition of a
chemical water check (see 3.4.2 (h)). Use an IATA recommended chemical
water detector.
Samples for a Visual Check shall be drawn into scrupulously clean, clear
sampling containers).

This is an Appearance Check plus a fuel density determination. This check is
frequently made to confirm the correct grade and unchanged quality of fuel
stocks by comparison of the result with the value shown on the
documentation. If these two figures (corrected to standard temperature
conditions) differ by more than 3.0 kg/m3, contamination should be
suspected and the matter shall be investigated before the aviation fuel is
accepted for use.
The fundamental method for assessing the presence of microbiological

growth in storage tanks and filters is the daily Clear and Bright test on a
sump sample. Presence of discoloured water (brown or black), a lacy
interface between the fuel and water layers or organic debris in the fuel or
water layer are all indications of likely microbiological activity
activity, requiring
immediate further investigation and appropriate expert advice.
The investigation
ion shall include an assay test for microbiological activity
carried out on drain line samples of Jet fuel using a recommended test kit
(see IATA recommended list) and checking filter membrane colour test
history for any rising trend. Internal inspection a
and investigation of filter
vessels may also be required.
Warning and Action (quarantine) limits should be defined with reference to
the
xperts in the use of field
testing kits and the interpretation of results.
Guidance on appropriate sampling and monitoring strategies for control of
microbial contamination throughout the aviation fuel supply chain up to point
of delivery to aircraft is av
available in the JIG Information Document -
Microbial Monitoring Strategies, available on the JIG website.
The primary field check for suitability of aviation fuel is the Appearance
Check. This may be confirmed by the use of a chemical water detector test
for Jet fuel to indicate the presence of free water in the sample. A chemical
water detector test is mandatory for samples that can be considered
representative of into-plane fuel quality, although it may also be used in
other sampling applications where it is considered appropriate to have a
verification of free water status. (See 3.4.2 (e) for permitted chemical water
detectors.)

The following table summarises the minimum test requirements for all airport
operations.
Operation
Receipts by pipeline (dedicated or

multi-product) barge/coastal vessels
before and during discharge
Receipts by rail or road tank car
Receipt tank sample for
recertification
Airport storage tank sump drain
before release for service
In service airport storage tanks
sump drain daily
Airport storage tanks sump drain
not in service (settling or awaiting
release)
Airport fixed filter vessel sumps
(receipt) and strainers
Airport hydrant filter, loading filter
and vehicle filter sumps daily
Fueller drain points routine off-
ramp (fueller tank draining after
filling)
Sampling during fuelling and
defuelling
Hydrant low point servicing vehicle
tank sump flushing before use and
after use daily
Hydrant low point flushing each
low point line sample
1
A chemical water detector test may also be performed to provide verification of free water
status.
2
The requirement for hydrant servicer fuelling samples is detailed in Appendix A7.1. A
chemical water detector test shall be performed on at least one of the samples taken
during fuelling.

Observance of certain fundamental practices in the design of these facilities is considered
essential to ensure that fuel quality is maintained and safety and environmental
requirements are met. A summary of the required routine test frequencies is included as
Appendix A14.
Any new installation, or alteration or extension of the existing facilities, shall meet
the current requirements of the relevant specifications and be in accordance to
good industry practice. Commissioning procedures shall be in accordance with
recognised industry standards. For recommended soak test requirements, refer to
Appendix A11.
All facilities used for handling aviation fuels shall be fully grade
grade-segregated.
No copper or cadmium alloys, cadmium plating, galvanised steel or plastic
materials shall be permitted for piping, nor shall zinc-
zinc-rich
zinc -rich internal coatings be used
for piping or tankage.
Pump start/stop switches at product receipt and fueller loading aareas and depot
emergency shutdown buttons shall be safely accessible and clearly identified.
Fuelling vehicle parking, road/rail discharge and fueller loading areas shall be
constructed of a low-permeability
permeability material.
material The surface areas shall have a positive
slope and drainage to an oil/water interceptor.
Tank bunds shall meet the requirements of local legislation. For single single-skinned
tanks the bund capacity shall be at least 110% of the storage capacity of the
largest tank contained within the bbund. If local legislation permits the second skin
of a double-skin
skin tank to qualify as secondary containment then this is acceptable
provided that:
primary containment.
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).
Semi-buried or buried tanks may not require a bund; however, the overfill
containment shall be provided as above.
The number and size of tanks should be sufficient to provide adequate working
capacity, taking into account peak period airport requirements, supply
replenishment arrangements and emergency stock coverage. Allowance should
also be made for settling, testing and tank cleaning requirements.

Each grade of aviation fuel shall be stored in a dedicated and segregated tank.
Aviation fuels shall be stored in horizontal or fixed roof vertical tanks (or fixed roof
vertical tanks with an internal floating cover if required by local legislation). Tank
top walkways shall have non-slip surfaces, handrails and kick plates. Fuelling
vehicles or road tankers or trailers should not be used as static storage. Tanks
shall be constructed and installed to avoid ingress of water and dirt, and to
provide a positive low point to collect water and sediment for ease of removal. To
achieve this, horizontal tanks shall be installed with a continuous slope of 1:50
minimum, and vertical tanks shall have a cone-down bottom with a continuous
slope of 1:30 minimum to a centre sump. All new below-ground tanks shall be
double-skinned and fitted with a leak detection system.
Tanks shall be fitted with:
(a) Pressure/vacuum relief valves for above-ground tanks storing Avgas. Free
vent devices may be used for buried Avgas tanks and should be specified for
Jet fuel storage unless high ambient temperatures require additional
safeguards. Screens to prevent the ingress of foreign bodies should have a
coarse mesh with minimum 5mm (0.2 inch) holes.
holes. Note: local legislation may
also require the use of flame arrestors.
(b) A low point sump with a drain line and suitable valve for the draining of
water and sediment. The drain line should be of non non-rusting material,
selected to avoid galvanic action created by dissimilar metals (for example
between stainless steel and mild steel), fitted w with an in-line sampling valve.
In the case of above-ground
ground vertical tanks, the drain line should lead to a
stainless steel, or internally
rnally lined mild steel sample receiving vessel, provided
with:
a self-closing
closing (spring
(spring-loaded
loaded or equivalent) quick-acting valve at entry and
any sampling point upstream
a cone-down
down bottom with drain valve; and
a suitable product return system
system.
The design shall ensure that it is not possible for water to accumulate in the
drain lines (where it could freeze and prevent drainin
draining in cold weather
conditions). An example of a suitable design is shown in Appendix A10.
Other tanks shall be cleared by gravity draining or by a thief suction pump. A
drain recovery system with a pump should be fitted.
(c) Separate product inlet and outlet connections. Inlet pipes should discharge
near the bottom of the tank and be designed to minimise splash filling. In
the case of horizontal tanks, the inlet pipe should be at the high end,
directing flow towards the low end sump.
(d) Manholes to facilitate entry for gas freeing and cleaning.
(e) Gauge hatches to provide means of sampling and tank dipping.
(f) Floating suction arms, bonded to the tank shell, with position indicators
and/or check cables, also bonded to the tank shell shall be fitted to vertical
Jet fuel tanks and large horizontal tanks (greater than 50,000 litre capacity)
and are also recommended for Avgas. For horizontal Avgas tanks and small
(less than 50,000 litre capacity) horizontal Jet fuel tanks, floating suction
arms or an outlet line suction point at least 15 cm above the higher end of
the tank bottom shall be fitted.

(g) All mild steel storage tanks shall be completely coated internally with a light
coloured epoxy material, approved as being compatible with aviation fuels.
This shall include the underside of the roof.
(h) Tanks shall be numbered clearly and marked with grade stored (EI 1542
designation) and, as a minimum, show the date of the most recent internal
inspection and cleaning.
(i) All storage tanks (and product recovery tanks above 1,000 litres) shall be
fitted with high-level alarm systems that shall be tested routinely (see
section 6.1.5).
Product recovery tanks (PRTs) shall have a sloped bottom (minimum 1:30
for new builds) to a sump located in the lowest point of the tank, with a
drain line to enable water to be removed. The tank shall be constructed of
stainless steel or mild steel internally lined with a light coloured epoxy lining.
PRTs shall have a means of access for visual inspection and cleaning and
shall be designed to avoid the ingress of water and contaminants
contaminants, with all
tank opening and vents being located above ground. PRTs shall be identifidentified
as product recovery tanks intended for a aviation
viation use, with the grade of
aviation fuel also identified on the tank together with an indication of the
tank sump drain piping volume.
(j) Small PRTs of less than 1,000 litres capacity and all tankside quick flush
tanks
anks (QFTs) shall either be fitted with tankside spring
spring-loaded self-closing
inlet valves or high-level
level alarm system(s). PRTs of 1000 litre capacity or
greater shall be fitted with high-
high-level
high -level alarm system(s). Where fitted, high-
high
level alarm systems shall
hall be tested as per (i) above.
(k) Any tank incorporating a system design that allows automatic and/or
uncontrolled receipt of product e.g. from thermal relief/pressure relief/air
eliminator
liminator systems shall be risk assessed to ensure an adequate level of
control is in place to prevent overfill.
Each grade of aviation fuel shall be handled in a completely segregated system.

There shall be no interconnecting lines between pipelines which handle different
products.
Pipelines shall incorporate low points as required to facilitate the removal of water
and sediment at points where it will accumulate. Deadlegs in pipework should be
removed, but where present they should be equipped with a drain point and
drained quarterly.
All pipework, receipt and loading facilities shall be grade dedicated and clearly
marked in accordance with EI 1542 and with flow direction arrows.
Road bridger couplings shall be designed to give the maximum degree of grade
security.
Wherever possible, all newly installed pipelines shall be routed above ground.
Where new buried pipelines are unavoidable they shall be coated externally and
located in sleeves, trenches or sand-filled culverts and cathodically protected
where appropriate. All buried pipelines shall be pressure-tested in accordance with
the requirements in section 8.1.

The following shall be provided:
For receipt filtration, filter separators meeting the performance requirements of

EI 1581 are the preferred option, but a 5-micron (nominal) or finer microfilter
meeting EI 1590 or filter monitor meeting EI 1583 is also acceptable.
For loading fuelling vehicles and for supply into small hydrant systems (see
Appendix A7) a filter separator (EI 1581) or filter monitor (EI 1583) is required.
Where it is required to supply Jet fuel containing Fuel System Icing Inhibitor (FSII)
filter separators shall be used and fitted with the correct class of EI 1581 latest
edition elements (suitable for use in Jet fuel blended with FSII). Filter monitors
shall not be used with Jet fuel containing FSII. The injection of the additive
(DiEGME) downstream of fuelling equipment filtration is the preferred method of
supplying FSII-treated Jet fuel to aircraft.
For receipt filtration, a 5-micron

micron (nominal) or finer microfilter meeting EI 1590, a
filter monitor meeting EI 1583 or a filter separator meeting EI 1581 may be used.
Where receipts are by gravity into underground tankage a 100 mesh strainer may
be used as an alternative.
For loading fuelling vehicles, a 5-micron
micron (nominal) or finer microfilter meeting
EI 1590, a filter monitor meeting EI 1583 or a filter separator meeting EI 1581
shall be used.
A single filter for both receipt and fueller loading may be u used, but the preferred
option is separate inlet and outlet filter vessels. At locations where a single filter is
used for both receipt and fueller loading, a filter water separator qualified to the
latest edition of EI 1581
581 is the preferred option for both Jet fuel and Avgas.
Additional quality assurance checks shall be considered in the case of a single
inlet/outlet filter
filter.
For locations where receipts occur less than mo monthly, a 100 mesh strainer may be
used as an alternative to a receipt filter. Increased settling times shall be observed
and delivery/fueller loading shall be via a filter vessel meeting the above
requirements for Jet Fuel and Avgas.
Filtration used for delivery to aircraft shall not be used for any other purpose.
All filtration and water separation equipment shall be maintained and checked
regularly, as detailed in Appendix A1.
The operation of small low-pressure aviation fuel hydrant systems with pipework of 150mm
( ) diameter or less is covered in Appendix A7 of this document. Recommended design
features for other hydrant systems are contained in the Aviation Fuel Quality Control and
Operating Standards for Airport Depots and Hydrants (JIG 2).

For reasons of fuel quality, cleanliness and traceability, only aviation fuel grades (Jet fuel
and Aviation Gasoline) shall be received into storage for delivery to aircraft fuel systems.
Any transfer of product to an airport depot shall be accompanied by a Release Certificate.

At the airport, a record shall be maintained of the Release Certificate and batch number,
quantity and receiving tank(s), together with the results of all tests carried out. The
designated person shall sign the records to confirm that the quality and quantity have been
checked.
Road bridging vehicles and rail tank cars supplying airport depots should be dedicated to
one grade of aviation product and be provided with grade selective couplings. Where
equipment is fitted with more than one size/design of discharge coupling, the unused one
should be sealed or, preferably, removed. Adaptors that change the size/design of outlet
couplings when connected to vehicle or rail tank car outlets should not be used.
Where it is necessary to switch vehicles or rail tank cars between grades, it is the
responsibility of the aviation fuel supplying company to ensure that effective cleaning and
change of grade procedures (draining, flushing and testing) are followed and recorded and
that equipment outlet couplings and grade markings are changed. The receipt location shall
ensure that their suppliers provide documentation, including cleaning certification, for all
grade changes.
The switching of road or rail tank cars between gas oil/diesel and aviation fuel is strongly
discouraged. FAME (Fatty Acid Methyl Ester) concentration shall be tested by an approved
method, wherever Jet fuel has been transported in non non-dedicated vehicles that may have
carried gas oil/diesel fuel and the cha
change of use procedure shall be validated to ensure that
the permitted FAME level in Jet fuel has not been exceeded. Note that FAME may be
present due to carryover or cross-contamination within the common unsegregated
distribution system for fuels. Therefore, this limit shall be checked following transportation
and/or storage in multi-product distribution systems known to present a risk of FAME
contamination (see Annex G of Defence Standard 91-91 for further guidance).
The receipt location shall be notified in advance of every change of service between diesel
and aviation fuel.
On arrival at the depot the vehicle or rail tank cars should be checked to ensure
that the required seals (where secured to manlids, outlet, filling and drain points)
are intact and that the grade markings on the sides and at the outlets are correct.
If it is necessary to work at height to carry out these checks, a risk assessment
shall be carried out and appropriate measures put in place (such as fall protection
equipment) to minimise risk. The documents shall correctly identify the equipment,
and the quantity and grade of product. A copy of the Release Certificate and,
where equipment is not grade-dedicated, details of the previous load carried and
the most recent change of grade procedure shall be available and be checked
before receipt of the product.

Any trace of free settled water shall be drained off. If water and/or sediment are
present in more than trace quantities, a settling time of at least ten minutes shall
be observed and fresh samples drawn for an Appearance Check. If substantial
quantities of water (more than 1 litre) or sediment are still present, or if it is not
possible to obtain a satisfactory sample for an Appearance Check, the supply
source concerned shall be notified. If a satisfactory sample cannot be obtained the
load shall be rejected and the reason for rejection shall be entered on the vehicle
documentation.
Drain samples shall be drawn from each compartment and checked according to
the Control Check. Up to three compartments on any one road tank truck may be
combined for density determination after conducting the Appearance Check on
each compartment sample. The corrected density shall agree within 3.0 kg/m3 with
the results of the batch density of the product in the tank from which the vehicle is
loaded and reported on the Release Certificate. If the difference in corrected
density exceeds 3.0 kg/m³ the vehicle/rail tank car shall not be discharged unless
a satisfactory explanation is obtained from the supplying location (for example
example,
density differences due to tank layering or a change of batch during loading) and
confirmed in writing as soon as possible.
The discharge shall be attended at all times.
After discharge a check shall be made
de to ensure that the vehicle is empty. The
preferred method is to check each compartment drain point for product.
Tanks shall not be in service during receipt and settling periods.
At some locations the offloading of road tank cars and the quality control checks
before discharge may be performed by the delivery driver. However, driver
controlled deliveries
eliveries shall only be made where the vehicles are dedicated, bottom
loaded, fitted with grade selective systems and where approved by the aviation
fuel supplying company.
The location management and the supplying company shall also introduce
additional procedures and equipment to avoid the possibility of a spillage or of
receiving contaminated product. The following contr
controls are required:
To ensure that the driver is in constant attendance, the normal journey time
from the supplying location and the airport shall be less than 4 hours and the
vehicle shall not be parked overnight.
The offloading facility shall be equipped with a deadman of a type that
requires periodic action by the driver to maintain the flow; and
Receiving tanks shall be fitted with a high-level alarm system that shuts down
the fuel flow (see section 4.2.3).
Electronic densitometers meeting IP 559 that convert density readings to density
at standard temperature are recommended because of their ease of use and
accuracy.
The scope of the additional tasks to be performed by the drivers at the receiving
location shall be clearly identified and specific written procedures prepared. All
drivers authorised to perform driver controlled deliveries shall receive training in
the additional tasks to be performed and the training shall be recorded. The
receiving location shall maintain records of the training provided and shall only
allow access to those drivers who have been trained.

Before tank release, the airport depot staff shall compare the observed density at
the standard reference temperature with the expected value based on the known
batch densities of the receipts made into the tank. If the observed and expected
densities differ by no more than 3.0 kg/m3, then the tank can be released.
If the observed density differs by more than 3.0 kg/m3 from the calculated
expected value, there could be a problem and the matter requires further
investigation. The first possibility to check is whether there is layering in the tank.
To check this possibility, repeat the Control Check on Upper, Middle and Lower
Samples. If there continues to be a difference between observed and expected
densities, then the tank shall be quarantined until the disparity has been
explained.
Random checks by a responsible person at the receiving location should be
performed at least quarterly to ensure that agreed procedures are followed.
After fuel has been received into storage tanks the inlet and outlet valves shall be
closed. A system to indicate the status of the product in the tank shall be used.
et valve or by
the use of a control system to ensure that the valves remain closed until product
release.
Provided that free water and sediment can be consistently maintained at low levels
by means of approved filtration (see section 4.4) and that tanks meet the design
requirements of section 4.2 (including floating suctions for all Jet fuel tanks),
minimum fuel settling times before release are:
Horizontal tanks: 1 hour
Vertical tanks:
tanks 2 hours
In any other case, minimum settling times are:
Jet fuel:
uel: 3 hours per metre depth of fuel or 24 hours, whichever is less.
Avgas: 45 minutes per metre depth of fuel.
The product in the tank shall be given a local batch number before tank release (Release
Certificate - see 3.4 (e)). After settling, the tank sump/low point shall be checked for the
presence of water and sediment by flushing. Following the recording of a satisfactory
Control Check, where the density is compared against the calculated expected density, and
including a Visual Check, the tank may be released into service.
Fuel System Icing Inhibitor (FSII) additive may be required at some locations. Where
applicable, guidance on dosing and handling precautions for FSII should be provided by the
aviation fuel supplier and strictly enforced. Where the use of aerosol containers of FSII is
containers of FSII.
Other specification-approved additives may only be used in accordance with guidance from
the aviation fuel supplier. Unapproved additives are not to be used under any
circumstances.

To ensure that product quality is satisfactorily maintained in storage, the following
procedures shall be applied:
Storage tank and product recovery tank sumps/low points shall be checked daily
for the presence of water and sediment. Additional checks should be made when
frequent or heavy rainfall occurs. The procedure is to flush at full flow a quantity
in excess of the line content from the storage tank sump/low point to the sample
receiving vessel (see section 4.2.3(b)) or stainless steel bucket, and then to take a
sample from the line for an Appearance/Visual Check. If this check indicates
unsatisfactory product, flush a further quantity
antity and take another line sample.
Repeat until a satisfactory sample is obtained. Details of any free water or
sediment found shall be recorded. A Visual Check test is required for Jet fuel tanks
that are in service.
For locations that are not attended ed every day, draining frequencies may be less
than daily, but shall be at least weekly and before use.
Daily, at the start of the morning shift, filter vessels shall be drained of any fre
free
water while under pressure. Details of any free water or sed sediment found shall be
recorded. A sample shall then be taken for an Appearance Check. For filters
connected to fuelling cabinets a Visual Check shall be performed. Procedures
should ensure that repeated ted draining and sampling of filters that are not in daily
use will not result in the partial emptying of filter vessels.
For locations that are not manned every day, draining frequencies may be less
than daily,
ly, but shall be at least weekly and always before use.
The correct operation of floating suction arms
arms, where fitted, shall be checked at
least monthly.
The condition of free vents and mesh screens shshall be checked at least quarterly,
or more frequently as dictated by local conditions. Pressure/vacuum relief valves
and flame arrestors, where fitted, shall be checked and serviced at least annually
and in accordance with the
The correct operation of tank overfill protection systems shall be physically verified
at least annually, in accordance with written procedures, and more frequently if
required by local regulations or recommended by manufacturers.
Static stock (i.e. stock to which no product has been added) shall be sampled after
6 months, in accordance with guidance provided by the aviation fuel supplier, and
a Periodic Test carried out. Samples should also be taken for Periodic Test from
each tank in which less than half of the product has been replaced during a
6-month period.
All checks shall be recorded in daily/periodic record documents (see Chapter 11).

Aviation Jet fuel tanks should be visually inspected annually from outside through
a suitable manhole and a tank cleanliness assessment shall be conducted annually
(see the table below) to determine that none of the conditions listed under
Jet fuel tanks shall be internally inspected and cleaned if necessary within
12 months of commissioning and subsequently in accordance with the table below,
taking account of the safety precautions outlined in section 2.1. Internal inspection
and cleaning is subject to a maximum frequency of 5 years, provided it is allowed
by local regulatory requirements and the necessary conditions have been met (see
c below).
Airport storage tank cleaning intervals may be extended to a maximum of 10 years
from the date of last cleaning by approved variance from year 5 and if supported
by acceptable documented PQ history, annual visual al inspection without entry, and
annual microbial growth test with acceptable results since the last internal
cleaning.
Given that tank entry and cleaning is a higher risk activity, opportunities to clean
tanks in conjunction with other work should be take taken, e.g. a tank has been
drained down and gas freed for mechanical inspection or repair.
Maximum intervals (years)

Visual inspection from Internal inspection and
outside cleaninga
JET FUEL
Normal frequency 1* Causeb or 3
When conditions stipulated 2* Causeb or 5
are met c
AVGAS
Normal frequency Not required Causeb or 3
When conditions stipulated Not required Causeb or 5
are met c
Notes:
12 months after commissioning, internal inspection is required with cleaning if

necessary.
for aviation fuel tanks is defined as:

Tank internal surfaces are dirty, i.e. the inspection reveals microbial
growth or build-up of sediment exceeding approximately 20% of the tank
bottom surface*.
Presence of microbiological contamination, excessive dirt, rust or other
debris in water drain samples.
Fuel quality downstream indicates the presence of excessive
contamination, e.g. short filter life.
The condition of the water drain samples shows the presence of

microbiological growth, surfactant contamination or excessive rust.
shown.
Necessary conditions:
Historic tank cleaning and inspection records show that only small amounts
of contamination have been found.
For internal visual inspection without entry, the tank internal surfaces can
be adequately inspected (i.e. views of the floor and sump are not
obstructed by internal baffles, floating decks or blankets, etc.)*.
Full internal epoxy lining.
* Where the visual inspection without entry does not afford clear
unobstructed views
iews of the internal surfaces, and provided the tank
design meets the minimum requirements of section 4.2, then annua
annual
microbial growth tests with results within permissible levels is an
acceptable alternative.
No chemicals or cleaning materials that could adversely affect the aviation fuel to
be stored in the tanks shall be used unless required for decontamination of the
tank. If it was found necessary to use a cleaning chemical or if repairs were
carried
d out, a Composite Sample shall be taken for a Periodic Test before product
release.
Tank cleaning shall be carried out by an approved contractor, experienced in
confined entry procedures. Detailed records of the types and quantity of sediment
found, and of the condition of the tank interior fittings and coatings, shall be
maintained. A suitable form is shown as Appendix A2. Tank inspection and
cleaning records shall be retained. The dates of the most recent tank cleaning
should be marked on the tank shell.
Where no chemicals or cleaning materials have been used and no repairs to the
tank internal components have been carried out, the product release procedures
shown in section 5.5 are applicable after refilling.
Product recovery tanks shall be inspected, without entry, quarterly for cleanliness
and condition. An IATA-endorsed microbial growth test (see section 3.4.2 (g)) on a
sump sample after flushing may be carried out as an alternative to quarterly visual
inspection. Cleaning and repairs to internal lining shall be carried out where there
is cause.
Tank internal surfaces are dirty, i.e. the inspection reveals microbial growth or
build-up of sediment exceeding approximately 20% of the tank bottom
surface.
Presence of microbiological contamination, excessive dirt, rust or other debris
in water drain samples. Fuel quality downstream indicates excessive
contamination, e.g. short filter life.
Tank-side fast flush tanks shall be kept clean and empty when not in use for
draining and sampling.

All receipts of drums shall be covered by Release Certificates from the filling depot, stating
the quantity and grade of fuel, batch numbers and Certificate of Quality. The designated
person shall sign the records to confirm that the grade and quantity have been checked.
To prevent water accumulating on the drum tops, horizontal storage is preferred. Drums
shall be stored such that both bungs are below the liquid level in the drum. Drums shall be
inspected externally at least weekly for evidence of leakage and for legibility of labels and
markings.
Drummed stock shall be subjected to a Periodic Test after 12 months from filling date, and
thereafter at 6-monthly intervals and used on a first-in first-out basis.
After use and before disposal or return to the supplier, the drum-end markings of all empty
drums shall be deleted by scratching off painted information or by removing labels.
For more details concerning drum storage see Appendix A12.
Transfer of product from drums to a storage tank or a fueller should be through a 100
mesh strainer or finer filtration.

The following design requirements apply to all fuelling equipment including fuellers, trailers
and fixed fuelling cabinets. A summary of the required routine test frequencies is included
as Appendix A14.
All pipework and accessories shall be of aluminium alloy, stainless steel or mild
steel. Mild steel shall be protected internally by hot tinning or by lining with an
agreed epoxy material, approved as being compatible with aviation fuels. No
copper alloys, cadmium plating, galvanised steel or plastic materials shall be
permitted for piping. The use of copper-containing materials for other components
in contact with the fuel shall be minimised and no zinc or alloy materials
containing more than 5% zinc or cadmium shall be used.
All fuelling equipment,, including fixed fuelling cabinets,
cabinets, shall be fitted with at least
the following filtration equipment:
Filter monitors qualified to EI 1583, or
Filter separators qualified to the latest edition of EI 1581 by test or
similarity (EI 1582).
All new filter vessels shall meet tthe requirements of EI 1596.
For existing vessels,
els, elements conversions shall meet the latest
edition of EI 1581 requirements, by test or similarity.
New edition elements should be purchased as soon as practicable.
A 5
5-micron
micron (nominal) or finer microfilter
m meeting EI 1590, a filter
monitor or a filter separator.
Before specifying the type of filtration for into
into-plane fuelling equipment it is
recommended that advice is sought from the aviation fuel supplier.
Where it is required to supply Jet fuel containing Fuel System Icing Inhibitor (FSII)
filter separators shall be used, and fitted with the correct class of EI 1581 latest
edition elements (suitable for use in Jet fuel blended with FSII). However, the
injection of the additive (DiEGME) downstream of filtration is the preferred method
of supplying FSII-treated Jet fuel to aircraft. Filter monitors shall not be used with
Jet fuel containing FSII.
All fuelling hoses shall be of one continuous length, smooth bore synthetic rubber
construction complying with the requirements of the latest issues of EI 1529
(grade 2), or ISO 1825 type C (semi-conductive), or type F where needed or in
specific applications.
Typical hose applications are:
Type C (semi-conductive) delivery hoses and hydrant inlet hoses
Type E (conductive) and F (semi-conductive) riser (swing) hoses between
fixed piping and elevating fuelling decks and trailer connection hoses
Type F (semi-conductive) regular high flow rate defuelling

Type E hoses shall not be used for into-plane delivery or hydrant servicer inlet
hoses. Connections to aircraft or hydrant systems shall only be made with Type C
or Type F hoses.
A hose-end strainer of not coarser than 60 mesh shall be fitted to pressure fuelling
couplings and overwing fuelling nozzles.
Pressure fuelling nozzles shall meet the requirements of SAE AS 5877.
Overwing (trigger) fuelling nozzles shall not have hold-open ratchets. Overwing
fuelling nozzles shall be grade marked and colour coded (black handle or body for
Jet fuel and red handle or body for Avgas). Nozzle spouts shall not be painted or
coated.
(a) For Avgas fuelling, nozzle spouts with a maximum external diameter of 49mm,
fitted with a dust cap, shall be used.
(b) Selective spout - For Jet fuel overwing fuelling, a nozzle with a spout with a
major axis of 67mm-70mm shall be fitted.
Not all jet aircraft have fuelling orifices that are sufficiently large to accommodate
the Jet fuel spout. Where smaller sized spouts (non-selective)
(non selective) have to be used to
dispense Jet fuel, either from vehicles or kerbside dispensers,
dispensers they shall be used
under controlled conditions to ensure that they are replaced by the larger selective
Jet fuel
uel spout immediately after use (See also 10.5.4 and Appendix A6).
On vehicles, the nozzle stowage points shall be connected to the brake interlock
system so that the vehicle can only be driven away when:
The selective spout is attached to the overwing nozzle and stowed. The
stowage device shall be designed so that only the Jet fuel selective spout is
able to disengage the interlock; and
If the non-selective
selective spout is stowed on the vehicle, it is held in a designated
stowage point which is connected to the interlock system.
For pressure fuelling equipment with maximum achievable pump pressur pressures
between 3.5 bar (50 psi) and 5.5 bar (80 psi) a Hose-end Pressure Control Valve is
required to protect aircraft from excessive flow and shock (surge) pressure. A
second in
in-line pressure control system is also required if maximum flow rate per
delivery hose is more than 1,000 litres/min.
For equipment with maximum achievable pump pressures below 3.5 bar (50 psi),
no pressure control valves are required.
Where maximum achievable pump pressures exceed 5.5 bar (80 psi) a second
pressure control system is required in line with the JIG Standards for Into-Plane
Fuelling Services (JIG 1).
Note: To determine maximum achievable pump pressure, refer to the
pressure control valves. Establish maximum flow into storage and then slowly
close the return line valve over 10-15 seconds. The pressure at zero flow
represents the maximum pump outlet pressure.
All fuelling vehicles and trailers shall carry at least two 9kg (unless a different size
is specified by local legislation) dry chemical type fire extinguishers in quick
release housings consistent with local regulations. At least one extinguisher shall
be readily accessible from either side of the vehicle. For small capacity trailers
(less than 500 litres) and fixed fuelling cabinets, a single 9kg extinguisher is

acceptable. Suitable (BC or ABC) chemical dry powder extinguishers should be
used. Additional information concerning fire extinguisher media is included in
EI 1540 Recommended Practice, Design, Construction, Operation and Maintenance
of Aviation Fuelling Facilities.
A bonding reel and cable with suitable clip shall be provided, electrically bonded to
the vehicle/trailer chassis or fuelling cabinet.
All fuelling equipment shall be fitted with a product meter capable of metering to
the required accuracy (see section 8.3) incorporating a rate of flow indicator.
Fuelling equipment should be equipped with a spill containment kit for use as a
first response to a spill on the apron. The contents of the kit should comply with
local airport regulations and include fuel absorbent material (pads). Used pads
should be disposed of under applicable waste disposal regulations.
Fuelling equipment shalll be designed for use with petroleum products and
constructed to acceptable safety standards, incorporating satisfactory tank venting
arrangements, appropriate pressure relief valves, hydrostatically tested pumping
circuits, electrical components appropriate
te for the area classification of the location
in question, air braking safeguards, externally mounted emergency stop buttons,
etc. All new fuelling vehicles should be powered by diesel engines or electric
motors. All new fuelling equipment and compatible replacement components for
existing equipment shall meet the current requirements of the relevant
specifications.
Further information may be found in EN 12312 12312-5 Aircraft Ground Support
Equipment Part 5: Aircraft Fuelling Equipment.
All fuelling vehicles
vehicles shall carry only one grade of product and the grade
identification (see
see EI 1542) shall be displayed prominently on each side, at the
control panel and at all fill points.
All motorised/self
motorised/self-propelled fuelling vehicles shall be fitted with an interlock system
to prevent drive
drive-away, roll-away and jet blast blow-away during fuelling of aircraft.
This system shall be activated whenever the vehicle pump or Power Take Off
(PTO) is engaged and/or when any of the following components are removed from
their normally stowed positions:
delivery hose pressure couplings
overwing fuelling nozzles
fuelling cabinet doors
fueller tank-top hand rails
movable fuelling platforms
hydrant inlet couplers.
Interlock switches shall also be fitted to fueller bottom-loading connections and
should be fitted at vehicle bonding cable clip stowage. Seat interlocks should not
be fitted to driver seats.
The interlock system shall be designed:
to fail safe (i.e. air operated interlocks apply vehicle brakes if air pressure
drops)

so that no operator action (such as engaging the handbrake) is required to
activate the interlock mechanism
so that disengaging the handbrake does not deactivate any component in the
interlock mechanism (e.g. tank-top handrails). (See EN 12312)
so that when the vehicle is in motion, if an interlock is activated inadvertently
the brakes are applied progressively and brake lights switch on. Alternatively, a
system which de-activates the interlocks when the vehicle speed exceeds
10km/hour (approximately) may be used.
The electrical circuitry should be designed so that the brake lights switch off when
the vehicle parking brake is applied.
Vehicles should also be fitted with a device that either warns the operator to
ensure that the brakes are engaged, or a device that automatically engages the
brakes, when leaving the vehicle cab. Such devices shall only be installed provided
they can be tested safely.
The interlock override allows a vehicle to be moved away from the aircraft in the
event of interlock
terlock failure. The override switch shall be safety wired and sealed in
the interlock operating position. The sealing wire shall be easy to break in an
emergency.
The following lights (recommended 50mm diameter) shall be fitted in a promin prominent
position in the vehicle cab and the emitted light shall be clearly visible to the driver
when seated in the normal driving position
position:
n interlock status warning light - amber in colour - which is alight whenever
an
an interlock protected component is remo
removed from its stowed position
n emergency override status warning light - red in colour - which is alight
an
whenever the override mechanism is moved from its normal operating
position..
position
The use of LEDs (Light Emitting Diodes) as an alternative to conventional warning
lights should be considered because of their reliability and long service life.
Audible alarms associated with the above warning lights should be considered. For
light
is on and a louder external alarm to indicate that the interlock system is
overridden.
An audible alarm that is activated if the cab door is opened when the handbrake is
not engaged should be considered.
Externally mounted emergency engine stop controls (red coloured), one on each
side of the vehicle, shall be provided on all fuelling vehicles, clearly identified with
a label explaining their purpose, and shall be accessible from the ground at all
times. An additional engine stop control shall be fitted to elevating fuelling
platforms.
Operating the engine stop on a mobile fueller should also stop the fuel flow. If the
cargo pump is powered by an independent source such as an electric motor or
separate diesel engine, a separate fuel emergency stop control shall be fitted.

All pressure fuelling vehicles shall be fitted with a deadman control system that
allows the operator to stop the fuel flow quickly and easily in an emergency. On
fuellers, the deadman should operate on the downstream side of the delivery
pump.
The deadman control is used to start the fuel flow at the beginning of a fuelling
operation and may be used to stop the flow. The control system shall be designed:
to open the fuel valve slowly and progressively (at least 3 seconds from start
of flow to full flow) to avoid imposing pressure on the aircraft fuel system
to close the valve within 2 to 5 seconds. Closure shall not be so fast that it
causes excessive upstream shock pressures which could damage vehicle
components.
On all new pressure fuelling vehicles the deadman control system shall be
designed to require periodic action by the operator within a predetermined time
interval (not exceeding 2 minutes) to prevent automatic close
close-
(intermittent) deadman should
ld be incorporated into the design of existing vehicles.
Where cordless deadman systems are in use the operator shall remain within 20
metres and line of sight of the fuelling vehicle during cordless deadman operation.
In the case of any movement outside of this zone,
zone, or line of sight within this zone,
zone
the operator shall release the deadman and stop fuel flowflow. The cordless deadman
wireless frequency shall not interfere with other frequencies in use at the airport.
Some cordless deadman designs include a hos hose-reel rewind control; this feature
should not be used because of the risk of inadvertent activation during fuelling
fuelling.
Deadman systems may include an override feature that allows the operator to
complete a fuelling operation in the event of a deadman failure. Where fitted, the
preferred override is a push button type that requires the operator to push and
hold the button in the depressed position to maintain the flow. If not of the push
button type, the override switch shall be sealed.
The fuelling system shall be designed so that all fuel which passes through the
delivery meter and filter is delivered to the aircraft and cannot be diverted
elsewhere. This is particularly relevant to fuellers if they are designed to defuel.
For new builds (from January 2014) a meter by-pass line is not an acceptable
design. Any non-compliant vehicles produced pre-2014 shall have been modified
to include a double valve arrangement with a means of positive confirmation (e.g.
drain valve between the valves) that no fuel is being diverted to the defuel circuit
during normal fuelling. Alternatively, the vehicle shall have the defuel circuit
drained and permanently disconnected.
Tanks shall be constructed of mild steel internally coated with a light coloured
epoxy material, approved as being compatible with aviation fuels, or of aluminium
alloy or stainless steel.
The tank shall drain to a low point sump, provided with a drain line and valve. All
drain and sample lines should have self-closing valves (e.g. spring loaded valves).
Single compartment tanks are preferred, but if multi-compartment tanks are used,
then each compartment shall have separate drain lines not manifolded together.
All drain lines shall have a constant downward slope.
Tanks shall be fitted with suitably sized vents based on maximum loading and
delivery flow rates.

All aviation fuelling vehicles shall be bottom-loaded through an agreed self-sealing
(tight fit) connection. Because of the risk of ignition due to splash filling and the
possibility of filling with an incorrect grade of fuel, top-loading is only acceptable
for small towable fuelling trailers and in accordance with written procedures
developed to minimise these risks.
All new fuellers and trailers equipped for bottom-loading shall be equipped with
one automatic overfill protection device and one automatic cut-off device (as a
minimum the ultimate device shall incorporate a pre-check device - see 9.1.2).
Existing fuellers shall have an automatic overfill cut-off incorporating a pre-check
device. For loading existing fuellers, refer to section 9.1.2 for minimum overfill
protection requirements.
Automatic overfill protection devices shall be set at safe levels, taking account of
the maximum flow rate that may be achieved during fueller loading and the time
taken to stop the flow.
Where fuellers are filled on the ramp from a hydrant system they shall be
equipped with two high-level cut-off off devices. As a minimum requirement, for
vehicles manufactured pre-2013 only, a single high-levelhigh-level cut-off
high- cut device is
acceptable, provided that filling from the hydrant is via a pre
pre-set meter.
At locations where more than one fuel grade is bottom-loaded,
bottom the couplings shall
be of a suitable grade-selective type.
All main
n product piping shall be equipped with low point drain plugs located so as
to enable complete draining of all product.
The main outlet from the tank shall be fitted with an internal foot valve capable of
being shut quickly in an emergency. The foot valve shall close automatically in the
event of a fire.
Elevating fuelling platform designs need to take account of a number of factors
including:
platform design load capacity
the platform shall raise and descend fully at a steady rate
the platfor
platform deck shall have a non-slip open flooring securely attached to the
support frame. No sharp edges are permitted that may damage fuelling hoses
stability of fuelling equipment and impact of high winds
safe access and exit ladder/steps
height of aircraft fuel panels
manual (hose) handling considerations (hose support/counterbalance devices
shall be considered).
Elevating fuelling platforms shall be equipped (as a minimum) with:
engine/fuel stop controls
a safe exit route when the platform is in the fully raised position or an
emergency lowering system that can be operated from both the platform and
ground level. In the case of a hydraulic system the depressurisation line should
be dedicated to this function and be routed direct to the oil reservoir, not via a
filter. The emergency lowering system shall allow the platform to fully descend
at a steady rate (typically within 10 - 15 seconds from full extension) ensuring
a safe exit in an emergency and shall not be used for routine operation

a device to prevent sudden descent of the elevated platform in the event of a
hydraulic fluid leak, for example from a hydraulic hose burst
a sensing device system to prevent contact with the aircraft during raising of
e platform above
the highest level of both the platform and any equipment that may project
above the platform in the stowed position, to detect and stop the movement if
any part of the platform or stowed equipment comes too close to the aircraft
as the platform is raised. Hinged nozzle covers should be taken into account
when setting the wand sensor height. The activation point shall be at least 30
cm above the highest projection of the platform when all equipment is stowed.
This shall apply to new vehicles and should be a retrofit for existing vehicles.
Alternative sensing devices such as electronic beam systems may be used if
they provide a similar level of protection and if their performance can be
tested.
A system shall be in place to ensure that the platform
tform gate is secured when the
platform is in use.
The following warnings shall be affixed permanently:
on both sides of the vehicle
icle on the fixed part of a mov
movable platform: "DO NOT
WORK UNDER PLATFORM UNLESS S PLATFORM IS SECURELY PROPPED"
at the platform: "DO NOT USE LADDER
DER WHEN PLATFORM IS IN MOTION"
at the access to the platform: "MAXIMUM PAYLOAD xxx kg" and "NU
"NUMBER OF
PERSONS xx ON PLATFORM"
on both emergency control devices of the platform and the chassis:
"EMERGENCY PLATFORM LOWERING DEVICE".
Some
ome fuelling vehicles are fitted with Programmable Logic Controllers (PLCs) that
are designed to control pressure and flow to preset conditions. Where such
equipment is installed it is a requirement that certain critical pressure and flow
rate information is clearly displayed on the outside of the vehicle. The continuous
display of all information is preferred but a single selective display is acceptable for
electronic readouts.
All vehicles, whether fitted with traditional pressure control equipment or PLC
PLCs,
shall display as a minimum:
filter differential pressure
flow rate
delivery pressure (pump pressure or venturi).
Where fixed fuelling cabinets are used for underwing pressure fuelling, a deadman system
or spring-loaded valve shall be included in the design to ensure that fuellings are
continuously attended.
Engine/pump stop controls shall be easily accessible and clearly identified.
Grade identification (EI 1542) shall be displayed clearly.
For additional fuelling cabinet and trailer design requirements including filters see section
7.1.

Only steps and towable platforms designated for fuelling purposes shall be used
for fuelling aircraft. The height of the steps and towable platforms used shall be
determined by the type of aircraft being serviced.
Steps used for fuelling shall as a minimum:
be made of suitable lightweight metal alloys to keep the weight below 25kg.
Steps should have two wheels to allow them to be moved without dragging.
Where fitted these wheels shall be off the ground when the steps are in use
be in good condition, not bent or with cracked welds
have a hinge system to lock the steps open when in use
have treads that are suffic -
slip surface. Circular rungs shall not be permitted
be
e sufficiently wider at the base than at the platform to provide stability
enable
nable three points of contact (with the exception of hop hop-up/steps with no
more than one step and platform) when climbing and descending the steps to
be possible. Restraining bars (e.g. knee bar) or handrails shall be fitted above
the platform to minimise the risk of overbalancing and provide support to the
operator when in use. (These can also serve as a holster on which to support
the hose nozzle to allow three points of contact whilst climbing and descending
the steps)
have
ave step feet with non-slip
non slip pads.
Towable platforms may be fixed or vertically adjustable platforms (w
(with or without
steps) mounted on a self
self-contained
contained wheeled chassis with a simple front steering
axle or front swivel casters, and a rigid tow bar. The vehicle tow hitch shall be
designed and correctly fitted for use with the platform type.
Towable platforms
platforms used for fuelling shall as a minimum:
be
e designed to be easily manoeuvrable, preferably by a single person
however, strength and stability shall not be sacrificed
be fitted with a braking mechanism to prevent roll-away while in use and have
a sufficient wheel base to ensure stability
provide sufficient space for two persons to work in safety, and have a plate
stating maximum safe working capacity (number of persons) and load affixed
in a prominent position
be fitted with restraining bars or handrails to minimise overbalancing and
provide support to the operator when in use (in the case of platforms without
integral hoses, these can also serve as a holster on which to support the hose
nozzle to allow three points of contact while mounting and dismounting the
steps). Platforms above 1800mm in height should be fitted with an entry gate
which shall open inwards and be self-closing with a latch
have flooring of a non-
of the platform (except where the operator enters)

in the case of towable platforms fitted with steps, the treads shall be
sufficiently wide to support the operators feet with a surface designed to
prevent slipping. Circular rungs shall not be permitted. Three points of contact
when climbing and descending the steps shall be possible
towable platforms fitted with integral hoses shall have thermal/pressure relief
which should be connected to a recovery tank to prevent damage to
underwing nozzles/hoses
in the case of adjustable step-less platforms, a ladder to provide for
emergency escape at any height shall be included in the design
if a lifting mechanism is included to adjust the platform height it shall include a
hydraulic or mechanical lock, to prevent accidental lowering of the platform
while in use
for platforms fitted with integral hoses, the platform shall be fitted with a
bonding cable to provide bonding between the towable platform and aircraft
the
he towable platform shall be fitted with reflectors and hazard warning
markings and, if appropriate, lighting.
For fuelling operations with towable platforms fitted with integral hoses:
Fuelling vehicle hoses shall be connected to the steps such that they do not
present a trip hazard when mounting or dismounting the steps.
Following bonding, the integral hoses on the steps shall be connected to the
aircraft before the vehicle fuelling hoses are connected to the steps
steps, and the
reverse sequence followed for disconnection.
Care shall be exercised when positioning steps under aircraft to avoid contac
contact
as the aircraft settles during fuelling
fuelling, and care shall be exercised when towing
the steps to and from the aircraft.

Airport depots should be clean, tidy and well maintained. Storage tanks and pipework
should be repainted regularly as required and ladders, walkways and handrails should be
kept in safe and serviceable condition. All fuel handling equipment shall be well maintained
and free of leaks. All hose and pipework couplings/connections, including tank and filter
drain lines, shall be protected by suitable caps or covers when not in use. Tank bund areas
should be kept free of vegetation and bund drain valves should be kept closed and secured.
Standing water shall be drained from bunds without delay. Scrapped equipment should be
removed without delay and waste materials such as used oils and used filter elements
removed by an approved contractor.
Buried fuel pipelines should be pressure tested annually att maximum operating pressure for
at least 2 hours with less than 10 psi pressure decay and the test results recorded. For
hydrants see Appendix A7.
Piping low points shall be drained at least monthly (see also Appendix A1.5).
When discharging or loading, vehicles shall always be bonded to fixed facilities

facilities,
which shall be suitably earthed. Bonding shall be completed before hoses are
attached and before opening valves, fill caps, dip hatches, etc. and remain in
position until
ntil after hoses are finally disconnected and hatches, etc. are closed.
Buckets and metal containers used for fuel draining shall be bonded to the vehicle
or tank pipework before and during the draining operation and to the receiving
vessel/tank
essel/tank when decanting. Plastic
P or galvanised containers shall not be used.
All electrical bonding wires, clips and reels shall be checked daily for firm
attachment and general condition, and weekly for electrical continuity (there
should be less than 25 ohms resistance). Where applicable, continuity shall be
checked over several revolutions of the reel while unreeling or reeling in the
bonding wire slowly.
In the case of towable platforms and mobile fuelling steps with integral hoses, the
continuity shall be tested between the bonding wire clip and the designated
bonding point on the towable platform for the fuelling vehicle bonding clip.
Permissive bonding systems that require a bonding circuit to allow pump start
have a self-check function and (usually) indicator lights. These types of systems
shall be checked daily for general condition and maintained in accordance with the

All fuelling equipment meters and meters used for inventory control should perform
accurately in service and should be recalibrated once per year by a contractor or a
competent trained member of staff approved by the aviation fuel supplier or the facility
operator.
Meter proving shall be performed at a flow rate of between 70% and 80% of the rated flow
of the meter under test, or normal maximum flow rate in service if this is less. The meter
shall be checked against the master meter or prover tank and adjusted until a minimum of
two consecutive results within plus/minus 0.05% of the master meter or prover tank are
obtained (taking into account the calibration factors). To check meter performance at low
flow rates a further run shall be performed at 20% of rated flow of the meter under test.
The error at this flow rate shall not exceed plus/minus 0.20%.
Procedures shall ensure that fuel used for meter calibration shall be returned to a tank of
the same fuel grade to prevent cross-contamination.
Meters with erratic performance (poor repeatability
ability between runs, low flow performance
indicating excessive wear, etc), or those not capable of being adjusted to meet these
calibration criteria. shall be removed from service for repair, overhaul and recalibration, or
disposal.
Further guidance can be e found in petroleum industry standards such as HM20, the
EI Petroleum Measurement Manual, the API Manual of Petroleum Measurement Standards
or equivalent industry standard.. Where government or local regulations require different
calibration criteria, alternative
ernative procedures may apply.
All critical gauges (i.e. gauges whose function and accuracy are necessary for safe
operations, including fuelling vehicle/cabinet,
vehicle/cabinet filter and test rig pressure gauges and hose
pressure testing gauges) shall
sha be regularly checked for accuracy and free movement and
adjusted, repaired or replaced as necessary, as follows
follows.
Direct reading gauges (e.g. indicating pump delivery pressures, etc.) shall be
checked 6-monthly
monthly against a suitable master gauge or de dead-weight tester.
Pressure gauges shall be accurate throughout the normal operating range to
within 5% of the maximum scale deflection.
Bourdon tube type differential pressure gauges (used on filtration equipment) shall
be tested similarly, 6-monthly.
Piston type differential pressure gauges (e.g. Haar or Gammon type) need only be
checked for free movement throughout the full piston travel and visually for
correct zeroing. This shall be done every month.
Non-critical gauges should be identifie
should be shown on critical gauges.
Requirements for testing, inspection and maintenance of these units are given in
Appendix A1.
All fueller loading hoses shall meet a recognised industry standard suitable for
aviation fuel. Hoses meeting the requirements of the latest issue of EI 1529

(Grade 2) or ISO 1825 (see also section 9.1) are preferred, but hoses meeting
BS 3492 or BS 5842 or equivalent are also acceptable, subject to an approval by
the aviation fuel supplying company. (Note: BS 3492 limits maximum operating
pressure to 10 bar.) Railcar and road bridger discharge suction hoses may be of
any suitable type (but not type C), including reinforced industrial types.
Pantograph systems are also acceptable.
The maximum shelf storage life for EI 1529/ISO 1825 hoses and flexible joints
which use a hose-type material is 2 years, and the maximum overall service life is
limited to 10 years, both periods from the date of manufacture. See EI 1540 7.2.9
for more guidance regarding the storage of new hoses. The maximum service life
for depot hoses used on suction or gravity applications is limited to 15 years from
the date of manufacture.
All receipt and delivery hoses shall be carefully checked for condition before
introduction into use and thoroughly flushed with the product to be used.
New fueller loading and pit servicing vehicle hoses meeting EI 1529 or ISO 1825
shall be filled with product and left to soak
oak for a minimum of 8 hours at a
temperature of 15°C or higher. Longer soak times are required where product
temperatures are lower. Product used for hose soaking shall be drained from the
hose and shall be downgraded for non-aviation
aviation use.
All new hoses shall be flushed with at least twice the hose content. The flushed
product shall be returned to a storage tank that is not in service. Before use, new
fueller loading hoses and pit servicing vehicle hoses meeting EI 1529 or ISO 1825
and shall be pressure tested
ested in accordance with Appendix A3.
All hoses shall be given a permanent identification and a record maintained of the
date of manufacture, the date put into service and details of all testing. Hoses
shall be routinely tested in accordance with App
Appendix A3.
Thermometers should have scale increments of no greater than 0.5ºC and

hydrometers of no greater than 0.0005kg/litre.
Hydrometers and thermometers shall not be left in direct sunli
sunlight or near heating
appliances.
ppliances. Hydrometers should be stored vertically.
Before each period of use, hydrometers should be carefully examined to ensure
that:
(a) The etched line or marking on the hydrometer stem corresponds to the arrow
(or line) at the top of the paper scale. (A fingernail can be used to detect the
etched line position.)
(b) The bitumen weighting material has not flowed. This would cause the
hydrometer to float in a non-vertical plane.
(c) The glass is intact.
Before each period of use, thermometers should be carefully examined to ensure
that there are no gas bubbles trapped in the fluid column or bulb and that there is
no separation of the fluid column.
All hydrometers and thermometers shall be checked for accuracy every six months
against a reference instrument. Accuracy requirements are +/- 0.5 degrees C and

+/- 0.001kg/litre. Resistance Temperature Devices (RTDs) shall be checked
6-monthly against a reference thermometer.
Spare hydrometers and thermometers should be available as a back-up and for
accuracy checking every 6 months by comparison.
Digital densitometers may be used. Where used they shall be checked for accuracy
every 6 months against a reference hydrometer and thermometer. Where a digital
densitometer is used for checking both Avgas and Jet fuel, care shall be taken to
flush the equipment before use in accordance with the
recommendations. Electronic densitometers should meet the requirements of
IP 559.
Fire extinguishers shall be maintained in accordan

recommendations, and appropriately identified. All extinguishers shall be serviced by the
manufacturer or by an approved contractor
ractor at least once per year. The maintenance dates
shall be recorded on a label or tag attached to eachh extinguisher.
Inspections of the condition of all extinguishers shall be carried out on a regular basis, at
least every month. These inspections shall ensure that extinguishers are in their specified
places and are readily accessible. The condition of the
e hose and nozzle (sound and visually
free of blockages) should be checked. Permanently pressurised extinguishers should be
fitted with a pressure gauge, which shall be tapped to check that the pointer is not stuck
and is within the safe zone.
All electrical
lectrical equipment, both fixed and portable, and wiring shall be of a suitable type for
the Hazardous Area of Classification in which it is used and shall be checked and
maintained by a person(s) yearly. Hazardous area classified
electrical equipment (eg ATEX marked and certified) shall only be maintained by trained
personnel. Fixed facility earthing straps/rods shall be checked at least annually for
resistance where fitted to storage ta
tanks, pipework and filter vessels etc.
Emergency shutdown switches shall be tested monthly.
Deadman control
controls, where installed on bridger receipt or fueller loading facilities, shall be
performance tested at least monthly.
Fuelling equipment shall be maintained in sound condition at all times to ensure a reliable,
safe fuelling service. Maintenance work shall be scheduled so that all units receive thorough
instructions.
Defects shall be rectified without delay and equipment removed from service if necessary.
New or transferred fuelling equipment and equipment after major repair or overhaul shall
be thoroughly checked, flushed and tested to ensure that it is in proper operating condition
before being brought into service. All relevant routine equipment checks shall be performed
and the results recorded.
If fuelling equipment is out of service for a period in excess of one month it shall be
checked, flushed and tested to ensure that it is in proper operating condition before being
used. All relevant routine checks shall be performed and the tests recorded.

Details shall be recorded of work carried out (servicing, repairs and replacements) for each
item of fuelling equipment. Where work is carried out by visiting mechanics/contractors,
etc., an up-to-date copy of their records shall be retained at the airport.
Functional testing shall be carried out at least weekly in accordance with written
procedures.
Once per week, the complete interlock system shall be tested by attempting to drive the
vehicle from standstill while each interlocked component is removed in turn. The interlock
override seal shall then be broken and the override function checked to ensure that the
vehicle can be moved with a hose coupler removed from stowage. Finally, the override
switch shall be reset, resealed and function tested by the removal of one interlocked
component. The correct function of the warning lights shall also be observed during the
test.
In addition to the complete weekly test, a daily check shall be performed and documented.
This daily check consists of removing at least one of the interlocked components (a
different one each day in rotation) and checking that the interlock switch and light are
working.. If testing identifies a faulty interlock function, the first action shall be to
quarantine the vehicle, to prevent use, and arrange
nge repair work.
The presence of intact interlock override seals shall be checked daily to ensure that the
system has not been overridden. The reason for breaking interlock override seals shall
always be recorded.
: Attempting to drive a heavy fueller from standstill while
whil performing the weekly check
can damage vehicle components. This check should to be performed carefully, particularly
for fuellers fitted with an automatic gearbox, where the power sent to the wheels cannot be
effectively controlled during
ring the test.
The function of the externally mounted emergency engine/fuelling stop system shall be
checked monthly.
Where cathodic protection is fitted, an agreed maintenance programme shall be in place.

Monitoring by trained and competent persons shall be performed at least quarterly and a
system check by a qualified person shall be performed annually.
The correct operation of pressure/surge control equipment shall be checked under dynamic
conditions at least every 6 months in accordance with procedures approved by the fuel
supplier.
The correct operation and performance of the deadman control system shall be checked at
least every month in accordance with procedures approved by the fuel supplier (see section
7.2.5 for operating requirements). This may be carried out during aircraft fuelling. An
annual check to confirm the setting of the intermittent timer device shall be conducted.
Where cordless deadman systems are in use, a check shall be conducted quarterly, to
confirm the correct function.

Immediate action shall be taken to repair or replace a defective deadman. The seals on
deadman override switches shall be checked daily (where fitted and not of the preferred
push-button type).
Each hose and flexible joints shall be given a permanent identification when first
The date of manufacture, date when put into service and

details of all testing shall be recorded.
The maximum shelf storage life for hoses and flexible joints which use a hose-type
material is 2 years and the maximum overall service life is limited to 10 years, both
periods from the date of manufacture (not the assembly date when the couplings
are fitted). See EI 1540 7.2.9 for additional guidance on the storage of new hoses.
New hoses shall be filled with fuel and left to soak for a minimum of 8 hours at a
temperature of 15ºC or higher. Longer soak times are required where product
temperatures are lower. Product used for hose soaking shall be drained from the
hose and shall be downgraded for non-aviation
aviation use.
After soaking and draining, the hoses shall be flushed and checked in accordance
Before use, new hoses shall be tested in accordance with the 6-monthly pressure
test procedure in Appendix A3.
Fuel that remains static in hoses may be subject to colou colour and thermal
degradation. The contents of all in-
in-service
in -service fuelling equipment delivery hoses shall
be delivered to aircraft, circulated or flushed to product recovery systems at the
following frequencies:
Overwing fuelling hose - weekly with at least twice the hose content.
Pressure fuelling hose - monthly with at least twice the hose content.
All hoses
hoses,, including those on fuelling steps, that may be subjected to pressure
shall be inspected and tested routinely in accordance with Appendix A3.
Hoses shall be kept under observation during fuelling operations and, if a
weakness or defect is observed, delivery through the defective hose shall be
stopped and the hose replaced. Hoses with soft spots, kinks, deformities, bulges or
blisters, abrasive wear or cracks that expose the carcass textile reinforcement, or
cuts in the hose which have damaged the carcass textile reinforcement, shall be
immediately taken out of service.
Damaged hoses may be shortened by removal of the damaged end section,
provided that the remainder of the hose is satisfactory. After rectification, by
shortening and refitting of couplings, the hose shall be subjected to the 6-monthly
test procedure (see Appendix A3.2) and the venturi re-adjusted if necessary,
before being returned to service.
Nozzles and couplings shall be checked for leaks during every fuelling operation and
and any observed leak shall
be reported and the nozzle/coupling removed from service. Leaking nozzles/couplings shall
be repaired in accordance with the m by a suitably qualified

person. Couplings shall be checked in line with the maintenance
requirements.
The fitting of re-attachable couplings to hoses shall be performed by competent trained
staff certified by the hose manufacturer or their authorised distributor. Records of repairs
and adjustments shall be maintained.
Overwing nozzles shall be checked for general condition and leaks during every fuelling
operation and any observed leak shall be reported. Records of repairs and adjustments
shall be maintained.
Wire mesh strainers fitted to pressure couplings (underwing nozzles) and overwing nozzles
shall be removed and inspected. This check shall be performed at least monthly for
overwing nozzles and at least every 6 months hs for pressure couplings. Care shall be taken
when carrying out this procedure to ensure thatat any contaminant which may be present is
not dislodged from the strainer before examination. Where the hose
hose-end coupling has to be
disassembled to remove the strainer for inspection this shall be performed by competent
and trained personnel. The integrityy of the coupling shall be checked by pressurising the
hose to working pressure after reassembly.
Jet fuelling vehicle tanks shall be emptied and visually checked from inspection
hatches for internal cleanliness and condition. This check shall be performed at
least annually. Attention should be given to the condition of any internal linings,
tank seam welds and evidence of microbiological activity. Internal fittings such
as foot valves and high
hi level shut-off mechanisms shall be inspected at the
same time and overhauled if necessary.
If there are visible signs of contamination or damage, then the tank shall be
drained and tank entry for cleaning or repair may be necessary - see the cleaning
section
ction below. If more than 50% of the fueller tank cannot be observed from
the inspection hatches then internal inspection by borescope, dismantling or
manned entry shall be required. Appropriate safety precautions concerning the
entry of personnel into a tank shall be applied (confined space entry). Tank entry
shall only take place when all other options avoiding tank entry have been ruled
out.
Aviation gasoline fueller tanks shall not be checked internally by visual inspection
from the top hatch on a routine basis, due to the risks presented by concentrated
aviation gasoline vapours. An annual product quality review shall be performed of
the vehicle filtration and daily drains, and an Appearance Check carried out on a
sample taken from the vehicle to determine if there are any indications that the
fueller tank requires cleaning. The vehicle tank shall be cleaned if required
following this review.
Visual inspections of fueller tanks shall include a check on the condition of tank
vents and top hatch/manlid gaskets, ensuring correct controls are in place when
working at height (e.g. fall protection when working on vehicle tank tops).

Tank tops shall be checked visually for water at least monthly to ensure that drain
lines are not blocked and after exposure to heavy rain (or snow) and vehicle
washing. This check can be performed without the need for tank top access.
If drain lines are fitted with valves, they shall be sealed in the open position except
when closure is mandated for driving on public roads.
This is a high risk activity and shall only take place by manned tank entry when all
other options have been ruled out.
Whenever possible fueller tank cleaning should take place via top hatches,
avoiding tank entry. Water or steam cleaning equipment should be used without
the use of chemical cleaning materials. Dirt, rust or other debris should be
removed via mopping. Fuellers shall be fully drained of cleaning water before
being returned to service.
Records of all inspections, cleaning and repairs shall be maintained.
Product recovery tanks used for recovery of samples taken from fuelling equipment shall be
emptied and visually inspected quarterly,
terly, without entry, for cleanliness and condition.
Cleaning and repairs to internal lining shall be carried out as necessary.
The correct function of emergency platform lowering systems and wand sensors fitted to
platform
m high points shall be checked monthly. The check on the wand sensors shall
simulate the failure mode by applying a downward pressure on the wand. The check shall
also confirm that the wand activates at least 30cm above the highest level of the platform
or any stowed equipment that projects beyond the platform.
In addition to the function check during each fueller loading, the correct operation of all
high level alarms and cut-off devices, including those fitted to vehicle sample tanks, shall be
function-tested at least every 6 months and the results of the tests shall be recorded. The
6-monthly check shall include the fueller loading deadman, the pre-set meter, the high level
cut-off and vehicle tank level gauge as appropriate. High-
recommendations) at least annually.
Emergency engine/fuelling stops fitted to fuelling equipment shall be tested at least

monthly.
All stepladders and towable platforms shall be visually inspected daily/before use when in
service, for any loose, cracked, damaged or missing parts and any spills/drips shall be

cleaned. They shall also be subjected to 6-monthly serviceability checks by maintenance
staff.
All monitoring and measurement devices which are critical to safe operations shall be
calibrated on a regular basis to ensure accuracy to within required tolerances. Each location
shall establish a list of such equipment and maintain records showing for each device. See
Appendix A13 for more details.
The correct operation and performance of the deadman control system, where installed for
bridger receipt or for fueller loading, shall be checked at least every month in accordance
with procedures approved by the fuel supplier.

Procedures and equipment used for loading fuellers should ensure that there is no
possibility of a fuel spillage. The operator controlling the loading operation shall
remain in attendance throughout and shall have immediate access to a means of
stopping the fuel flow quickly. A deadman of the type that requires periodic action
by the operator within a predetermined time interval to control the operation
should be used. If a cordless deadman control is used, it shall be released if the
operator is more than 10 metres from the loading point, or is out of the line of
sight of the loading point.
Adequate spill protection measures shall be provided (e.g. fuel containment
barriers).
Fuellers shall be bonded to the loading pipe-work
work at all times during the loading
operation. (Fuellers shall not be bonded to the hydrant pit when loading directly
ex-hydrant.) To reduce ignition sources in the fuel transfer area, fuellers shall not
have the engine running during loading. ding. Where loading is controlled by an
electronic level control (e.g. Scully or equivalent) a separate bonding cable is not
required providing the following is in place:
1. The system ensures electrical continuity between the vehicle and loading
pipework; and
2. Bonding
onding to the fueller is required to activate the loading pump, if the system
ensures electrical continuity between the vehicle and loading pipework.
Fuellers, as a minimum, shall be equipped with overfill protection from one of the
following combina
combinations (Option
Option A shall be applied for and is
preferable for existing vehicles. Option B or C is only permissible for all vehicles
manufactured pre JIG 4 issue 3):
A: A combination of one automatic independent overfill protection device and
one independent cut
cut-off device. This can be two internal vehicle devices (i.e.
two sensors, one connected to the foot valve and one connected to the line
valve) set to stop the flow at predetermined levels (see 7.2.10). The higher of
the two devices provides the ultimate automatic overfill protection, commonly
-
device activating the vehicle foot valve at a predetermined level together with
an electronic sensor system set up to shut down the loading pump at a
predetermined level. As a minimum the ultimate device shall be fitted with a
pre-check function that shall be activated shortly after the start of each
loading.
B: One vehicle internal automatic overfill protection device connected to the foot
valve. There shall be an automatic cut-off device pre-check that shall be
activated shortly after the start of each loading operation. Additionally, there
shall be a loading meter (preferably pre-set type) to limit the loaded quantity
to a pre-calculated amount.

C: One vehicle internal automatic overfill protection device connected to the foot
valve. There shall be an automatic cut-off device pre-check that shall be
activated shortly after the start of each loading operation. Additionally, there
shall be a fueller contents gauge marked with a safe fill level that shall be
observed during loading and the loading stopped when this level is reached.
Fuellers equipped with a single automatic overfill protection device be
filled to the level at which the device is activated, except when testing the system
(see 8.22).
Where fuellers are equipped with two high-level control devices (i.e overfill device
and cut-off device) they may be filled to the level at which the first device is set to
shut down the flow.
All fueller loading hoses shall meet a recognised industry standard suitable for
aviation fuel. Hoses meeting the requirements of EI 1529 (grade 2) or ISO 1825
(semi conductive) are preferred, but hoses meeting BS 3492 or BS 5842 or
equivalent may also be acceptable subject
bject to an approval by the aviation fuel
supplying company. (Note: BS 3492 limits maximum operating pressure to 10
bar.) Pantograph loading systems are also acceptable.
Where fuellers are filled
illed on the ramp from a hydrant system, additional
precautions shall be observed to avoid the possibility of a fuel spillage. Two
automatic overfill protection devices shall be fitted for new vehicles
vehicles. For equipment
manufactured before 2013 only, a single automatic overfill protection device is
acceptable provided that filling from the hydrant is via a meter equipped with a
pre-set and provided that the pre-calculated
calculated amount is controlled by the meter
pre-set.
set. This operation shall be subject to a risk assessment
asse that shall take
account of flow rates, pressures, spill prevention and spill consequences.
On completion of loading, the product shall be allowed to settle for at least 10
minutes. The fueller tank sump shall then be drained of any water and ssediment
and a sample taken for a Visual Check. Vehicles may be moved from the loading
area to a designated parking area for settling after loading before sampling.
The above
bove actions and results shall be recorded.
(a) Equipment shall be drained of water and sediment as follows:

daily at the start of the morning shift
after every filling operation (vehicle tanks only)
after heavy rain or snowfall (vehicle tanks only)
after vehicle washing or maintenance of tank, filter or fuelling system.
For locations that are not attended every day, draining frequencies may be
less than daily, but shall be at least weekly or before use.
(b) Draining shall be carried out at full flow from the low point of tanks, and
under pressure from filter separator and microfilter sumps and the inlet side of
filter monitors, into clean, clear glass jars, stainless steel buckets or buckets
lined with white enamel. The quantity drained shall be sufficient to ensure
that an amount in excess of the line content has been displaced. A minimum
1-litre sample shall then be taken for a Visual Check. If the sample does not

provide a satisfactory Visual Check, additional draining and sampling shall be
performed until a sample providing a satisfactory Visual Check is obtained.
The approximate quantity of any free water or sediment found shall be
recorded.
(c) If abnormal quantities of free water or sediment are found, or if it is not
possible to obtain a clear and bright sample that provides a satisfactory Visual
Check, the vehicle shall be withdrawn from service and an investigation shall
be carried out immediately to determine the source of the contamination.
Sampling during fuelling operations is not routinely required (except for fuelling
ex-hydrant - see Appendix A7) provided that the fuelling equipment has been
thoroughly checked in accordance with section 9.2.1.
All tests shall be recorded in daily/periodic record documents (see Chapter

Ch 11).
Product obtained by draining and sampling shall be returned to a recovery tanktank,

for removal of any water and sediment, on a daily basis, before return to storage,
or downgrading as appropriate. A sample collect
collecting procedure that ensures no
mixing of grades shall be established for this purpose.
Where aviation fuel is returned directly to fuelling vehicles from product recovery
tanks, there shall be an approved written procedure to ensure absence of
contamination. Product
roduct recovery tanks shall be checked at least daily for water
and sediment.
All fuelling equipment shall be assigned to a single grade of product

product.
When it is necessary to change fuelling equipment from permanent service on one

product to permanent service on another, advice shall be sought from the aviation
fuel supplier concerning the grade-changing procedures (flushing and cleaning
etc.) to be followed.

The supply of motor gasoline or diesel fuels to aircraft is strictly prohibited.
Fuelling operations shall be carried out by competent personnel trained in aircraft fuelling
procedures, the operation of fuelling equipment and the action to be taken in the event of
an emergency. Personnel shall be familiar with the location and operation of emergency
stop controls and switches on fuelling equipment and on the apron.
Vehicles shall not be driven at excessive speed for road conditions and weather,
weather
and speed limits imposed by the airport authorities
uthorities shall not be exceeded. Where
no regulations exist, a limit of 25 km/h shall be enforced
enforced on the apron. As soon as
practicable after leaving the vehicle parking stand, brakes shall be tested to ensure
satisfactory operation.
The use of a mobile phone or two-way -way
way communication device while driving a
fuelling vehicle is strictly prohibited. Calls shall not be made or received whil
while
driving.
Vehicles shall not approach aircraft until the aircraft anti
anti-collision lights have been
switched off.
The approach to an aircraft shall be such that in the event of vehicle brake failure
collision will be avoided. Vehicle brakes shall be safely tested on approach to the
aircraft parking stand (approx
(approximately 15m from the stand).
Vehicles should always move forward into the fuelling position, if possible. If a
vehicle has to be reversed into or out of the fuelling position, a competent guide
person shall direct the manoeuvre. Reversing speed shall not exceed slow walking
pace. Wherever possible, reversing should be performed in a straight line.
Fueller and (drawbar) trailer combinations shall not be reversed into position.
Reversing aids (e.g. rear-facing cameras with a screen inside the cab and
reversing sensors/proximity switches) may be used in addition to a guide person
(banksman). The use of mirrors and a guide person shall remain the primary
means of reversing guidance.
Vehicles shall be positioned safely, taking account of the following:
(a) Extreme care shall be taken to avoid the possibility of collision with any part of
the aircraft or ground servicing equipment while manoeuvring into (and away
from) the fuelling position.
(b) A clear exit path shall be maintained throughout the fuelling operation to
allow the fueller to be driven away quickly in the event of an emergency. If
the exit path becomes obstructed by vehicles or equipment then the fuelling

operation shall be stopped until the vehicle/equipment is moved clear of the
fueller exit path.
At locations where the obstruction of the exit path is a continuing problem this
should be brought to the attention of the airport authority.
(c) Aircraft vent pipe safety zones (minimum 3 metre radius), APU exhaust efflux
or other danger areas should be avoided.
(d) Vehicle delivery hoses should be positioned to minimise the risk of baggage
handling equipment or other aircraft servicing vehicles driving over them and
causing damage.
(e) If underwing deck hoses are to be used, it shall be possible to connect hoses
to the aircraft fuelling point without exerting any sideways pressure which
could damage the aircraft adapters. Once connected, hoses should hang
freely and vertically from the fuelling point.
(f) Special precautions shall be taken to ensure that vehicles used for underwing
fuelling have sufficiently low profile for this purpose.
(g) When positioning vehicles underwing, full account shall be taken of the
potential aircraft settlement so as to avoid the possibility of the aircraft wing,
fuelling panel cover or other surfaces bearing down onto the vehicle as the
aircraft settles under increased fuel load.
(h) All fuelling staff should be aware that the extension of slats or flaps on certain
aircraft types may result in insufficient clearance for the fuelling vehicle.
Clearance between the fuelling vehicle and aircraft wing components shall be
considered during initial positioning of the fuelling vehicle. It is the
responsibility of the airline to inform the fuelling operator if the slats or flaps
are extended once fuelling has started. It is preferable that the aircrafts slslats
and flaps are fully retracted for the duration of the fuelling operation. If this is
not the case then the airline representative shall provide assistance (if
needed) when the fuelling equipment is positioned and when it is moved clear
of the aircraft.
When in position the driver shall not leave the cab until the parking brakes have
been applied and locked in position.
It is the responsibility of the fuelling operator to ensure that fuelling vehicles can
be positioned safely relative to the aircraft as described above and to take action
with the airport authority or airport safety committee in writing if it is not possible
to meet all of these requirements. If the fuelling operator is not satisfied that
fuelling vehicles can be positioned safely, he/she may decide not to allow fuelling
operations to proceed.
De-icing of aircraft shall not take place during fuelling operations and should be
performed after the fuelling operation whenever possible. If de-icing is required
when fuelling is taking place, the fuelling operation shall be suspended until the
de-icing is completed
De-icing fluid is a hazardous material and skin contact should be avoided.
Operators should take care to ensure that drips of de-icing fluid do not fall into
their eyes for example, from a recently treated aircraft wing. Any spillage of de-
icing fluid is likely to create a very slippery area on the apron. For these reasons,
fuelling vehicles shall not approach an aircraft if de-icing procedures are in

progress. In icy conditions, fuelling operators should assume that the aircraft has
just been de-iced and take appropriate care to avoid eye and skin contact and to
be alert to slippery conditions on the apron.
The aircraft, fuelling equipment and, where applicable, overwing nozzles shall be electrically
bonded together throughout the fuelling operation to ensure that no difference in electrical
potential exists between the units.
Bonding between fuelling equipment and aircraft shall be completed before any hoses are
connected or tank filler caps opened. Bonding shall be maintained until all hoses have been
disconnected or, for overwing fuelling, tank filler caps replaced.
For fuelling operations with towable fuelling platforms fitted with integral hoses, the
following bonding requirements shall be followed:
The towable fuelling platform shall be bonded directly to the aircraft using the bonding
cable on the platform. The fuelling vehicle shall be either separately bo
bonded directly to
the aircraft or bonded to the platform using the bonding cable on the vehicle.
When overwing fuelling, care should be taken to follow the correct procedure for bonding
and inserting the nozzle into the tank fill point. If the filler caps h
have been removed before
the fuelling operation, they should be replaced and vapour in the vicinity allowed to
disperse before starting the fuelling operation. The procedure may vary with aircraft type,
but the following is considered best practice:
Open the fill point cover flap where fitted.
Attach a nozzle bonding jack or clip to the bonding point or cover flap (if a suitable
bonding point or cover flap is available on the aircraft), with the filler cap still closed.
Open the filler cap.
Insert the fuelling
ng nozzle and keep the nozzle in contact with the neck of the filling point
throughout the fuelling operation
operation.
(a) Fuelling is not permitted during severe local electrical storms. Into-plane
fuelling services should work with the local airport authority to define the
procedure for suspension of all fuelling operations when electrical storms are
in the immediate vicinity.
Fuelling operations should not be performed during very high wind conditions.
The stability of fuelling platforms when fully extended may be affected by high
winds, so fuelling at height should not be permitted if wind speeds in excess of
40 knots are expected.
(b) ling
equipment.
(c) Ascertain fuelling requirements. In the case of overwing (trigger nozzle)
fuelling, the grade of fuel required shall be confirmed (see section 10.5.4).
(d) Fire extinguishers shall be readily available. They may remain on the fuelling
equipment provided they are carried in open housings or in racks with quick
opening fastenings.

(e) Hoses shall be run out on selected routes that will prevent them from being
run over by aircraft-servicing vehicles. Kinking and twisting of hoses shall be
avoided. Pressure fuelling couplings and overwing nozzles shall not be
dragged over the ground. Dust caps shall be fitted at all times while couplings
are not in use.
(f) Where it is necessary to use stepladders they shall be of a stable design and
placed on a firm and even surface. The fuelling nozzle shall be placed securely
on top of the ladder and the operator shall maintain three points of contact
while climbing and descending the ladder. The hose shall not be placed on the
ground obstructing the exit route of the operator. Care shall always be taken
when using low level fuelling steps and portable work platforms.
(a) During fuelling, check the fuelling equipment for leaks. For underwing
pressure fuellings, record differential pressure (dP
(dP) and flow rate once during
the fuelling on the log sheet and compare to the reading on previous fuelling.
The differential pressure reading shall be recorded shortly after fuelling
begins, once the maximum flow rate for the fuelling is reached. If there is a
difference (positive or negative) in dP from the previous fuelling that cannot
be explained by the change in flow rate, fuelling shall be stopped and an
investigation shall be conducted, including taking samples from downstream
of the filter. (Note: this should be recorded on the log sheet or separate
record.)
Following any activation of a dP switch, the fuelling vehicle shall be removed

from the fuelling operation for investigation
investigation, and the fuelling operation
management and the depot operator shall be notified immediately. Other
fuelling operations at the airport should be notified by the depot/hydrant
operation management.
The fuelling vehicle filter elements shall be replaced before the vehic
vehicle is
returned to service. A second fuelling vehicle may be used to complete the
fuelling provided that the dP is monitored closely during the remainder of the
operation and fuel sampling requirements are carried out (see 9.2.2 and
A7.1).
For investigative purposes the following list, which is not exhaustive, should
be used by the into-plane operation:
What is the cause of the high dP? (Check fuel samples and condition of
monitor elements)
Is the dP switch circuit functioning correctly?
Are there other fuelling vehicles experiencing an increase in dP?

(Particularly in the case of hydrant servicers operating close to the
affected servicer)
If a second vehicle is in use to complete the fuelling, is there any

indication of increasing dP?

Was the dP increase a sudden change from a low value, indicating a
(b) The operator shall position himself/herself at a point where he/she has a clear
view of the fuelling equipment control panel and aircraft fuelling points.
Deadman controls (where fitted) shall always be used and shall be
wedged or blocked open. Whenever possible, the operator should control the
fuelling from ground level. Where access to the aircraft fuelling points is from
a vehicle platform, it shall not be raised or lowered while fuel is flowing.
Frequent observation of aircraft vents should also be carried out to ensure no
spill is occurring. Monitoring of the wing vents on the opposite side of the
aircraft and at the tail should take place to the extent possible, without the
operator leaving the fuelling area.
(c) No aircraft maintenance shall be conducted which could provide a source of
ignition for fuel vapours. General aircraft servicing such as baggage handling
and catering services etc. may be carried out during fuelling operations.
However, in n the event of obvious defects developing in equipment operating
within 6 metres of fuelling operations, the units shall be stopped and no
attempt made to restart them during
ing fuelling operations.
(d) Fuel spills are fire hazards and cause environmental damage. Aircraft engines
when hot can be a fire ignition source and extra care shall be taken to prevent
spillage of fuel during hot engine operations, particularly when fuel fuelling
equipment is in close proximity
ximity to the aircraft. If a spillage occurs, fuelling
operations shall be stopped and action shall be taken in accordance with local
airport regulations.
(e) Fuelling
uelling personnel shall not operate aircraft fuel system controls unless
training has been provided in accordance with the requirements of the fuel
supplier related to the provision of additional services
services. It is the responsibility
of the airline personnel/pilots to determine the volume of fuel to be loaded
and to instruc
instruct fuelling personnel accordingly.
responsibility to determine the density of the fuel being delivered and to mak
make
any associated calculations. Furthermore, it is their responsibility to
manipulate aircraft tank valves and switches, drip and dip sticks and to check
the security of tank fifill caps, covers and components.
(f) Using a mobile phone on the apron during fuelling operations is strictly
prohibited. Where for operational reasons it is necessary to use mobile
phones, they shall remain in the vehicle cab at all times and be contained in
tight-fitting covers to avoid the possibility of the battery falling out if dropped.
If it is necessary for the operator to respond to a call, the fuelling operation
shall be stopped.
(g) Before leaving the aircraft at the completion of the fuelling, the operator shall
make a final check
vehicle, to ensure that aircraft fuel caps have been re-fitted, that the fuelling
vehicle is properly disconnected from the aircraft and that all equipment is
stowed correctly. Fuelling vehicles shall be driven away from the aircraft
slowly in a forward direction.
In addition to the procedures in sections 10.5.1 and 10.5.2 the following shall be
applied:

Ensure that the following sequence is observed:
Bond the fueller to the aircraft.
Check the condition of aircraft fuel adaptor(s).
Connect delivery hose(s) to the aircraft.
Activate the deadman control to start delivery.
At the conclusion of fuelling:
Stop fuel flow with the deadman or manual delivery valve.
Disconnect hoses.
Check the underwing aircraft fuelling adapter cap (if fitted) is replaced and the
fuelling panel is closed.
Remove the bonding cable from the aircraft.
Conduct a 360 walk-around
around before driving away from the fuelling
position.
Deadman controls shall always be used and shall be wedged or blocked
open. Whenever possible, the operator should control the fuelling from ground
level. Where access to the aircraft fuelling points is from a vehicle platform, it shall
not be raised or lowered while fuel is flowing.
Note: The transfer of fuel between fuellers during fuelling operations is not
allowed (where a fueller is filled from another vehicle during airc
aircraft fuelling). This
practice may result in vapour release from the tank vents, it adds to congestion
around the aircraft and it reduces the possibility of moving the fuelling equipment
away from the aircraft in the event of an emergency.
In addition to the aircraft fuelling procedures detailed above, the following checks
and actions shall be taken:
(a) Immediately before connection of the fuelling vehicle delivery nozzle(s), the
aircraft fuel adaptor shall be checked visually to ensure that it appears to be in
good condition
condition, with no missing or damaged lugs, loose or missing securing
screws, cracks, excessive wear or other obvious damage or contamination.
Adaptors affected by any of the above shall be brought to the attention of the
airline staff for correction before the fuelling can begin. Fuelling staff shall not
attempt to tighten loose adaptors or other aircraft fuelling bay components
themselves.
No connection shall be made to an adaptor with a missing lug or any other
defect including excessive wear.
(b) After connection and before starting fuel flow, rotate the nozzle handle to the
locked position and open the poppet actuation lever. The aircraft adaptor shall
be checked that it is secure by attempting to remove the nozzle with the
nozzle handle in the locked position.
(c) On starting of fuel flow the nozzle to aircraft adaptor connections shall be
checked to ensure that there are no leaks. Fuelling shall not be carried out
from an adaptor to which the coupler does not connect securely, or which
leaks.

(d) At the end of each fuelling operation the aircraft fuel adaptors shall be
checked again to ensure that there are no obvious signs of damage,
contamination or missing lugs. Any damage found shall be brought to the
that aircraft fuel adaptors are in good condition and to take appropriate action
when damage is reported.
(a) In addition to the procedures for underwing fuelling by fuellers, further

measures are required to ensure that the correct grade of fuel is delivered
when using an overwing (trigger) nozzle. Delivery of the incorrect grade of
fuel to an aircraft can have severe consequences that may result in engine
failure.
Fuelling personnel shall never make an assumption about the grade of fuel
required.
(i) Fuel request.
equest. Misfuelling prevention begins with the fuel request process
when the fuel grade and aircraft registration shall be clearly establ
established,
ensuring the vehicle with the correct grade of fuel is dispatched.
(ii) Fuel grade confirmation.
onfirmation. Before fuelling can begin the operator
ensure at least two (2) out of the following three (3) controls are in place
place:
Control 1:
The aircraft is marked
arked with a fuel grade decal that clearly and without
doubt corresponds to the grade of fuel marked on the fuelling vehicle,
trailer or fixed (kerbside) delivery equipment. (See examples in EI 1597)
Control 2:
The fuelling nozzle spout and the aircraft fufuel tank orifice correspond to
the norm for the fuel grade, i.e. for Jet fuel a wide selective nozzle spout
(with a major axis of at least 67mm) and large aircraft orifice, and for
Avgas, a small circular spout (49mm external diameter or less) and a
narrow aircraft orifice.
Control 3
3:
A fuel grade confirmation form (refer to Appendix A6), completed, signed
and dated by the aircraft pilot or agent, has been received by the fuelling
operator.
If only ONE of controls 1, 2 and 3 is met then the fuelling
proceed and the fuelling operator shall immediately inform their fuelling
service manager, supervisor or other designated management personnel.
In these circumstances the following are required before the fuelling may
proceed:
an acceptable written explanation from the aircraft operator
approval in writing from the fuelling service management that the
fuelling may take place.
(iii) Post delivery fuel grade confirmation. Before leaving the aircraft at the
completion of the fuelling the fuelling operator shall make a final check of
the accepted controls (2 out of 3) as shown above.

If an anomaly is discovered after completion of fuelling, the aircraft pilot
and fuelling service supervisor shall be informed immediately.
(iv) Additional misfuelling risk scenarios:
Some aircraft types are equipped with engines that may be powered by
Jet fuel or diesel fuel. These engines are being installed on aircraft that
typically had previously been fitted with engines using Avgas. These
aircraft represent a serious risk of misfuelling by the delivery of Avgas to
an engine designed for diesel fuel.
Note: Although some aircraft engines may be certified for use with diesel
fuel or motor gasoline,
.
A growing number of aircraft are equipped with engines capable of
running on unleaded (UL) Avgas. UL-91 is currently available in some
markets but is not suitable for all types of piston engine aircraft.
Misfuelling of UL-91
91 into an engine designed to runr only on a higher
octane fuel (e.g. Avgas 100LL) is of particular concern as it could have
severe consequences.
(v) The fuel grade confirmation form
orm (Appendix A6) also be required
for:
Overwing fuelling during air
ir shows
shows
(b) Overwing fuelling procedures
The following additional precautions are applicable for overwing fuellings:
(i) Loose articles shall not be carried in caps, jackets or shirt pockets,
pockets as
these might fall into aircraft tanks.
(ii) Hoses shall be routed over the leading edge of the wing (and shall not
touch the trailing edge) in such a manner as avoids the possibi
possibility of
damage to the aircraft. Ladders and wing mats should be used as
appropriate to avoid damage to the aircraft. Care should be taken in
positioning ladders to avoid dadamage to the aircraft caused by settling
while product is being loaded.
whil
(iii) During fuelling, only one aircraft filling point shall be open at any time.
(iv) Overwing nozzles shall be held open manually and shall never be wedged
or blocked open.
(v) Overwing nozzles shall be in continuous electrical contact with the fill
point neck during fuelling see section 10.4.
(vi) Any additives added during fuelling are the responsibility of the customer.
Fuelling operators shall not handle open containers or aerosols of
additives for health reasons (inhalation and skin contact).
(c) Self-service fuellings
Self-service fuellings are situations where the fuelling is performed by the pilot
or customer without a representative of the fuelling company being present.
The 2 out of 3 controls in section 10.5.4 cannot be enforced for such types of
fuelling for a number of reasons, including:
When the selective spout is fitted to the Jet fuel nozzle, and if a customer
requires the use of a non-selective spout for their aircraft, it may not be

practical to provide one. At Avgas facilities fitted with the narrow diameter
spout the aircraft orifice is not checked, so this control is not completely
effective for self-service fuellings.
The control to verify the grade labels match the aircraft and fuelling unit
can only be carried out by the pilot, which is not sufficient to assure this
confirmation.
The control requiring the completion of a fuel grade confirmation form
cannot be fulfilled, as the supplier is not in attendance to check that the
signature and form are correctly completed.
In view of the above, a different set of controls is required to manage the
risks related to the correct fuel grade delivery during fuellings at self-service
stations. The requirement in such circumstances is that either (a) or (b) below
shall be in place together with 2 of (c), (d) and (e).
(a) A fuel
uel grade dedicated customer fuelling card, achieved by either having
the grade coded into the magnetic strip of the fuelling card (checked by
the payment terminal software, thus preventing the wrong grade
selection), or the grade is checked at the payment terminal (via the
internet) against the customer account details. For payment by credit
card this check would be made via the PIN verification and system check
on the credit card.
(b) At the payment terminal the pilot/customer is asked by the system to
select the grade of fuel required
required, followed by a second question to
confirm the grade just selected.
(c) A fuelling card is used with the fuel grade written on the front of the card.
(d) A large sign is displayed at the self
self-service unit showing a large EI grade
identification decal(s) along with a clear set of instructions for use of the
self-service
service unit
unit, with emphasis on the requirements for selecting the ffuel
grade.
(e) A warning to the customer explaining the risks of incorrect fuel grade
delivery. This may be by means of a flyer/letter sent to the customer
when issuing the fuel card or invoice, or a fixed sign (based on the
flyer/letter) at an obvious location near the self-service unit. For credit
card payments the latter requirement in (e), of a sign, shall be applied.
Where this procedure is permitted it is essential that fuelling instructions,
safety precautions and contact telephone numbers are clearly displayed
adjacent to the fuelling equipment.
All locations shall have emergency protocols in place for operating the pump if
the outside payment terminal fails.

(d) Unattended fuelling
Unattended (i.e. when the aircraft pilot or representative is not present)
delivery of fuel overwing is discouraged. Where unattended fuelling is
unavoidable then control 1 and 2 in section 10.5.4 shall both be satisfied
before fuelling can begin. On completion of the fuelling the fuelling operator
shall attach a colour-coded fuel tag to a suitable position on the aircraft, the
position to be agreed with the aircraft operator (see example tags below). The
tag shall be visible to the pilot upon return to the aircraft and shall clearly
state the fuel type and quantity of fuel delivered to the aircraft.
IN ACCORD ANCE TO YOUR INSTRUCTIONS AND THE FUEL GRADE AIRCRAFT REG ________
LABEL ON THE AIRCRAFT, YOUR AIRCRAFT __________ HAS
TIME _______
BEEN FUELLED WITH ________ LITRES OF
RECEIPT NO ___________
AVGAS FUELLED BY ___________
IN ACCORD ANCE TO YOUR INSTRUCTIONS AND THE FUEL GRADE AIRCRAFT REG ________
LABEL ON THE AIRCRAFT, YOUR AIRCRAFT __________ HAS
TIME _______
BEEN FUELLED WITH ________ LITRES OF
RECEIPT NO ___________
JET A-1 FUELLED BY ___________
Delivery of aviation fuel direct from drums into aircraft shall be avoided wherever
possible. Where this is unavoidable then specific written procedures shall be
developed and followed, consistent with the overwing fuelling procedures in
section 10.5.4 including grade confirmation. These shall include the following:
Different grades of fuel shall be clearly segregated in storage to minimise the risk
of fuelling error.
There shall be a system which ensures that the batches are used in order of filling
date (first-in first-out system).
For more details concerning drum storage see Appendix A12.
Before use, drums shall be checked to ensure that:

They are in good condition and free from any evidence of leakage.
Seals on openings are intact.
All markings are clearly legible.
The correct grade of fuel has been selected and the batch is still current (see
section 6.3).
Drums may be carefully rolled or moved into a suitable position from which to
carry out the fuelling.

Drums shall be placed upright and wedged in a tilted position with at least 5
minutes settling time before fuelling starts. On opening, a bottom sample shall be
taken from the bottom by inserting a thief pipe (hollow tube) to ensure there is no
contamination. This sample shall be subjected to an Appearance Check, and in the
case of Jet fuel, also a chemical water detector test.
If water or significant particulates are found, or if the product is of an unusual
colour, the drum shall be quarantined and not released for fuelling.
When opening a new drum also check that the product level has not dropped
below its normal level. If the level of fuel in any new drum has dropped noticeably
then the fuel quality is called into question and the drum shall not be used for
fuelling aircraft.
The drum suction tube shall be constructed of aluminium or stainless steel and
shall be fitted with a leg or stand to prevent the tube from being closer than
40mm from the bottom m of the drum. When not in use the suction tube shall be
fully covered and fitted with an end cap to protect it from dust and debris. It shall
be inspected and cleaned as necessary before being inserted into the drum.
The pump may be either manual or powered. ed. Where the pump is powered it shall
be of a design suitable for use in hazardous areas. It shall also be fitted with a
cable of sufficient length to ensure that the power source is located outside the
hazardous areas of the aircraft and fuelling operati
operation.
Filtration shall be fitted and shall consist of a filter monitor qualified to EI 1583.
The filtration and pumping unit shall be fitted with bonding wires for bonding to
the drum and to the aircraft being refuelled.
A meter may also be installed in the delivery system if required.
The delivery hose shall be of an approved aviation hose of one continuous length.
The delivery nozzle shall be fitted with a 60 mesh or finer nozzle strainer.
Suitable fire extinguisher(s) shall be available or placed in the iimmediate vicinity of
the operation.
The drum shall be bonded to the aircraft. The order of bonding should be pump to
drum, then pump to aircraft. The bonding between the pump and drum shall not
be removed until:
The pump is removed.
All openings/bungs are replaced and closed.
Procedures should ensure that deliveries are only made from full drums. However,
where a partially full drum is left after a metered delivery and it is not possible to
downgrade the fuel to non-aviation use, the drum shall be re-sealed with the
original bungs (without Tri-sure cap) and marked , with an
indelible marker. The drum shall be stored so that the fuel level covers the bungs.
It shall be used first at subsequent fuellings and checked carefully for the presence
of water before use.

Residues in empty drums shall not be used as aviation fuel. When a drum is empty
it shall be re-bunged, clearly marked as , and a line drawn across
the grade markings with an indelible marker to minimise any possibility of
mistaken identity.
Fuelling of any Avgas aircraft while passengers are on board is not permitted.
Passengers shall not be allowed to remain on board helicopters during routine fuelling
operations.
Fuelling may be carried out provided:
Such fuelling is permitted by the airline and local airport regulations.
The
he airline accepts sole responsibility for ensuring that:
(a) The provisions of the local airport regulations
egulations relating to fuelling are carried
out.
(b) Instructions
nstructions are issued to its employees for the safety of all passengers during
fuelling and these instructions are strictly observed
(c) Passengers
assengers joining or leaving the aircraft are moved under the supervision of
a responsible person over a safe route.
route Passengers shall be kept at a safe
distance from the fuelling operation and other hazardous areas such as
shall
all be strictly enforced.
Before fuelling begins the fuelling operator shall be assured that fuelling with
passengers on board (including embarking/disembarking) can start.
Fuelling shall be stopped if a hazardous situation, such as spillage or fire
fire, arises, or
there is any infringement of these regulations which could lead to a dangerous
incident, and the captain/pilot of the aircraft or the airline representative/engineer
informed.
(a) The fuelling unit shall be located as far from the APU exhaust as practicable.
(b) The APU may be started and stopped during the fuelling operation without
notification.
(c) In the event of fuel spillage, the APU shall be stopped immediately and remain
stationary until spillage is removed and there is no danger from inflammable
vapours.
(a) The APU shall be started before the covers of the fuelling connections and
hydrant caps are removed or any fuelling connections made.
(b) If the APU is stopped during the fuelling operation, it shall not be started until
the flow of fuel has stopped.

(c) When the APU discharges from the side of the aircraft, the fuelling unit shall
be positioned on the opposite side of the aircraft to the discharge, if possible.
If this is not possible, the fuelling unit shall be positioned out of the exhaust
stream, and the maximum practicable distance from, the exhaust stream.
(d) In the event of fuel spillage, the APU shall be stopped immediately and remain
stationary until spillage is removed and there is no danger from inflammable
vapours.
(e) Where the APU exhaust is directly across the upper surface of the aircraft
wing, overwing fuelling shall not be carried out while the APU is running.
Some aircraft are not equipped with a dedicated APU and use one of the nacelle
engines (known as
while
Note: Fuelling Zone: This is comprised of areas with a radius of at least 3 metres, or
more if specified by local authorities, from filling and venting
venting points on the aircraft,
fuelling vehicle and its hoses in use.
GPUs shall be positioned at least 6 metres away from fuelling vehicles and clear of
wing tank vents.
The enginene of the GPU shall be started and electrical connections
connection made before
fuelling begins. The unit shall not be disconnected or switches operated during
fuelling.
In the event of fuel spillage, the engines on the GPU shall be stopped immediately
immediately,
and should remain stationary until the spillage is removed and there is no danger
from inflammable vapours.
Fuelling operations may be carried out subject to the same conditions as those applicable to
general
al aircraft servicing, with the exception that in the event of fuel spillage the engine of
the unit shall be stopped. This is to prevent the possibility of flammable vapours being
passed into the aircraft passenger compartment.
Fuelling of an aircraft which has one propulsion engine running is a non-routine, emergency
operation and requires very strict safety precautions. The procedure should be used only
when an aircraft engine cannot be restarted because of inoperative ground aircraft starting
equipment.
The procedure outlined below applies specifically to underwing fuelling.
The designated person shall ensure that the fuelling operation with one engine running, as
requested by the customer, is within the scope of the current airport regulations.

(a) Fuelling with one engine running shall not be performed unless an authorised
representative of the airline requesting this kind of operation accepts, in
writing, complete responsibility for the operation.
(b) The fuelling operation shall be supervised by a qualified airline representative.
(c) Because of its non-routine nature, the operation shall be reviewed beforehand
by the airline and fuelling company representatives.
(d) The aircraft shall be positioned at a distance of at least 50 metres away from
the passenger loading area of the terminal and any other building or other
aircraft.
(e) The aircraft should be positioned facing into the wind.
(f) Where one-man fuelling would normally be carried out, an additional
supervisor or senior fuelling hand should also be present.
(g) With the exception of air ambulance aircraft, fuelling
uelling shall not be started until
alll passengers have vacated the aircraft and are kept at a distance of at least
50 metres.
(h) All personnel involved in the fuelling operation shall be clear of the running
engine, and all other personnel not directly needed for the fuelling operation
shall maintain a safe distance of at least 50 metres from the aircraft.
(i) Mobile fire-fighting
fighting equipment, with engine running and properly manned,
shall stand by the aircraft.
(j) Fuel shall be loaded on the side to that of the running engine. The
fuelling
elling equipment should be positioned a maximum distance from the
running engine.
(k) When additional fuel is required on the other side of the aircraft the operation
should be carried out in the following order:
Remove fuelling equipment from the side whe
where the fuelling has just been
completed. Position fuelling equipment at least 50m from the engine to be
started.
Airline personnel start the engine on the side which has just been fuelled.
Airline personnel shut down the engine of the side to be fuelled.
Position fuelling equipment adjacent to the wing to be fuelled at a
maximum distance from the running engine.
Load fuel.
Fuelling helicopters without engines and rotors running is a routine operation which, from
safety considerations, is similar to the fuelling of fixed wing aircraft.

Written procedures, agreed with the fuel supplier and helicopter operator, shall be
prepared and strictly observed. These shall include the following requirements:
The fuelling operation shall be supervised by a suitably trained and qualified
representative of the helicopter operator who shall maintain position where
he/she can see and be seen by both the pilot at the controls and the fuelling
operator.
Door(s), windows and access points to the helicopter interior on the refuelling
side of the helicopter shall remain closed during the fuelling.
Door(s) on the non-refuelling
refuelling side of the helicopter shall remain open during
fuelling.
Passengers and other non-involved
involved persons shall remain at least 50 metres
away from the helicopter.
Whenever possible, the helicopter rotors shall be disengaged from the engine.
Where this is not possible, special attention shall be given to the rotor blades
and the fuelling equipment shall be located
located at least 5 metres from the closest
point of the rotors.
Vehicles shall never be reversed into the fuelling position.
Permission from the airport authorities is required when fuelling at an airport
and the fire/rescue units shall be on alert (notified)
(notified).
Any additional local aviation authority and/or helicopter operator procedures/
requirements must be followed.
Fuelling operators shall receive training in agreed procedures.
Fuelling is not permitted in hangars or similar enclosed buildings, except by special

agreement with the customers/airlines and the airport authorities and in accordance with
special procedures agreed with the aviation fuel supplier.
Satisfactory liability/indemnification protection shall be obtained from the customers/
airlines.
The following shall be included as a minimum:
Fuelling vehicles shall always be positioned outside the hangar.
Testing of aircraft tank overspill/dump valve testing is not permitted as part of any
fuelling operation.
Technical supervision of the operation shall be maintained by a nominated airline
supervisor in charge of the aircraft.

Adequate fire-fighting equipment and spill containment equipment for spillage shall be
available and readily accessible.
Hangar doors shall always be opened fully to provide ventilation and to allow clear and
immediate passage of firefighting personnel and their equipment.
All maintenance activities in the hangar should be suspended for the duration of the
fuelling operation.
Only essential staff shall be permitted in the vicinity of the fuelling operation within the
hangar.
Only hoses supplied and maintained by the fuelling operator shall be used.
Fuelling is not permitted during maintenance to landing gear under any circumstances.
(Maintenance to landing gear can introduce variables (such as metallic equipment) that
may create a spark and can also compromise safety requirements during
fuelling/defuelling.)

The results of all significant checks and testing shall be recorded on documents which are kept up
to date, with copies available on site for at least the current and previous calendar year (see also
the Retention Periods section 11.3 below).
Records may be held on computers provided that a secure back-up system (at least weekly) is in
place. All records shall be dated and signed by the person responsible. For computer-generated
records, a password-protected access system, traceable to the individual person, is acceptable as
an alternative to a signature.
A summary of the routine checks to be performed and recorded is included as Appendix A13.
The records shall include, but not be limited to, the following.
Daily product dips, tank contents and water checks, including date/time.
Release Certificates and details of incoming consignments with reference to
Release Certificates, quantities, dates and times.
Receipt tank details, settling and release checks.
Product deliveries and transfers, including the date/time when tanks are put in
service.
Recertification and Periodic Test Certificates.
Filter sump drains.
Fuelling equipment draining and sampling.
Filtration equipment differential pressure rrecord and graphs.
Where some maintenance tasks are performed by visiting contractors or mechanics, a copy
of their maintenance records should be retained at the location.
Storage tank inspection and cleaning records.
Microfilter, filter separator and monitor differential pressure graphs, inspection and
maintenance records (Appendix A1.4).
Hose inspection and testing (Appendix A3).
Details and dates of all maintenance work.
Mobile equipment serviceability checks.
Deadman controls and hose stowage/brake interlocks.
Emergency/Engine Stops
Pressure/surge control equipment checks.
Meter calibration test record.
Pressure and vacuum gauge test record.
Nozzle inspection and repair record.

Fueller tank inspection and cleaning record.
Hose-end strainers inspection/replacement record.
Fire extinguisher check record.
Tank cleaning, annual filter inspection records and hose records shall be retained for the
lifetime of the equipment. Other maintenance records shall be retained for at least one
year, or longer if still relevant to the equipment condition (e.g. major repair work, filter
differential pressure, etc.). Records of accidents/incidents should be retained for at least 5
years.
All records related to the quality and quantity of fuel received, stored and delivered
(including receipt documentation and delivery tickets) should be retained for a minimum 7
years. Documents do not have to be retained on site and may be stored in an organised
archiving system.

Appendix A1 Filtration equipment routine maintenance and checks
Appendix A2 Tank inspection and cleaning report
Appendix A3 Hose inspection and test procedures
Appendix A4 Lost time incident form
Appendix A5 PPE guidance
Appendix A6 Fuel grade confirmation form
Appendix A7 Small hydrant systems
Appendix A8 Form for Avgas recertification
Appendix A9 Form for Jet A-1 recertification
Appendix A10 Sampling system diagram
Appendix A11 Soak testing procedures
Appendix A12 Drum storage
Appendix A13 Equipment calibration programme
rogramme
Appendix A14 Summary of routine test frequencies

All filter and strainer vessels shall have a drain connection at the lowest point of each
chamber. The main sump drain line shall be fitted with a sample valve to facilitate regular
checks. All drain and sample lines should have self-closing valves (e.g. spring-loaded
valves).
With the exception of low flow single element vessels, all filters shall be equipped with
direct reading differential pressure gauges to indicate the pressure loss across the unit.
These shall be checked every month (see section 8.4.3) and serviced in accordance with
the manufacturer s recommendations.
With the exception of low flow single element vessels, all filters shall be fitted with air
eliminators at the highest point in the filter vessel, and thermal pressure
pressur relief valves. Air
eliminators shall be inspected annually for proper functioning of the air release mechanism
or whenever the filter/separator is opened up, following the procedures outlined in the
manufacturer s manuals. Air eliminators that cannot be inspected, e.g. types of welded
construction, shall have a visual flow indicator device installed to indicate correct operation.
The thermal relief valve is set at a predetermined setting that shall be tested in accordance
with the manufacturer s recommendations, but at least annually.
Air eliminators and thermal relief valves shall be fitted with outlet pipework routed to
suitable spill containment. Isolation valves, where fitted, shall be sealed in the open
position.
All filters shall have a plate confirming
ming compliance with the relevant specification and
showing the correct designation
designati of the elements installed. The dates of internal inspection
and element changes shall be marked on the body of the vessel.
The maximum achievable flow rate through each fil
filter vessel in fuelling service shall be
maximum achievable flow rate shall be marked on the vessel or a suitable area close to the
vessel and noted in the filter records. IIf the rated flow is significantly greater than
maximum achievable flow then the possibility of de
de-rating the vessel shall be discussed with
the manufacturer.
Stacked elements are no longer acceptable. Where stacked elements are being used, the
stacked elements shall be replaced by full-length single elements at the next internal
inspection. This applies to all element types (monitors, coalescers, separators and
microfilters).
cool dry
place. Elements shall be used on a first-in first-
recommended maximum shelf life.
All filter water separators shall have similarity certificates in accordance with EI 1582,
confirming compliance of the installed elements and vessel to EI 1581.
Additional information on aviation filters can be found in EI 1550.
Daily, at the start of the morning shift, filter vessels shall be drained of any free
water, while under pressure. Details of any free water or sediment found shall be

recorded. A sample shall then be taken for a Visual Check (loading filters and fuel
delivery filters).
Note: Procedures shall ensure that filter vessels remain full of product. Receipt
filtration and other vessels that are not in daily use should be kept full by re-
circulation. Where circulation of product is not possible, such filters shall be
drained at least weekly and before use but kept full of product.
During each pumping/fuelling operation, the differential pressure (dP) should be
observed and it is recommended that the dP is recorded during every underwing
pressure fuelling.
At least daily, when in service, the differential pressure and flow rate shall be
recorded for every filter and the records checked to ensure that the dP at
maximum achievable flow rate does not exceed the limits of 22 psi (1.5 bar) for
monitors and 15 psi (1.0 bar) for filter separators.
Weekly graphs of dP shall be prepared, corrected to, or recorded at, maximum
m
achievable flow rate. The correction to maximum achievable flow shall be
established by using either a conversion graph, table or calculator supplied or
endorsed by the filter manufacturer.
The conversion from observed dP to corrected dP dP at maximum achievable flow is
not accurate when dP readings are taken at low flow rates and is not valid where a
reading is taken
aken at less than 50% of rated flow. For this reason, d
dP readings used
for the preparation of weekly graphs should be recorded when the filte filter is
operating at, or as close as possible to, maximum achievable flow.
If the corrected dP is 5 psi (0.35 bar) or more below the previous corrected dP
reading, an investigation shall be conducted
conducted. The filter vessel should be opened for
inspection and elements
ments replaced if necessary.
The free movement and correct zeroing of direct reading differential pressure
gauges shall be checked every month and should be serviced in accordance with
the
Every 12 months all filters shall be opened and inspected internally for cleanliness
of vessel, element appearance, proper fitting of elements and condition of iinternal
lining and cover seal. The cover seal shall be replaced after a maximum of three
compressions. The tightness of coalescer and separator elements (and other
elements where appropriate) shall be checked with a calibrated torque wrench
that positively confirms torque setting (click stop type) and adjusted in accordance
ons. Elements found to be
damaged or showing signs (such as leopard spotting) of microbiological growth or
surfactant contamination shall be investigated and (if growth/contamination is
confirmed) shall be replaced. Teflon-coated and synthetic separator elements shall
be inspected and tested in accordance with the m
The results of the inspection shall be recorded.
If blanking plates/elements have been fitted to reduce flow, these shall be
checked in accordance with the manufac
for correct fit/torque and absence of leakage/ bypass.
The results of the inspection shall be recorded.
After opening for inspection or filter element change-out, procedures shall ensure
that the vessel is refilled very slowly to allow entrapped air to vent and to ensure
that no damage is caused to the installed elements.

Additional filter inspections may be necessary, to check for element seal leakage,
etc., if abnormal amounts of solids or water are found downstream of the filter.
The function of water slug detection devices (where fitted to filter vessels) shall be
checked at least quarterly in accordance with the manufacturer s
recommendations.
MF elements shall be replaced:
at (or corrected to) the maximum achievable flow rate through the filter vessel
as currently installed. The maximum achievable flow rate will usually be less
than the design or rated flow of the vessel
if flow rate falls to unacceptably low levels
if unusual sediment is found downstream of the filter
if there is a sudden drop in differential pressure without any obvious cause
being found
after 3 years.
Coalescer elements shall be changed:

if the differential pressure reaches 1.0 bar (15 psi) at (or cor
corrected to) the
maximum achievable flow rate through the filter vessel as currently installed.
The maximum achievable flow rate will usually be less than the design or rated
flow of the vessel
being found
if unusual sediment or traces of free water are found downstream of the filter
after
er 3 years.
Teflon-coated and synthetic elements shall be:
recommendations and/or when coalescer elements are changed

changed if washing in acc
restore them.
Note: The separator element(s) needs to be completely wet with aviation fuel to
perform a valid test. Ideally, the test should be performed immediately after
removing the element(s) from the vessel.
Monitor type elements shall be replaced:

if the differential pressure reaches 1.5 bar (22 psi) at (or corrected to) the
maximum achievable flow rate through the filter vessel as currently installed.

The maximum achievable flow rate will usually be less than the design or rated
flow of the vessel
if flow rate falls to an unacceptably low level
if unusual sediment or more than a trace of free water is found downstream of
the vessel
being found
after a maximum service life of 12 months.
When new elements have been installed in fuellers and hydrant servicers,
approximately 4,500 litres of product shall be circulated through the unit,
preferably back to storage, at maximum flow to remove small fibres, etc., before
the unit is returned to service.
Records shall be kept of:

all daily drainings
filter differential pressure readings and weekly graphs.
Records shall
hall be kept of all filter maintenance showing at least the following:
number and type of new elements installed
differential pressure before and after change
throughput since previous change
the reason for change and any relevant details.
Where gauze strainers are required for fuel quality reasons they shall be fitted with a
sample point, drained weekly and inspected monthly.
Other strainers such as pump protection strainers shall be opened, checked for damage and
cleaned at least once per year unless they are installed such that they form a pipework low
point. All low points shall be drained at least monthly.

Fully extend the hose and apply normal operating pressure with the delivery
nozzle or coupling closed.
While under pressure (or for suction hoses, during product transfer) inspect for
external damage, leakage and other signs of weakness.
The inspection (under maximum operating pressure) of long hose should be
performed by forming a vertical loop and rolling this slowly along the length of the
extended hose.
Inspect for coupling slippage indicated by misalignment of the hose coupling and
exposed areas where slippage has occurred.
Note: Kinking of the hose (especially repeated
epeated kinking) may damage the internal
structure of the hose and should be avoided. If the internal lining in the hose
becomes damaged, the fuel may travel along the carcase and appear some
distance from the source of the damage.
Note: It is not necessaryy to remove wheel fittings and hose protection beads.
However, spiral wraps shall be removed before testing or moved during the test so
the full length of the hose is inspected.
With the hose fully extended, release the pressure completely and insp
inspect for soft
areas.
Particular attention should be paid to sections of the hose within about 45 cm (18
inches) of couplings, since these sections are partic
particularly prone to deterioration.
These sections shall be examined for weakness by pressing the circucircumference to
feel for soft spots, blisters, etc.
A pressure test, using a hydrostatic test pump, shall be carried out when
commissioning new hoses, whenever couplings are attached or re
re-attached to
hoses
es and routinely every 6 months.
Required test pressures are shown in Table A3.2.1 below.
Less than or No requirement 15 bar 20 bar

equal to 5.5 bar
(80 psi)
Greater than 5.5 15 bar test 15 bar 20 bar
bar (80 psi)

The test procedure is to connect fully extended hose to a suitable hydrostatic test
pump and fill with the appropriate grade of fuel. It is not necessary to remove the
hose from the vehicle if suitable isolating valves are provided to protect vehicle
components and parts of the system not stressed to accept test pressure (*).
However, the hose shall be pulled out from any stowage position and be tested in
a straight position without bends or kinks.
Appropriate PPE including eye protection shall be worn.
Gradually apply test pressure and bleed any entrapped air from the hose and test
equipment. Because of the possibility of a hose burst, do not closely inspect the
hose during pressurisation and wait for 1 minute after reaching maximum test
pressure before inspecting. Maintain test pressure for at least 3 minutes and only
as long as is necessary to inspect for external damage and coupling slippage.
Release pressure completely, re-pressurise to 3.5 bar (50lbf/in2) and examine as
described in A3.1.2. Finally, release pressure and drain test pump to prevent
possible contamination of product during future use.
If unfiltered fuel has been used during the test procedure, the hose should be
flushed before the vehicle is returned to service.
(*) If a fuelling equipment delivery hose is tested with the hose
hose-end coupling
attached, procedure and equipment used should e ensure that the full pressure
is applied to the hose without damaging the internal components of the
nozzle.
: Hose beads and spiral wraps shall be removed before testing. Wheel fittings
should be removed or loosened (**) for each pressure test. As a mi minimum they
shall be removed or loosened (**) for the test at least every two years.
(**)Where
Where wheel fittings are loosened (but not removed from the hose) they shall
be moved so that the whole length of the hose can be inspected. Wheel
fittings shall be returned
re to their original position at the conclusion of the test.
Any of the following abnormalities noticed during daily operations or monthly or 6

6-monthly
tests requires immediate hose replacement:
soft spots, kinks/ deformities, bulges or blisters, excessive abrasion or cracking exposing
the carcass textile reinforcement, or
any cut in the hose structure which has damaged the carcass textile fabric, or
if the hose has been run over once by any vehicle.
However, small cuts do not justify replacement unless the rubber in the immediate area is
loose and could allow liquid to enter between the cover and carcass. If the defect is close
to the hose end, then it is acceptable to cut the damaged section and re-attach the
couplings. A hydrostatic test is required before the hose is returned to service.
The condition of flexible joints made of hose material shall be checked visually (under
normal use) 6-monthly. These joints shall not be painted.

A lost time incident (LTI) is defined as a work related incident resulting in a member of the
workforce not being available for work on the next calendar day, whether they were due to work it
or not. Details of injuries to personnel while on duty shall be recorded and investigated. This form
may be used for this purpose.
Include timings and details of people involved
Analysis of incident
Future/long-term effect of injury
To reduce the risk of future similar incidents
Recommendations implemented

It is important from a Health and Safety perspective that the correct personal protective equipment
(PPE) is used. The following table gives guidance as to what items of PPE should be worn in
various situations. The table is intended as a model for assessing site-specific requirements, taking
into account local legislation, airport authority requirements and local safety committee
recommendations.
Risk based
Y Y Risk based Y Risk based Risk based Risk based
Risk
Y Y Y Risk based Y Risk based N
based
Y (outside Y (outside Y (outside
Y Y fuelling fuelling fuelling Y N Y
vehicle) vehicle) vehicle)
Y Y Risk Y Risk Risk
Risk based N
based based based
expected
b ry between sites. Each site should assess the
specific risks on site and specify minimum requirements appropriate to the activity and risk.
Minimum PPE requirements

1. should have good anti
anti-static
static properties e.g. be more than 50% natural ffibres.
2. should have ankle support, oil
oil-resistant
resistant soles and uppers, toe protection and be anti
anti-static/static
dissipative.
3. should be appropriate to the tasks being performed. Appropriate barrier creams are to be worn at all
times when gloves are not worn and the operator is exposed to skin hazards.
4. should be appropriate to the noise levels in the work area. Ear protectors are required for
air operated tools.
5. The primary purpose of is to prevent hydrocarbon product entering the eyes. A secondary
benefit is to prevent grit/dirt entering the eye. Local climatic conditions may affect site specific requirements.
6. are designed to prevent minor bumps/bangs causing bruising or laceration to the head. They
normally consist of a baseball cap with a plastic insert.
7.
where that risk exists, which is normally within tank farms with overhead walkways/ladders.
8. shall comply with local legal and civil aviation requirements. To minimise the risk of a
static discharge, high visibility (hi-vis) clothing shall have good anti-static properties where required (e.g. in
Europe, certified to EN 1149-3 or equivalent). Avoid loose fitting/ flapping hi-vis clothing.
9. often contain hazards that may require additional PPE rules due to the nature of the tasks being
performed. For example, loose clothing should not be worn when working with rotating equipment, and goggles
rather than safety glasses should be worn when operating grinding wheels. Additional PPE controls may also be
required for certain tasks.
10. are required to wear the appropriate PPE for the area they are visiting, subject to any risk based
deviations authorised by the site manager e.g. safety shoes are allowed in place of safety boots if the visitor is
not exposed to foot damage risks or not climbing in/out of vehicles.
11. All personnel shall obey any mandatory in special areas such as compressor or plant rooms.

The maintenance, quality control procedures and fuelling procedures for small, low pressure Jet
fuel hydrant systems with pipewo are covered in this Appendix.
Recommended design features and operational requirements for large high pressure hydrant
systems are contained in the Standards for Aviation Fuel Quality Control and Operating Procedures
for Airport Depots & Hydrants (JIG 2). More information is also available in EI 1560
(Recommended practice for the operation, inspection, maintenance and commissioning of aviation
fuel hydrant systems and hydrant system extensions) and EI 1585 (Guidance in the Cleaning of
Aviation Fuel Hydrant Systems at Airports). See also EI 1594 (Initial pressure strength testing of
airport fuel hydrant systems with water).
Hydrant servicer filters shall be checked for water and sediment at the start of the morning
shift.
Draining shall be carried out from filter separator and microfilter sumps and the inlet side of
filter monitors until the line
ne content has been displaced. A sample of at least 1 litre shall
then be taken for a Visual Check. Where it is not possible to obtain a 1-litre
1 sample under
pressure off-ramp,
ramp, this check shall be performed under pressure at the start of the first
fuelling of the day. If the sample does not provide a satisfactory Visual Check, additional
draining and sampling shall be performed until a sample providing a satisfactory Visual
Check is obtained.
The vehicle shall be withdrawn from service and an investigation shall be carried out
immediately to determine the source of the contamina
contamination if abnormal quantities of free
water or sediment are found, or if it is not possible to obtain a clear and bright sample
which provides a satisfactory Visual Check.
Where Jet fuel hydrant servicers are equipped with filter separators they should be fi
fitted
with an FWS water detection device in the sump. They should have the capability of being
function-tested
tested externally in accordance with the
To protect the fuelling operation from a sudden rise in dP, a dP switch shall be in installed on
all hydrant servicer
ervicer ffilter vessels fitted with filter monitor elements, to activate if a high dP
is reached.
The dP switch shall be connected to the dP gauge and linked in series with the deadman
and fuelling control system. The dP switch shall be set to 22 psi (1.5 bar) for filter monitors.
The system shall not be capable of being reset by the fuelling operator and it shall be
installed so that the deadman override does not reset and reactivate the system.
The system shall also be fitted with a mechanism (e.g. a key operated device) to reset the
dP switch after installing new filter elements or following dP gauge free movement tests.
The function of differential pressure switches fitted to filter monitor vessels on hydrant
servicer vehicles shall be checked to ensure that the fuelling operation will be stopped if the
activation pressure of 22psi (1.5bar) is reached. This check shall be performed and
recorded every 6 months.
Following any activation of a dP switch, the fuelling vehicle shall be removed from the
fuelling operation for investigation, and the fuelling operation management and the depot
operator shall be notified immediately. Other fuelling operations at the airport should be
notified by the depot/hydrant operation management.

The fuelling vehicle filter elements shall be replaced before the vehicle is returned to
service. A second fuelling vehicle may be used to complete the fuelling provided that the dP
is monitored closely during the remainder of the operation and fuel sampling requirements
are carried out (see 9.2.2 and A7.1).
For investigative purposes the following list, which is not exhaustive, should be used by the
into-plane operation:
What is the cause of the high dP? (Check fuel samples and condition of monitor
elements)
Is the dP switch circuit function correctly?
Are there other fuelling vehicles experiencing an increase in dP? (Particularly in the case
of hydrant servicers operating close to the affected servicer)
If a second vehicle is in use to complete the fuelling, is there any indication of
increasing dP?
Was the dP increase a sudden change from a low value, indicating a problem, rather
The following samples shall be taken at every fuelling operation.
After the fuel contained in the vehicle delivery pipework and filter vessel has been
displaced, a 1-litre
litre sample shall be taken downstream
downstrea (outlet side) of the filter for
an Appearance (or Visual*) Check. If water is found in the sample, a second
sample shall be drawn immediately.
A 1-litre
litre sample shall be drawn from the filter separator sump (FWS) or inlet
(upstream)
eam) side of the monitor vessel under pressure immediately after each
fuelling for an Appearance (or Visual*) Check. If water is found in the sample or a
distinctive colour change is obtained with the chemical water detector, a second
sample shall be drawn immediately.
* A chemical water detector test shall be performed on at least one of (a) or (b)
above.
If a hydrant servicer is withdrawn from service or is reassigned to another aircraft before
the fuelling operation is completed, this procedure shall be followed before leaving the
aircraft.
If the presence of water or dirt is confirmed, the fuelling shall be stopped and the airline
representative and hydrant operating company informed immediately. No further delivery
shall be made until the reasons for the presence of water have been determined and
remedial action taken.
In addition to the procedures shown in Chapter 10 the following applies for underwing
fuelling by hydrant servicer. Each operation shall have one agreed sequence for connection
and disconnection. Either of the following options is acceptable.

Hydrant servicer fuelling connection/disconnection sequences:
Bond to aircraft Bond to aircraft

Attach lanyard, pull to ensure pit valve is closed and Connect delivery hose(s) to aircraft
extend lanyard on apron
Remove pit valve adapter cap and clean Attach lanyard, pull to ensure pit valve is closed
dirt/moisture from pit valve adapter and hydrant and extend lanyard on apron
coupler
Connect hydrant pit coupler and air line to pit valve Remove pit valve adapter cap and clean
and position pit marker dirt/moisture from pit valve adapter and hydrant
coupler
Open hydrant pit coupler Connect hydrant
ant pit coupler and air line to pit
valve and position pit marker
Connect delivery hose(s) to aircraft Open hydrant pit coupler
Get confirmation of fuel figure to start fuelling from Get confirmation of fuel figure to start fuelli
fuelling
airline representative from airline representative
Open pit valve (if manually operated) Open pit valve (if manually operated)
Open delivery valve and activate deadman control Open delivery valve and activate deadman
to start delivery control to start delivery
Check hydrant pit coupler for leakage Check hydrant pit coupler for leakage
Release deadman and close delivery valve

Pull lanyard to close pit valve (may not be required
for airports which only have dual air/lanyard
operated systems)
Disconnect delivery hose(s) from aircraft
Replace the aircraft fuelling adapter cap (if fitted)
and close the fuelling panel
Close hydrant pit coupler
Disconnect hydrant coupler (and replace pit valve
adapter cap), air line, lanyard and pit marker; and
stow on vehicle
Remove bonding cable
Complete delivery documentation
COMPLETE THE 3600 WALK AROUND CHECK REMEMBER TO LOOK UP TO AIRCRAFT COUPLINGS
Note: If the sequence of connection and disconnection is broken due to distraction the
operator shall begin the sequence again from the start.
For hydrant servicers, a clear exit path should also be maintained but this is not considered
mandatory, given the lower inherent risk in a servicer (with no large quantity of aviation
fuel on board) and that a servicer would not normally be driven away in the event of an
emergency during fuelling.

Extend the lanyard on the apron such that it is free of obstructions and readily accessible
for use in an emergency.
Whenever the servicer is left unattended (e.g. for airline signature of delivery receipt) the
hydrant pit valve/hydrant coupler shall be closed.
Dust caps shall be fitted to the pit valve adapter and servicer couplings at all times when
not in use.
Hydrant servicer inlet hoses, inlet couplers and hydrant pit valves are vulnerable to damage
caused by other aircraft servicing vehicles. This has been demonstrated by a number of
major incidents in recent years, each of which could have had catastrophic effects including
fire and loss of life. Incidents have occurred in both good and poor weather conditions, in
daylight and during the hours of darkness.
To
o improve the visibility of the hydrant pit valve area at all times, a high vivisibility hazard
marker shall be displayed above the pit opening. A four-winged winged flag is preferred but
alternative designs/equipment providing a similar degree of all-round
all round visibility may be used.
During the hours of darkness the hydrant pit valve and inlet hose shall be illuminated. Red
or orange safety lamps or vehicle-mounted
mounted searchlights may be used for this purpose.
Additional methods of protecting and increasing the visibility of the hydrant pit and hydrant
servicer inlet hose should be considered. Examples
ples of such additional methods include the
use of high visibility road cones, inlet hose collars and warning signs. The area around
hydrant pit covers should be painted with a warning pattern to ensure apron vehicles or
aircraft avoid driving over or parking
ing on them.
Inlet coupler stowage shall be designed to minimise exposure of coupling to contamination
(e.g. surface dirt and water from the ground and vehicle tyres). NonNon-compliant existing
hydrant servicing vehicles shall be modified as appropriate where no protection is currently
in place.
Inlet couplers and hydrant pit valves shall be checked for wear at least annually, using the
recommendations by competent traine

trained personnel, using the recommended tools.
Lanyards for hydrant pit valve operation shall be manufactured from fire-resistant material
of adequate strength to enable the valve to be operated remotely if an emergency occurs
during the fuelling operation and shall be of a highly visible colour, such as red. The
selected colour should be in line with any local regulations concerning the recommended
colours for emergency systems and shall be different from that of the fuelling vehicle
bonding cable. These colours shall be consistent across the site vehicle fleet.
The lanyards shall be a minimum of 5m (16 feet) in length.
There shall be no electrical connection between the fuelling vehicle and the hydrant pit. If
lanyards are attached to vehicle-mounted reels, the reels shall be electrically isolated from
the vehicle. Electrical isolation of the reels shall be checked weekly with an electrical
continuity meter.

All low points of the hydrant shall be flushed at a high velocity thoroughly once a
week, with the line under pressure to ensure removal of any water or sediment,
until a clear sample is obtained. In the absence of an adjacent hydrant emergency
stop button, procedures shall ensure that there is an effective means of shutting
down the flow quickly in the event of disconnection or hose burst during flushing.
The quantity flushed shall be 50 to 200 litres more than the capacity of the
sampling pipework. The actual total quantity flushed will depend upon the design
of the system and the amount of contamination usually observed. After flushing an
amount in excess of the sampling pipework, a line sample shall be drawn during
flow for Visual Check.
If excessive water or sediment is found, or if it is not possible to obtain a
satisfactory sample for Visual Check, immediate action shall be taken to identify
the source of the contamination.
Additional checks on the cleanliness of the fuel in the hydrant, including m more
frequent low point flushing, shall be made during and immediately after any
engineering work such as pipework modifications which may cause an increase in
the contaminant in the fuel. Additional checks shall also be made when other
factors, such as the up-rating
rating of hydrant pumps, could alter the flow conditions in
the hydrant and cause contaminant to be picked up by the fuel.
Investigations shall be undertaken following the notification of a fuelling vehicle
being removed from service during fuelling aas a result of a filter monitor dP switch
activation
ctivation or discovery of water/contamination.
The following should be looked into and checked by the hydrant operator:
Has
as the hydrant pit in question been used recently?
Have
ave there been any changes in the hydran
hydrant flow rate or direction?
Has
as there been any engineering work carried out on the hydrant?
Have
ave the into-hydrant
into filters shown any increase in dP? (Check sump samples)
Overall, the hydrant operator will need to respond appropriately and
proportionately. Gu
Guidance for the optimum response cannot be prescriptive but in
the event of a small number of dP switch activations, hydrant pit valve flushing
and sampling may be required. In the worst case, where a significant number of
dP switches have been activated and there is other strong evidence of fuel quality
problems in the hydrant system, the hydrant operator should consider the
suspension of hydrant use.
A record of daily hydrant pit usage shall be maintained. If any hydrant pits are not
used for a period of 3 months, the contents of the appropriate spur line shall be
flushed out and a sample taken for Visual Check.
The equipment used for flushing low points and unused hydrant pits shall have a
tank constructed of mild steel internally coated with a light-coloured epoxy
material, approved as being compatible with aviation fuels, or of aluminium alloy
or stainless steel. Flushing equipment shall be fitted with at least one (9 kg
minimum) dry powder type fire extinguisher. Equipment shall have a low point
with drain valve, a sampling point with a spring-loaded valve in the inlet pipework
for taking a line sample and be equipped with type C (semi-conductive) hose with
a pressure coupling. The hose shall be tested in accordance with Appendix A3

(6-monthly test to 15 bar). The tank should also be fitted with a contents gauge or
sight glass and overfill protection for vehicle-mounted tanks. A means to
determine the volume flushed shall be available.
All motorised/self-propelled hydrant flushing vehicles shall be fitted with an
interlock system to prevent drive away or roll away during flushing hydrants or low
points when associated components are removed from their normally stowed
position. Seat interlocks should not be fitted to air-operated driver seats. Once per
week, the complete interlock system shall be tested by attempting to drive the
vehicle from standstill while each interlocked component is removed in turn.
These vehicles should also be fitted with a device that either warns the operator to
ensure that the brakes are engaged, or a device that automatically engages the
brakes when leaving the vehicle cab. Such devices shall only be installed provided
they can be safely tested.
To ensure effective bonding via the semi-conductive
conductive hose, any isolating
isola flanges
between the connection to the hydrant and the flushing equipment chassis shall
be fitted with continuity bridging strips. To avoid potential ignition hazards in the
vicinity of the low point/valve chamber, the flushing vehicle shall not be sep
separately
bonded to the low point by a bonding cable.
Flushing equipment should be checked for the presence of water and sediment
before use. After use, the flushed product shall be settled and any water or
sediment removed from the low point of the equipm
equipment before the product is
returned to storage. If significant amounts of water or sediment are found in the
equipment that were not identified during the pit flushing operation, the source of
the contamination shall be investigated immediately and the flusflushing operation
repeated.
Hydrant pit box internals shall be ke

kept clean and dry at all times. Adequate regular cleaning
and at least weekly inspections shall be carried out and recorded.
Monthly static checks of the seals and annual dynamic checks shall be carried out (see
A7.10 for more details). The dynamic check shall be made on the correct operation of the
quick release valve as controlled by the lanyard valve closing time should be between 2
and 5 seconds. The performance checks of the valve shall be made under pressure at the
highest flow rate practicable and may be carried out during a fuelling operation. The results
shall be recorded.
With some existing (non API/IP type) hydrant pit valves, the valve closing time may exceed
5 seconds. In this situation, it is necessary to observe the overshoot, which should not
exceed 50 litres.
The fuel hydrant emergency stop buttons (ESBs) shall be clearly identified and easily
accessible. Clear access to these buttons should be maintained at all times. High visibility
identification signs should be located such that they remain visible at all times.
A monthly check of the hydrant emergency shut-down system shall be performed in
accordance with a detailed written test method. Procedures shall ensure that the function

of each ESB is checked at least twice per year. The results of each monthly test, including
details of the location of the ESBs checked, shall be recorded.
No fuelling shall take place from a stand or section of hydrant where the ESB (fuel hydrant
emergency shut-down) system is inoperative, unless an alternative temporary emergency
stop procedure has been agreed by all parties. All apron users shall be alerted to the non-
operational ESB and shall be made aware of the temporary emergency stop procedure. This
temporary procedure shall only be allowed for the absolute minimum timeframe while the
ESB system is repaired and returned to service.
Where fitted, an agreed maintenance programme shall be in place. Monitoring by trained

and competent persons shall be performed at least quarterly and a system check by a
qualified person shall be performed annually.
A7.9.1 Hydrants that are fitted with a system to confirm their integrity (tightness control)
shall be checked on a regular basis (at least monthly),
monthly) in accordance with written
ons and taking into account
national and local regulations.
As a minimum, where no leak detection system exists, the system shall be
checked at least monthly at normal operating pressure
pressure, when no fuellings are in
progress, and the pressure decay over time (minimum 2 hours) recorded. The
pressure decay (typically less than 10 psi) shall be compared to previous results.
Any increase in pressure drop that cannot be attributed to changes in test
pressure or fuel temperature is an indication of a possible hydran
hydrant leak or isolation
valve failure and further investigation shall be cconducted to identify the cause.
In addition, for existing hydrants without leak detection systems, consideration
should be given to using a mobile leak detection system to check for leakage
leak at
least every 6 months.
Further information about the checking of hydrant system integrity is contained in
in:
EI 1540 Design, Construction, Commissioning, Maintenance and Testing of
Aviation Fuelling Facilities, latest edition (Automated Hydrant Integr
Integrity Testing)
EI 1560 Recommended practice for operation, inspection, maintenance and
commissioning of aviation fuel hydrant systems and hydrant system extensions
(Hydrant System Integrity Testing)
All buried fuel pipes and hydrant systems without an operational leak detection
system shall be pressure tested annually to Maximum Operating Pressure (MOP) to
confirm their leak tightness. MOP is defined as maximum pump output pressure at
maximum tank head. Where possible the pressure test should be of 8
duration (see API 570 and API 2611 for further information), but if test results
confirming the absence of leaks can be established positively this may be reduced
to a minimum of 1 hour. If test results suggest the possibility of a leak, a pressure
test at 110% of Maximum Allowable Operating Pressure (MAOP) should be
performed. Where the MAOP is not known, the test should be performed at 125%
of the maximum working pressure of the system. Testing shall be in accordance
with written procedures highlighting the fact that this normally requires the
isolation of pressure relief valves. See EI 1560 10.2.3 for further details on testing.

All pressure test records shall identify both the fuel temperature and pressure
against time for the duration of the test.
The condition of the pipe at the soil/air interface at the into-ground point shall be
inspected at the same frequency as the pressure test.
Hydrant pit valves shall be inspected and tested in accordance with the following schedule
to ensure that the performance of the equipment is within acceptable limits. There shall
also be a planned maintenance system in
recommendations.
(1) Ensure the pit box is clean and free from water, product and surface dirt/grit. Clean if
required.
(2) Examine the condition of the pit lining.
(3) Ensure the valve and components are free from product leaks.
(4) Examine the condition
ondition of jacking screws where fitted.
(5) Carry out a visual examination of the operating handle/linkage and lanyard
connections.
(6) Check the presence and condition of the dust cap and tether.
(7) Examine the pit
it lid condition, seal (if fitted), tether (if required), pit number and grade
marking if applicable.
Any defects shall be reported immediately.
This is done by depressing the equalising valve as described below. As a small amount of
fuel will be released, a protective shield/cover shall be used to contain any spray of fue
fuel and
to protect the operator. Alternatively, a test coupler equipped with a pressure gauge kit
supplied for the purpose by a manufacturer
manufacturer, with instructions for use, may be used. With
the main valve in the closed position, the test coupler is attached, thus opening the
equalising
qualising valve. A continued rise in pressure within the coupler indicates that the pit valve
needs to be repaired.
(1) Ensure that the operating mechanism is free from obstruction, is secure and that no
excessive free play is observed.
(2) With the valve operating mechanism in the closed position, and using the necessary
shield/cover, depress the equalising valve. After the initial release of fuel, a steady flow
will indicate a failure of the main seal and the valve shall be removed from service for
repair.
If only a few drops of fuel are observed following the initial release of fuel, the valve is
serviceable.
(1) As (1) above.

(2) With the valve operating mechanism in the closed position, and using the necessary
shield/cover, depress the equalising valve. After the initial release of fuel, a steady flow

will indicate a failure of the pilot valve seals and/or the main valve seal. The valve shall
not be used in this condition.
If only a few drops of fuel are observed following the initial release of fuel, the valve is
serviceable.
Close the hydrant pit valve from full flow rate, by pulling the lanyard. The valve closure
time shall be between 2 and 5 seconds. This test may be performed during aircraft fuelling.
Note: Certain older mechanically operated pit valves were not designed to meet the more
stringent performance requirements currently recognised within the industry, and
may not meet all the above requirements.
In this situation, and in conjunction with the manufacturer of the valves, accurate
performance criteria should be agreed and included in the written testing/operating
procedures, or a decision made to upgrade the valves.
The following procedure is considered best practice (use
e a stopwatch
stopwatch):
1. Following bonding, connection of lanyard and other normal preparatory work,

connect the servicer pit coupler to the hydrant pit valve to be tested.
2. Connect servicer delivery hoses to a receiving vehicle with
wi sufficient ullage for
test and venting systems designed to tolerate maximum achievable flow rates.
(This test can also be performed during an aircraft refuelling.)
3. Establish the highest achievable
ievable flow rate and, with the deadman still
activated, pull the
e lanyard.
4. Observe the time immediately when the lanyard is pulled.
5. The total time from operation of the lanyard until flow stops should not exceed
5 seconds.
6. The time of valve closure, from when flow begins to decrease until flow stops,
should not be less than 2 seconds.
7. Contact the manufacturer or their local distributor for adjustment or
replacement if the above times are exceeded.
1. Following bonding, connection of lanyard and other normal preparatory work,

connect the servicer pit coupler to the hydrant pit valve to be tested.
2. Connect servicer delivery hoses to a receiving vehicle with sufficient ullage for
test and venting systems designed to tolerate maximum achievable flow rates.
(This test can also be performed during an aircraft refuelling.)
3. Open the pilot valve and activate the deadman to allow air supply to the
coupler and the pit valve.
4. Establish the highest achievable flow rate and, with the air still applied,
terminate the air supply to the pit valve and release air pressure either by
activating the test valve (see diagram below) on the coupler or alternatively by
removing the quick-disconnect coupling to the pilot.
5. Observe the time immediately when the air is disconnected, then when the
flow rate begins to decrease and finally when the flow stops.

6. When a test valve is used, reset to its normal fuelling setting.
7. The total time from disconnection of the air until flow stops should not exceed
5 seconds.
8. The time of valve closure, from when flow begins to decrease until flow stops,
should not be less than 2 seconds.
9. Contact the manufacturer or their local distributor for adjustment or
replacement if the above times are exceeded.
After repair or overhaul, the valve shall be fully tested, preferably on a test rig at the
maximum flow to which the valve will operate in service. Closure time by pulling the
lanyard shall be between 2 and 5 seconds.
Hydrant pit use and low point flushing.

Weekly hydrant pit cleaning and checking (see A7.10
A7.10).
A7. 10).
).
Monthly checks and annual testing (see A7.3 and A7.
A7.10
A7.10).
10).

*Delete as appropriate
Property Test Spec Previous New 1 New 2 New 3 Weighted Current Accept.
method* limits Recert RCQ/ RCQ/ RCQ/ average Recert. Diff.
(Heel) CoA CoA CoA
Appearance
Lean Knock Rating D2700 3
Tel Content, gPb/1 IP228 0.05
Density at 15ºC, kg/m³ D1298 3.0

Upper
Middle
Lower
Distillation D86
Initial boiling point 8
10% evaporated at ºC 4
6
6
6
End Point, ºC 10
Sum of 10+50% 10
evaporated
Recovery, % vol -
Loss, % vol -
Reid Vapour D323

Pressure, kPA 4.5
Spec
Corrosion, Cu strip IP154
Limit
3
Existent Gum, mg/100ml D381
Tank checked and rele

Where minimum/maximum limits are given, the Acceptable Difference values do not apply to
results below minimum or above maximum.
* Test methods as per relevant specification.

Property Test Previous New 1 New 2 New 3 Weighted Current Accept.
method Limits** Recert. RCQ/ RCQ/ RCQ/ average Recert. Diff.
* (Heel) CoA CoA CoA
Appearance C&B
Saybolt Colour D156 Report
Def Stan 91/91
Annex E
Distillation D86
Initial boiling point Report -
10% Recovered, ºC 205 max 8
50% Recovered, ºC Report 8
90% Recovered, ºC Report 8
End Point ºC 300max 8
Residue, % vol 1.5 -
Loss, % Vol 1.5 -
Flash Point ºC IP170 38 min 3.0
Density at 15ºC, kg/m³ 3

Upper D1298 775/840 3
Middle 3
Lower 3
Freezing Point, ºC D2386 -47 max 3
Corrosion, Cu Strip D130 1 max Spec
Existent Gum IP540 7.0 max Spec

(Steam jet)
Microseparometer D3948 70 min

(MSEP) rating ***
Elec Conductivity D2624 50 min Spec

PS/m at ºC 600 max
FAME Content IP583/ 50 max
mg/kg**** IP585/
IP590/
IP599
Batch recertification approved by
Where minimum/maximum limits are given, the Acceptable Difference values do not apply to results below minimum or
above maximum.
* Test methods as per relevant specification.
** See JIG Bulletin for latest issue of AFQRJOS

*** Precision data is not available for fuel containing static dissipator additive. A MSEP rating below the minimum
specification limit should be grounds for investigation, but is not to be used as the sole reason for rejection of a fuel
batch see JIG Bulletin 65.
**** FAME test limit, see JIG bulletin 75 for guidance on when FAME testing is required.

Soak testing shall be carried out after construction work or repairs on fuel systems and
vehicles to ensure that there are no potential contaminants present in the form of solvents
from coatings/linings, welding flux, valve grease, or other general debris. Soak testing is
necessary even if the systems are constructed of aluminium or stainless steel.
A soak test consists of filling the system being commissioned with the appropriate fuel
grade and leaving it to stand for a soak period. A retention sample of the fuel used is taken
before filling as a control. At the end of the soak period, fuel samples are taken from the
system being commissioned and submitted for laboratory testing. Test results are
compared to the fuel specification limits and to the original certification or recertification
test report to look for differences and to establish whether the system is suitable for use. If
there is any doubt that the test certificate results are representative of the fuel used, it is
recommended that the retention (pre-soak)soak) sample is analysed in parallel with the post
post-
soak sample.
Site-specific
specific soak test plans should be reviewed and approved by the technical
representatives of the operation
ation before commissioning begins.
Soak testing shall be completed on the constructed facility rather than on
representative sections of pipe or individual pieces of equipment (e.g. tanks or
filter vessels) before installation. This ensures that the soak ttest identifies any
contamination caused by the fabrication of the equipment and resulting from on on-
site construction work.
For tie-ins,
ins, where in-situ
in situ soak testing may not be practicable, the relatively short
sections of pipe, fittings or valves involved may be soak-tested before installation,
provided that adequate precautions are taken to maintain the cleanliness of the
tie-in
in components until the new system is put into service.
Once the system has been filled with the correct grade of fuel, all components in
the system that contain moving parts in contact with the fuel should be exercised
valve a few times.
New vehicles are sometimes delivered with the remains of product, used by the
supplier for performance testing, trapped in the fuel circuit together with small
amounts of debris. Vehicle manufacturers should use filtered kerosene for this
purpose but airport operators shall assume that any product remaining in the
vehicle is contaminated. It is important that pockets of test fuels are thoroughly
drained to the point that the internal surfaces contain no more than a wet film of
product. Ideally they should be completely dry before filling with the appropriate
grade of fuel for the soak test.
The requirement to soak test new vehicles can be eliminated if the manufacturer
provides evidence that the vehicle has successfully passed a soak test in line with
these requirements before delivery. However, if the condition of the vehicle upon

initial inspection indicates possible contamination, then a soak test shall be carried
out before placing the vehicle into service.
Soak testing is applicable following repair work or modifications to existing

systems. As a general rule, if new lining material is applied to an existing tank or
pipe then soak testing shall be undertaken if the new lining material covers more
existing piping. This
is a general rule and the fuel supplying company may agree different criteria
depending on local circumstances. Each entity (tank or pipework) shall be treated
as a separate element for the purposes of defining the percentage area. Minor
spot repairs to internal tank lining can be re-commissioned after a field cure test
without soak testing.
Replacement or repaired equipment (pumps, filter vessels, valves etc.) does not
generally require soak testing before use because of the small internal
int fuel-wetted
surface areas compared to the total system. However, some equipment (e.g. fuel
pumps) may be stored and shipped with preservative oil or lined with a rust
inhibitor to prevent corrosion. Small amounts of these materials can result in the
contamination of large volumes of fuel. Confirmation that no undesirable
materials are present on the internal surfaces, which come in contact with the
fuel, shall be obtained from the equipment supplier or repairing service before
installation.
Due to the stringent test requirements contained in EI 1541, Standard

Performance Requirements for Coatings for Storage Tanks and Piping Piping, there is
little risk of fuel contamination from a lining meeting these requirements if the
lining is properly applied
recommendations. Other contaminants that may be present present, such as rolling oils,
welding flux or valve grease
grease, will dissolve into the fuel rapidly or may be removed
by flushing and draining of the system or by filtration.
To ensure sufficient contact time is achieved, a minimum 4-day and maximum
7-day soak period shall be allowed after construction work or major repairs to a
fuel system provided that the lining used meets the following criteria:
The lining meets the performance requirements specified in EI 1541
The lining is properly applied and allowed to fully cure as per the
The lining is covered by a 10-year application and material warranty

If the lining material has not been successfully evaluated to meet the requirements
of EI 1541 and/or is not covered by a 10-year application and material warranty,
additional soak times and sampling and testing shall be applied to demonstrate
suitability.

For fuellers and hydrant servicers with tanks and piping of aluminium or stainless
steel, the product shall be left after circulation to soak for at least 1 hour before
representative samples are taken and subjected to laboratory testing. During this
test period, all product used for soaking and flushed through a hydrant servicer
into storage or circulated through a fueller shall be quarantined awaiting the
laboratory test results.
New aircraft fuelling hoses and fueller loading hoses meeting EI 1529 or ISO 1825
shall:
A: Be filled with product and left to soak for a minimum of eight hours at a
temperature of 15°C or higher. Longer soak times are required where product
temperatures are lower.
B: A sample shall be taken of the soaked product and subjected to an
appearance check. Product used for hose soaking shall not be used as aviation
fuel and shall be downgraded.
C: If the appearance check shows no evidence of manufacturing
manufactu residue or
discoloration then the hose shall be flushed with at least twice the hose
content followed by an inspection of the hose end strainer.
D: If the appearance check is unsatisfactory then steps A, B and C shall be
repeated.
Soak testing is not required for suction hoses and hose assemblies for road or
rail delivery.
The general principle is to maximi

maximise contact of the fuel with the surface area of
the system under test. In most cases this means filling the system with a large
quantity of fuel. Although increasing the fuel volume could result in a large
amount of contaminated product, it offers the best assessment of the fuel system.
The potential risk of generating a large quantity of contaminated fuel is

significantly reduced in fully lined storage. Fully lined tanks also reduce the
contamination potential from exposure to bare metal containing rolling oils from
mal Fill
sufficient fuel to cover the floating or fixed suction and the receipt nozzle to allow
for circulation through the piping system to flush out any contaminants without
pump cavitation.
The risk presented by the unlined surfaces is the potential contamination from
rolling oils and welding flux on bare metal surfaces. These materials can be
removed by high pressure water washing but some soak testing of the unlined
surfaces is then required to demonstrate the effectiveness of the cleaning.

Local circumstances may demand more (or less) stringent procedures, which
should be agreed by the fuel supplying company in line with the principles set out
in this document.
Supply lines, hydrant systems and hoses shall be filled completely.
Filling vehicles completely is recommended for soak testing. However, as a

minimum, the level shall be sufficient to cover the inlet and outlet foot valves to
allow for circulation of product through the entire fuel circuit, e.g., piping, filter
vessel, hose reel, valves and meters without pump cavitation. Vehicles should be
driven (stop/start) to promote movement of the product in the tank to wash off
any contaminants from the tank walls before circulation of product.
At the end of the soak period representative samples shall be obtained from appropriate
locations as outlined below and submitted for laboratory
ratory testing.
A Bottom Sample from the low point shall be used for horizontal and vertical tanks. A
sample taken from this location represents the most severe case
case, as the fuel is in close
contact with the lining and any heavy contaminants are likely to be collected during
sampling.
Small piping configurations that can be circulated into a tank may be tested as part of the
tank soak test and not sampled/tested separately.
Larger supply piping networks shall have samples taken from e each major section (e.g.
receipt and delivery lines) for separate testing. Samples should be taken from more than
one point and combined into a single composite sample.
Hydrant piping networks shall have samples taken from each major section for separate
testing. Samples should be taken from more than one point (e.g. low point drains, high
point vents and hydrant pit valves) and combined into a single composite sample.
Samples should be taken from all vehicle low points and combined into a single composite
sample.
In all cases it is important to ensure that the sampling point is clean and flushed before
taking the sample. Any accumulated solid matter (particulate) and/or free water should be
removed until the fuel is clear and bright. Only approved sample containers shall be used
and the container shall be flushed and rinsed thoroughly with the product to be sampled
and allowed to drain before use. This is very important because sampling lines on tanks
may be forgotten in the commissioning.

At the end of the soak period a representative sample is taken from the fuel system and a
selection of laboratory tests are carried out to determine the quality of the fuel used in the
soak test. The fuel properties tested shall be compared with the specification limits for the
grade of fuel used and with the pre-soak test results for the fuel used (either from the
original batch certificate or from testing a pre-soak sample). A successful result requires
that all tested properties are within the specification limits and within the tolerance limits
established for recertification. If any test result does not fully comply with the applicable
specification or falls outside the allowable variances, the product shall be re-sampled and
re-tested. If the fuel is found to be unsuitable for use, then the reason shall be investigated
and the fuel removed and downgraded to non-aviation use, the system re-filled with on-
specification fuel and the soak test repeated until a satisfactory result is obtained.
The laboratory tests are:
Test method
Jet fuels Avgas
ASTM IP
Appearance X X D4176
Existent gum X X D381 540
Water reaction X D1094 289
MSEP X D3948
Conductivity X D2624 274
Saybolt colour X D156
Thermal stability (JFTOT) * X D3241 323
Distillation ** X X D86 123
Flash point X D56 170
* It is recommended that the thermal stability of the fuel used for soak testing has a breakpoint of
at least 275°CC to allow for test precision
**Distillation by simulated
imulated distillation (ie IP406/ASTM D2887) is preferred because this test is more
sensitive to residues/contamination
Soak testing is applicable throughout the distribution system from refinery to airport.
Upstream facilities will require Recertif
Recertification testing or full specification testing before the
fuel can be released.
The following table and accompanying notes provide a summary of the soak test
requirements for storage tanks, piping, ancillary equipment and vehicles.

Vehicles
Storage tanks Ancillary equipment
Pipelines (Note 3)
Pumps, valves,
including Aluminium or
meters, filter vessels,
Fully lined Partially lined hydrant stainless
etc.
steel tanks
Duration 4-7 days (Note 1) 4-7 days 4-7 days 1 hour
Enough product to cover
the floating or fixed
Sufficient to fill suction and the receipt Fill lines (Note 2) See section
Min fuel volume
to normal fill level nozzle to allow circulation completely A11.3.2
of product without pump
cavitation
Jet fuel: Appearance, Existent Gum, MSEP, Conductivity, Saybolt Colour, Thermal stability (JFTOT), Distillation and
Lab testing Flash Point
Avgas: Appearance, Existent Gum, Water Reaction and Distillation
Jet fuel: 4 Litres or 1 USG
Sample volume
Avgas: 4 Litres or 1 USG (20 Litres or 5 USG required for a full specification test)
Applies to lining material meeting EI 1541 and covered by a 10 year joint material and
applications warranty from the manufacturer.
Newly installed ancillary equipment (e.g. pumps,
pumps, filter vessels, valves, pit valves, control
valves, meters, sense tubing, water drain lines, etc) should be soak
soak-tested during the system soak
test.
New vehicles delivered directly from the manufacturer or vehicles arriving at an airfield
location
tion without records or after repairs at a contractor facility or vehicles that have been out of
service for an extended period.

On sides, with bungs horizontal and shell seam immersed in product, thus keeping all seals
submerged. This is the preferred method.
Make sure that there is proper dunnage, particularly below the first tier, so that stacks do not
settle into the soil, or rest in water puddles that may cause corrosion.
Do not store drums under direct sunlight. Appropriate sun shelter should be provided.
Where drums are stored on their sides in several tiers, chocks shall be fastened to supporting
dunnage at both ends of each tier, to prevent them from rolling free.
Each series of drums stored on their sides shall contain only one product grade.
Additional considerations in planning for the storage of drums are:

Provide adequate aisle and manoeuvring room.
Plan location of various stocks in such a manner as to make the fast-moving items most readily
accessible.
Keep empty drums totally segregated from full stock, and designate stacks as being so
segregated. Keep all bungs in empty drums.

All monitoring and measurement devices which are critical to safe operations shall be calibrated on
a regular basis to ensure accuracy to within required tolerances. Each location shall establish a list
of such equipment and maintain records showing for each device:
Identity/reference number of equipment
Frequency of required calibration (in line with the s recommendations)
Date of calibration and next due date for calibration
Signature of the individual responsible for the calibration
Certificate of calibration if performed by a third party
Details of adjustments and repairs carried out
The following table shows examples of the type of equipment requiring calibration, the required
frequency and the section reference where more detail can be found.
Bulk meters 12/24 months 8.3
Fuelling equipment 6 months 8.4

pressure gauges
Thermometers 6 months 8.7
Hydrometers 6 months 8.7
Electronic densitometers 6 months 8.7

Pipework deadlegs x 4.3.2
Storage and product recovery tank x* 6.1.1
low point draining
Floating suction arm check x 6.1.3
Free vents - mesh screens check x 6.1.4
P/V relief valves-flame arrestors Yearly 6.1.4
Tank high level alarms Yearly 6.1.5
Electrical/Earth straps/rods for Yearly 8.9
tanks, filters and pipework
Emergency shutdown switches x 8.9
Deadman systems x 8.9 & 8.26
Periodic test (static stock) x 6.1.6
Periodic test for drums Yearly*** 6.3
Product recovery tanks x 6.2.5
Tank visual inspection from the 1 or 2 years 6.2.1
outside is recommended
Tank internal inspection and Cause or 6.2.1
cleaning 3/5 years
Hydrant low point flushing and x x A7.5.1 & 8.1
piping low points
Flush unused hydrant pits/spurs x A7.5.3
Hydrant pit condition/cleaning x A7.6 & A7.10
Hydrant pit valve integrity check x A7.10
Hydrant pit valve dynamic test Yearly A7.10
Hydrant pit valve wear check Yearly A7.3
Flushing vehicle interlock (s) x A7.5.4
Hydrant emergency shut down x A7.7
Each Hydrant emergency x A7.7
shutdown button
Hydrant cathodic protection x Yearly A7.8
Hydrant integrity (leak detection) x A7.9
Hydrant/buried line pressure test Yearly 8.1 & A7.9
Bonding wires x x Yearly 8.2.3
Bulk meters Yearly 8.3
Critical pressure gauges x 8.4.1
Piston differential press gauges x x 8.4.2 & 8.4.3 &
A1.1 & A1.2.3
Aviation pressure hoses x x A3.1 & A3.2 &
8.15.2 & A7.5.4
Gauze strainers x x A1.5
Hydrometers and thermometers x 8.7.3 & 8.7.4
Digital densitometers x 8.7.5
Fire extinguishers x Yearly 8.8
Stock control x** 1.5
Filter vessels, air eliminators and Yearly A1.1
pressure relief valves
Filter draining x* 6.1.2
Filter Dp graphs x A1.2.2
Filter internal inspection Yearly A1.2.4 & A1.3.3
Filter water slug checks x A1.2.6
Micro filters change 3 years A1.3.1
Coalescer element change 3 years A1.3.2
Monitor element change Yearly A1.3.4
Integrity of drums in storage x 6.3
Inspection of facilities Yearly 1.4
Personnel fire drill Yearly 2.1
Key:
JIG 4 - *Unattended sites shall be weekly and before use
**Can be relaxed to weekly if low activity
*** After 12 months from filling date, and thereafter at six months intervals

Interlock override seals x 8.12
Interlock function, override switch x x 8.12
& warning lights
Bonding wires x x 8.2.3
Deadman override seals x 8.14
Deadman performance x x Yearly 8.14
cordless 7.2.5
function
Pressure/surge control test x 8.14
Aviation hoses and hoses on x* x x A3.1, A3.2 &
fuelling steps 8.15
Flexible joints x A3.4
Flushing of fuelling hoses x x 8.15.3
Hose-end strainers
Overwing nozzle x 8.18
Pressure coupling x 8.18
Hydrant pit coupler wear check Yearly A7.3
Bulk meters Yearly 8.3
Critical pressure gauges x 8.4.1
Piston differential pressure gauges x x 8.4.2 & 8.4.3
& dP switches (where fitted) & A.1.1,
A1.2.3 & A7.1
Elevating platform lowering x 8.21
Elevating platform wand sensors x 8.21
Fueller tank low point draining x** 9.2
Fueller tank top visual/drains x 8.19
Fueller tank (not Avgas) and Yearly 8.19
fueller vents/manlids inspection
Fueller tank cleaning See section 8.19
Product recovery tanks x 8.20
Electrical equipment Yearly 8.9
Emergency engine/fuelling stops x 8.12 & 8.23
Fueller overfill protection devices x Yearly 8.22
Hydrometers and thermometers x 8.7.3 & 8.7.4
Electronic/digital densitometers x 8.7.5
Fire extinguishers x Yearly 8.8
Fuelling steps and ladders x x 8.24
Lanyards on reel (isolation check) x A7.4
Filter vessel air eliminators Yearly A1.1
Pressure relief valves Yearly A1.1
Filter draining x** 6.1.2
Filter differential pressure x A1.2.2
Filter dP graphs x A1.2.2
Filter internal inspection Yearly A1.2.4 &
A1.3.3
Filter water slug detection checks x A1.2.6 & A7.1
Micro filters change 3 years A1.3.1
Coalescer element change 3 years A1.3.2
Monitor element change Yearly A1.3.4
Key:
JIG 4 * Visual check of the hose during use
**Unattended sites shall be weekly and before use

JIG 4 (Joint Inspection Group) - Rev - 3

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1.1 Purpose..........................................................................................................................

2.1 Health, Safety, Security and Environmental (HSSE) Management .......................................

3.1 General .........................................................................................................................13

4.1 General .........................................................................................................................22

5.1 General .........................................................................................................................26

6.1 Routine checks...............................................................................................................29

Copyright Joint Inspection Group 2016. Used with permission.

7.1 General .........................................................................................................................33

8.1 Housekeeping and maintenance......................................................................................42

9.1 Fueller loading ...............................................................................................................51

Copyright Joint Inspection Group 2016. Used with permission.

11.1 Records quality control ..............................................................................................70

A1.1 General .......................................................................................................................73

A7.1 Hydrant servicers draining and sampling filters/dP switches ......................................84

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

API Manual of Petroleum Measurement Standards

IP Petroleum Measurement Manual

Guidance Material on Microbiologial Contamination in Aircraft Fuel Tanks

Technical Instructions for the Safe Transport of Dangerous Goods by Air

Copyright Joint Inspection Group 2016. Used with permission.

NFPA 407 - Standard for Aircraft Fuel Servicing

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Appropriate PPE to be worn by personnel when performing various tasks shall be

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Personnel should be able to analyse emergency situations,

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

A sample obtained from the middle depth of the tank contents.

A sample obtained from the middle depth of the low

A sample obtained from fuelling equipment delivery hose-end coupling or nozzle.

Copyright Joint Inspection Group 2016. Used with permission.

A Certificate of Analysis is issued by independent inspectors and/or laboratories and

The Release Certificate shall be dated and signed by an authorised signatory.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Test requirements are set out in the table below:

Sample quantity required:

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Sample quantity required: 1 litre after flushing sampling line.

refers to the sparkling appearance of fuel having no cloud or haze.

Copyright Joint Inspection Group 2016. Used with permission.

The fundamental method for assessing the presence of microbiological

Copyright Joint Inspection Group 2016. Used with permission.

Receipts by pipeline (dedicated or

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Each grade of aviation fuel shall be handled in a completely segregated system.

Copyright Joint Inspection Group 2016. Used with permission.

For receipt filtration, filter separators meeting the performance requirements of

For receipt filtration, a 5-micron

Copyright Joint Inspection Group 2016. Used with permission.

Any transfer of product to an airport depot shall be accompanied by a Release Certificate.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.

Copyright Joint Inspection Group 2016. Used with permission.