CONTENTS Page ‘ vil 1 1 2 af 3 4 <4 5 4 Determining the level of cleanliness ofa fuel hydrant system . 7 5 Methods of deaning ......-.- Pigging ‘Other mechanical leaning methods - Assessment ofthe cleaning operation 7 Methods tobe otowed during contrasionofincrant tems tao Ingres of ‘contaminants and to provide for future cleaning 1s 8 Fuel tration... castes OTE ” 9 Handling fuel used in flushing and cleaning : 19 40 Commissioning new and extnson/sdons to extng brant sym 2 10.1 General «++ a 102 Procedures a 2LD General. te M2 Filteaon 113 Tank inspection and cleaning .- 114 Low point flushing ..... 11.5 Hydrant pit valve using 11.6 Membrane filtration testing 12 Hydrant system desig fr cleaning . 18. Safety considerations 14 Records 15. Microbiological problems... 16 CCTV survey... Annexes ‘Annex A Examples of forms ‘Annex B Table of safe velocities . ‘Annex C—Flow/Velocity tables practices to keep hydrant systems clean 7 » 3 3 35 ot aFOREWORD publication hasbeen prepared jointly by the Energy Institute's (EI) Aviation Coazaitie andthe APL Aviation ‘Technical Services Sub-Committe. Iti intended io provice the industry with guidance in the clecning of existing fuel hydrant systems that are showing signs of hoving become contaminated with water, particulate material and/or ‘microbiological activity t also gives guidance to ensure that the construction and commissioning ofa sytem docs not eaase subsequent adverse effects on fuel quali. In addition, it contains some operational guidelines to assist in the maintenance of continued cleanliness. ‘A uel hydrant system isa custom designed item and is very ste specific, Noone set of conditions ean be applied toallsystems. Uses ofthis publication should amend the guidance given tosut|ocal conditions. Local andregionl Jaw and regultions should also be reviewed with respect specific circumstances. The El and API are not undertaking to meet duties of employers, manufsetarers or suppliers to warn and properly train and equip their employees, and others exposed, concerning heath and safety risks and precautions, nor undertaking their obligations under local and regional lave snd regulations. ‘Nothing contained in any EI and API joint publication is 1 be construed as granting any right, by implication or ‘otherwise, forthe manufactur, sale, or use of any method, apparatus, or procuct covered by lees patent. Neither should anything contained inthe publication be construed at insuring anyoae against liability for infingemeat of letters patent. Although itis hoped and saticipeted that this publication will assist those responsible for designing, corstracing, commissioning, operating and maintaining aviation fuel hydrent systems, the Eland the API cannot acept any responsibility, of whatever kind, for damage or loss, or alleged damage or loss, arising or otherwise occurring as & ‘esa of the application of the guidance contained hescin. ‘Suggested revisions are invited end should be submitted tothe Director of Standards, API, 1220 1. Steet, N.W., ‘Washington, D.C. 20005, or the Technical Department, The Energy Institute, 61 New Cavendish Street, Londor, WIG TAR,ACKNOWLEDGEMENTS ‘This publication as been revised by Mr R A Simpson (R A Simpson Ltd) with essistance from Mr A Bates (Air BBP), Mr G Kergutuil (Air TOTAL International) and ML. Dainton (Heathrow Hydrant Operating Company Lid), ‘twas subsequently reviewed by technical representatives of the following companies: Air BP Limited ‘Air TOTAL Intemational ‘APS Aviation Fuel Services GmbH Chevron ConocoPhillips Limited ExxonMobil Aviation Intemational Lig ‘Kuwait Pesoleum Intemational Aviation Company Lid, ‘Marathon Petroleum Company LLC ‘Shell Aviation Led ‘Shell Oil ProductsINTRODUCTION ‘This publication is intended to give operators of airport ‘uel hydrant systems guidance in: (@ Determining the state of cleanest of existing Ihydrent sysiems and possible causes of ‘contamination (b) Methods of cleaning bydrant systems that are showing signs of contamination with partialate saterial, water and microbiological material (© Methods tobe followed during construction ofnew systems or extensions to existing systems 10 [Prevent the entry of unvanted materials. (@) Commissioning procedures. (©) Operational practices to maintain the system in a clean condition. (f) The design of hydrant systems to aid cleaning. ‘fthe hydrant system is clean when placed in service ‘and adequate filtration is given to the fvel entering it, ‘the hydrant chould remain elean in service. In general, only if users are experiencing shorter than normal fuelling vehicle filter element life, or are obiaining ‘unsatisfaciry samples upstream of ther filters, need faction be taken. It should be recognised that sub- ‘micronic particulate wilineversetleandwill eventually be cacticd to the users" vehicles. On the other hand, larger debris may never come out so ensuring hat none is present is the best way of preventing problems. Such ‘muterial in the system may provide an environment to ‘tap moisture and promote microbiologic growth. The key to suocessful cleaning of supply Lines and Ihydrant systems is to fully understand the subject fariltes andto develop detailed implementation plan with objectives, expected results and how the results will be measured. Hydrant operaiors should formulate their own procedures, which should be incorporated in ‘manuals and operating procedures. [n order to assist, it fs essential that 'as bail drawings and associated records are produced afer initial consincton and that ese are kept up-to-date following any subsequent modification. Training is very important; hydrant operators should be properly tained to recognise signs of rouble ‘and (© act upon information and advice regarding fuel ‘quality and the site of pits et. from hydrant users. Te cannot be too strongly stressed that the key is to ‘ensure that the hydrant system is cleanin the first place.‘OUIDANCE BN THE CLEANING OF AVIATION FU. HYDRANT SYSTEMS AT AIRPORTS2 REFERENCED PUBLICATIONS ‘The following publications are cited inthis publication, the latest available edition of each applies: “APLEL APVEI 1540 Design, construction, maintenance and ‘operation of aviation fuelling feclitiee (EI Medel Code of Safe Practice, Part 7) (hereinafter referred to as APLEL 1540) APUEL 1381 Specifications and qualificetion procedures for aviation jet fuel fler/separavors APVEL 1590 Specifications and qualification procedures far aviation fuel microfilters APUEI 1594 Initial pressure strength testing of airport fuel hydram systems wih water HL Mode Code of Safe Practice, Part 21, Guidelines forthe ‘control of hazards avising from static electricity Guidelines forthe investigation ofthe microbial content Of perroteum fuols and for the implementation of cavidance and remedial strategies(GUIDANCE INTHE CLEANING OF AVIATION FUE HYDRANT SYSTEMS AT ARZORTS3 DEFINITIONS AND ABBREVIATIONS 3.4 DEFINITIONS ‘The following terms are used within this publication: cleaning sledge: hydrant device designed and patented bya major joint venture hydract operating company. contaminant: any material that has, or could have, en adverse effect on the quality of aviation fuel and its fitness for use in sireraft engines. This may take the form of free water, solids in paricalste mater form, construction debris and microbiologically formed materials. critical ow: Now greater than laminar but less than turbulent. It ay be taken 8s having a mean Reynolds rmumber of between 2 000 and 4 000. laminar flow: flow thats orderly and even in patter; the velocity is at its maximum at the pipe axis and decreases sharply to zero a the walt may be taken as hhaving a mean Reynolds mumber of less than 2 000, Reynolds number: a dimensionless combination ofthe pipe diameter, the density and éynarnic viscosity of the flowing fluid, and the velocity of flow. It may be considered as the rato ofthe dynamic forces of mass flow tothe shear stress due to viscosity soak test: the period oftime between the intial fling of the hydrant system with fuel and the taking of samples to check thatthe fuel has not been affected by the hydrant system. See APU/EI 1540 Secticn 5.8 turbulent flow: flow that is greater in valocity than critical flow. It may be taken as having 1 Reynolds ‘mumber greater than 4 000 and is charsterised by zandom eddy flow patterns, 32 ABBREVIATIONS ‘The following abbreviations have been used in this publication: wm cry ‘micromete (micron) closed cioat television feet per second inch cubic metre metres per second smiligram per litre picosiemens per metre BaP PE Although itis usual to denote litres by I, in order to ‘prevent any confusion or misunderstanding when, in certain fonts | and | may be misread, lites is denoted by Lin tis publication,‘GUDANCE IN TH CLEANING OF AVIATION FUEL HYDRANT SYSTEMS AT AIRPORTS4 DETERMINING THE LEVEL OF CLEANLINESS OF A FUEL HYDRANT SYSTEM 4.1 Itis not ways obvious that there isa dirt or water problem within hydrantsystem. Experience has shown, ‘that despite clean samples being obtained from low points and pit valves, systems can be contaminated wth Particulate matter, free water, construction debris ot ‘microbiological material, or combination of these. 42 Into-plane operators should be encouraged report to the hydrant operator, any less than satisfactory samples taken during or aftr fuelling, Its incumbent on the hydrant operator to properly investigate such reports without undue delay. With the use of fuel filter ‘monitors in fuelling vehicles, the condition of the ‘hydrant felis that shown on samples takea from the inlet side of the vessel, as this fuel has wot passed ‘through the on-board filter 43 ato-planc operators may experience slugs of water ‘and sediment but ater sermping by the hydrant operator may not identify the presence of such material ‘Monitoring the sumps of into-bydrant filer water ‘separators andother points, fromwhich waterand slide ccm be detected and removed, should be meticulously carried out at frequency that accords with industry agreed procedures. The presence of water should be investigated o find the source. 44 When taking low point and hydrant pit valve ‘hushing samples, especially ifa contamination problem is being investigated, the initial quantity of fuel flushed should be visually checked for the preseace of any solids or water droplets before these are fushed into the tank of the servicing vehicle or unit, The vebicle pipework system should be designed to facilitate the ‘examination of the samples Sushed from the low point, Frequent inspection of the fushing tank ehould be carried ou! to check on contents. Ifa unusual amount ‘of paticulae and water is noted, the records should be ‘checked to see which other ow poiats and pt valves have been fushed. Repem. flushing of some pits to determine which have prodaced the material may be requited. Note; it is important that the tank of any flushing unit used fortis typeof investigation i tel flushed snd cleaned before the hyerant fhishing is undertaken to ensure that the samples obtained are representative, 45 If less than aorpal element life in into-hydrant filters is experienced, or depot tank samples or inspections show evidence of unusual sediment, particulate or water, the matter shoul be investigated, necessary the fuel supplier should be notified. 46 When circulation of the hydrant system back to depot tanks is underaken, the condition ofthe tank before and afler should be noted. Any increase in sediment or water will indicate thatthe hydraat system ontined such muterial. Further action should be assessed,(GUIDANCE THE CLEANING OF AVIATION FUEL HYDRANT SYSTEMS AT AIRPORTS 4.7 One difficulty in assessing the condition of a hhydmane system is lack of entry espabilty, It is recommended that whenever major work is undertaken 1nd, for example, block or sectioning valves are removed, the inside of the pipework should be examined as far a5 is practicable. For this adequate lighting willbe required and all due precautions taken to ensure safe working conditions and equipment. A ‘record should be made ofthe examination including the Cleanliness or othervise of the pipe, and where used the condition ofthe internal lining, ‘Wherever investigations are undertaken to determine the extent and type of contamination i is essential £0 maintain good records of the locations checked and the results of sampling or other ‘examinations. For instance, maintaining arecord ofthe {quantity and description of any solié matter flushed rom low points or through hydrant pts on a plan of the hydrant may help locate or narrow down the source IF the hydrant system is looped, then the flow partera may also need to be carefully studied to determine the most likely direction that any contamination may be moved around the piping nework. Where the flow has been changed (for instance, due to hydrant maintenance or extension works), then close monitoring for any change® in quantity of type of contaminants retrieved from the ‘hshing samples is require. 448 Closed cireuit television (CCTV) survey can be a very helpful tool in determining the state of thebydrant system, One benefit of CCTV is that it shows the ‘current condition and, by reconing this on videotape, a visual record ofthe condition of tho system checked can be established. This may be usefil in assessing the builé-up of unwanted material over period Note: CCTV technology may be of limited ‘vailabilty in sore regions. If CCTY isto be used, it must be suitable for the conditions that will be ‘encountered (inflammable Liquids, atmosphere cc.)5 METHODS OF CLEANING 5 If, after considering all possible evidence, it is ‘considered that there i a need to remove contaminants from the hydrant system, it is necessary to find the fexteat of the contamination and the cleaning that is required ‘5.2 If sampling indicates thatthe problem is confined (o @ particular section, and that ssetion ean be adequately isolated from the remainder ofthe system, it can be treated independently ofthe ret of the system. Ar there is indication of a widespread problem, or the in question cannot be properly isolated, then it may be necessary to clean a si ‘hoe, ofthe system, 53 Cleaning may have to toke place whilst operating the system duc to shutdown time limitations. Cleaning of one section whilst the remainder of the system isin ‘operation may have 10 be undertaken, Positive segregation is essential under such circumstances. ‘$4 Flushing ot higher than normal Now is perhaps the first option to be considered. Other options include ‘mechanical cleaning by using pigs, cleaning sledges or ‘reverse flow noziles. These are diseussed in Seation 6,(GUUDANCE NTE CLEANINGOF AVIATION URL HYDRANT SYSTEMS AT AIRPORTS6 CLEANING OPERATIONS 64 FLUSHING 6.1, To move particulate and water in» hydrant system, & minimum flow velocity of approximately 1 nsec (approx. 3 fVsec)isneceseary. To achieve such flow at the pipe wall, where it is needed, requires a higher mean flow velocity. In Annex C, tables show velocities required in ushing. Table C1 shows ypical ‘velocities at given flow rates in several pipe sizes, Table C2 shows the minimam velocity required to move lumina particles of 10, 100 and 1 000 jm. Table C3 shows a method of calculating velocities in a range of Pipe sizes. 612 Particle sizes are relovant to hydrant operations. For example, 10 um particles ae liable to block filters ané the 1 000 um size probably would not cause a problem. However, these larger particles, Picticulaly fof cay or earth, may bresk up under the influcace of fuel movement and presents problem later, 6.1.3 Work undertaken by the industry to establish Pace dam reli Table C2. AS ver high ies may not be practical, average velocities of lappa rere diameter pipes, some mechanical assistance, such as pigs, may be necessary. 614 Industry research has shown the slopes commonly used ia hydrant system design do not in ‘themselves assist migration of particulate and water to the ow points even in pipes with a smooth internal surface. Movement caused by fuel velocity is required, rowever positive slope isuseful when draining down, the system, 6.1.5 Asis shown in Table C2, high flow rates are required, especially in the larger diameter pipes, to achieve the necessary flow velocity to move contaminants toa low point 61.6 Though normally not a feasible option, the installation of temporary pumps to schievethe flowrate required is advocated by some. Ideally, the flushing should be carried out through a retura pipe system, t0 8 storage tank. The retum system should inchude a means (© control the flow to a safe level consistent with the pump characteristics, tank venting and static electricity ‘charge generation contol. Return to a tenk may aot ahways be possible, particularly on older systems that ‘were built on the single spur Tine principle. The inslallation of temporary piping may make itpossible 0 ‘lush toa dopot tank. ‘Note: If addtional pumps are to be used, the bbydrentsysiem engineering design should bereviewed. ‘There could be a risk of oversiessing the system, particularly on clder systems that have been ‘extendednodified without appropriate reengineering ‘assessment. Additional pumps may cause unacceplable pressures, lows exceeding filter rating and flows that ‘exceed the floating suction capacity of the supplying ‘tank and other undesirable conditions 647 Me Da neti ta 0 undertaken, itis necessary to ensure thatthe ven ‘capcly of the tank snot exceeded. Ifthe fe any‘ObIDANCE IN THE CLEANINGOF AVIATION FUEL HYDRANT SYSTEMS AT ANORTS doubt, « roof manhole, dip hatch or other top opening should be opened during the receipt ofthe fae. 6.18 Feel conductivity should be considered, soe Section 13 aad Table BI. 61.9 Tfa'return to tank’ system is not possible, the flushing chowld be carried oat through the system, preferably into temporary fixed tankage. Where temporary fixed tankage cannot be provided, tank vehicles or refuellers can be used, but the limited flushing volume makes the associated operational and safety aspects more difficult 10 manage. As there may be limited refueller capacity ataporis with a hydrant system, the use of outside road tank vehicles should be ‘considered, ‘The temporary flushing or vehicle tanks need o be in a clean condition, or be able to be cleaned to this standard, to allow the product to be resumed to normal jet fuel storage. IP this is noe possible, the Mashed Drodiuet may havetobe downgraded to noo-avietion use ‘unless itis confirmed by laboratory testing against the relative ful specification that itis fit for ue in irra. 6.1.10 Toschiove the high flow, it may be necessary to insall a manifold at the end ofthe line o be fhushed 50 that the fuel may be pumped into more than one temporary tank, into the compartments of « single vehicle, or into more than one vehicle, 6.1.11 Itisrecommended that atleast wo, preferably thre, times the capacity oftheectionbeing cleaned, be flushed atthe fasest flow velocity achievable. Up 10 3 mise is desirable, 6.1.12 Where there is a shortage of access points ‘some types of low point may be converted for ashing by removing the small sampling/flushing lize and installing a pit valve on te riser. In this way, a faster ‘low through the hydrant system is possible, If « low point is use the dry-break should be removed to avoid damage, jamming with debris ete, 64.13 After cach Gushing sequence, low points should be checked for cleanliness (with ample tubes’ replaced, if removed as in 6.1.12), 6.1.14 Where a hydrant is looped back to storage tankage, the flushing should be undertaken in one direction until clean and then, if possible, the flow reversed and the flashing continued until the product ie again clean, In large hydrants, experience shovrs that flowing in one direction is not always suiceat to ‘completely cleam the system, 6.115 Those involved in fushing operations should ecide whether to remove the pit valves on the risers used 10 connest 10 the receiving vehicle, otto leave them in place. Iti recommended that if Nushing into vehicles, the pit valves should be Jeft in place. If flushing ito a largcr capacity fixed tank, the pit valves may be removed provided that « ball or other quik acting valves insalled in areadily accessible position, notin the pit. 6.1.16 _Ifitis known that the system contains kvels of particulate thac could cause dsmage to, or malfunction Of, the pit valves, they should be removed and an alternate means of stopping fuel flow provided, see G.1dS and 10.28, 62 PIGGING 621 Pigging isa very efficient way of cleaning but it will require much preparation work i the system was not originally designed tobe pigged. Safety procedures will have to be putin place. Only sof pigs should be considered. 62.2 Any obstructions within the diameter of the pipe, for example, low point probes ht pss through the diameter of the pipe fact removable, will prevent the pasage ofapig, A means oF entering andromoving the pig nesds to be provide. 62.3 If pigging is to be caried out, pigs that are ‘exible enough to negotiate bends that may be present, such as soft foam pigs or polypigs, should be considered, Experience shows that soft foam pigs are ‘very flexible; for example, 2 30 em (12 in.) pig will negotiate an 20 em (in) line. A pig with polyurethane bands fitted may be used; this will not damage the Joteral lining if tis in good eoadition. 624 Ifthe sysiem hes been designed to be piged, then there wll be some means of handling the ‘ie’ built 625 Ifthe system isnot designed to be pisted, it ray be difficult to bande the dir-laden product that ‘may be displaced by the pig. The section to be pigged should be emptied. Clean, ol free compressod air may bbe used to propel the pig with some water ahead of i. ‘This will ead to intermittent travel ofthe pig a he ar pressure decreases and is then restored. Water use requires complete isolation from any live sections of hhydrant and careful drying of the line on complet Note: Ar should not be used unless the lin being‘cuemninconsarions pigged is empty of fuel. Only low air pressure, sufficient to propel the pig, should be used. 62.6 _ Examinstion of tepig after traversing th line ‘will indicate tbe internal condition. 1° the pig iz clean, no further action may be required but if ts ditty, the process should be repeated, Multiple passes may be required and should be carried out until a clean condition is obtained, 63 OTHER MECHANICAL CLEANING METHODS 63.1 At one airport, a patented ‘Cleaning Sledge’ ‘was designed and successfully used to clean out ‘extensive sections of the hydrant in pipes down to 40 cm (16 in). The sledge was fed long the line with ‘CCTV camera following it to observe and record the results on videotape, 63.2 After deprescurising the section, removing the hhydrant pit valves and lowering the level of fuel if necessary, the sledge wes inserted into the main hydrant line through a 15 em (6 in.) diameter riser. The sledge can be fed along to thenext riser with an effective range _at present of approximately 50 m, which is considered ‘to be sufficient to work from stand to stand. 63.3 Thesledge was fitted with magnets to pick up ‘any ferrous material and a suction hose to pick up non~ ferrous material and water, where present The hose was ‘connected toa pump with good suction characteristics, this case the pit servicing vehicle, with a coarse strainer fted in the suction line to eateh any large sebris and to protect the pump, 634 It was seen that time should be allowed for adequate setling of any fine ‘mist of particulate that ray be disturbed by the movement of the sledge, which ‘may not be pumped out, before reinstating the lin to service. Its usual to flush at least twice, or preferably three times, the capacity of the section cleaned into a tank vehicle io ensare that quality contra rquiremems sremet before returning te section to service. Thetime that the line can be made available to carry ont such ‘work will dictate how much line can be leaned at each session 635 Although not yet used in jet fuel on an operational hydrant systzm, a reverse flow nozzle (oozzle with vents pointing hackwards, see Figur 1) very commonly used in drain clearing. This method has ‘been used successfully to remove dirt from a newly constructed hydrant systom and from an underground Pipework system in a depot. This was done before Ihydrotesting of the system. Water was used to blow back the dict. This device travels forward by tho propulsion provided by the reverse flow. The pressure may be adjusted to ensure thatthe dts dislodged. The dirt can bbe vacuumed out by a suction device (sich as the cleaning sledge) or returned to the truck used forthe ‘pumping. Precautions shoul be taken to ensue that the dirt being blowa back does not pass the entry point (possibly 4 cleaned out section of the hydrant). This method docs not limit travel to 50 m (theoretically unlimite fora straight section of the hydratt) a it bas «builtin propulsion system. As the nozzles small in size, the volume of water required to propel it forward and blow back the iris relaively small bt st 2 high pressure. After the nozzle has travelled the maxiroum ‘distance that itis intended to travel, it may be retracted slowly while pumping through the nozzle continues ‘The din and debris contiaue to be blown back 38, the nozzle is retracted. A tandem powerial suction device can be used. 636 CCTV survey has shown that small ‘cone shaped? mounds of particulate can build up ia the Iydrant rain below ser, This may be cawed by fine debris starting to rise inthe pig during high ow only to drop tack under gravity when the flow reduses or stops. Such debris may be purped out by lowering ove or metal lace downtheriserafterrenovingtho pit valve. Ifa metal lance or equivalent is used, cae is ‘Recessay to avoid eausing damage to thenternal ining ofthe pipe 64 ASSESSMENT OF THE CLEANING OPERATION 64.1 Thecertficate of quality of the fuelto be used {or ushing should bemade available, preferably before commencing the flushing. If he fuel inthe tank(s) to be ‘sedis frommore than one batch, fll erifiation test should be carried out on the product in each tark involved to establish a quality baseline against which ‘the quality ofthe shed fuel may be compared 642 The efficiency of ¢ clean-up should be ‘monitored during cleaning and assessed on completion ‘of the work. As mentioned in 62.6 the certion ofthe pig should be checked, 643. Atthe start of Mushing, a tolorimetsc and a {gravimetric membrane filtration test should be caried‘OLIDANCE DY THE CLEANING OF AVIATION FUEL EYDRANTSWSTEMS AT AMPORTS ‘out on the fuel immediately downstream of the into- hydrant filter water separator. This will establish 3 "baseline forthe level of solids inthe fue aginst which results oftests carried outon the hydrant system may be measured. 644 Colorimetric membrane filtration tests shoald bbe carried oat on produet from al rigers, with random, Dit travels back under the Inftuence of the rearward facing nozzles —<—qg——____ f gravimetric tests being performed on some risers. Satisfactory cleaning will have been achieved when colorimetric results are not ore than two dry colour ‘numbers between the fuel entering the system and the sample dravn from the rites, subject to a miximam colour rating of 4 cry, and gravimetric results are less ‘tan 0.2 mg. Direction of travel Under the influence of the ‘jt propulsion’ ——— a Vents pointing backwards Figure 1: Schematic of a reverse flow nozzle device7 METHODS TO BE FOLLOWED DURING CONSTRUCTION OF HYDRANT SYSTEMS TO AVOID INGRESS OF CONTAMINANTS AND TO PROVIDE FOR FUTURE CLEANING 7A When designing a hydrant system or © large extension, consideration should be given to the provision of future pigging or other cleaning facilites. This may be done by wring a suitble spool piece located in convenient postion (valve chamber etc.) ‘hich may be removed and a pig launchenfeceiver installed when, an if needed. 7.2 Experienced and qualified site inspectors, supervisors irportand/or hydrant operates, should pey strict attention o ensuring tbat water and solid materials fare not left inside pipewerk when constructing the system, This isin addition to the inspection of welds and other construction features by appointed inspecios. 7.3. Pipe lengths shouldalways be capped or plugged at all times when they are not being worked on. The ends should be closed during al phases of construction, periculaly during rainfall where flooding of the ines ‘ay occur, aad atthe end of any working period. 74 Pipe end preparation produces grinding dust and flame cutting slag. Where its necessary to carry out the pipe end preparation on site, pipe stoppers should be fied to exclude debris. Any debris inside the installed pipe should be completely removed before the aext section is welded oa. 7S Heat affected lining material, wold slag or other debris that adheres to the pipe wall, shoul! be removed as far as is practicable, Afler cach main weld is completed, a pull-through stiff brush, pig or similar Aevice can be used to dislodge such material and clean the section before the nex length of pipe, (usualy 11 m ‘or Iss) is added. The reverse nozzle (meationed in {6.2.5)using clean, dry and oiltree aie ray ko be used for blowing the slag and other debuis out trough the open ead of the pipe, It will be nocessary to take precautions agsins personal injury from Mying materia 76 Before being lowered into the trench, the pipe ‘should be clesned thoroughly and care exercised to casure that no foreign material enters the pipe sting. If proper care has been exercised, most of the debris shouldbe light material hat has entered the pipe string ‘through uncapped ends ofthe pipe. Blowing out with ‘compressed air may be used toclear such miter bat, 28 this isnot ahvays successful, other means of leaning ‘may need to be employed.‘GUIDANCE THE CLEANING OF AVIATION FLELLIYDRANT SYSTENS AT AIRFORTS 7.7 funlined, pipe fitings such as bends, tees and crosses should be thoroughly cleaned to remove any lacquers, chemicals and other preservatives. Equipment such as valves, pumps etc. may have beea treated with tan inhibitor or preservative before being delivered 10 site, All such materials must be meticulously removed before installing the equipment 78 _Ifweldolersor similar are tobe fied tothe pipe, the cutting of the hole should be followed by cleaning ‘out any material whic falls into the pipe by all means possible such es vacuuming, brashing, magnets, et. 7.9 When laying the pipes, care should be taken to feneure that no depressions thst would form unwanted Jow points occur. Pipes should be well supported to prevent sagging in sevice. 7410 Any openinginto the pipework shouldbe capped ‘or blanked whenever access isnot required, to prevent ingress of foceign matter, LAL Foam pigging or pul-tnrough devicer should be ‘used fo clean sections as they are completed. 2 Risers for hydrant pit valves and low or high Points should be fitted with a blind flange or other reliable means of preventing water and debris ftom falling into the pipework before the pit valve is insalled. Ensure thatthe pit box isdry before removing the flange prior to installing the pit valve.8 FUEL FILTRATION BLL Adequate fitration, to ensure that product entering the sisport depot is clean, should be installed in the receipt facilities. Depending onthe method of supply to the hydrant depot tankaye, this may require the installation of microfilters snd flerwater separators. 82. Ifexperience shows that particulate inthe incoming. fuel is problem, it may be beneficial to install a ‘microfilter ited wit elements with a nominal rating of 1.0 jm upsiream of the receipt flterhvater separate. ‘Such microfilter should use clement that comply with the requirements of APVEI 1590. 83 Receipt and into-bydrant fileation should be provided by iltesnatr separators that comply with the requirements of APUEI 1581,‘OUDANCE IV THE CLEANING OF AVIATION FUEL HYDRANT SYSTEMS AT AIRFORTS$ HANDLING FUEL USED IN FLUSHING AND CLEANING 9.4 Pucl that has been removed from the hydrant system as a result of cleaning and flushing should be retumed to a dedicated tank, thoroughly settled and drained of say water and solids that may be present. 9.2 On completion of all bycrant flushing, samples should be taken ffom tbe storage tank dedicated to receive the flushed product and submitted for test at an approved laboratory to establish its suitability for aviation use, Ifthe fuel used inthe Mushingis from one ‘identifiable batch, a re-certifiction tet will suffice end the industry guidelines, limits of variation for test results shouldbe used. f fel from more than one batch is used a fll certification test should be caried out ca the product, Fuel that fails to mect the requirements of the test should be removed from airport storage and downgraded to non-aviation use 9.3 Tnecessary the tank holding the preduetshouldbe cleaned and inspected. 9A Microbiological growth itself may be the ‘dit’, or the cause of further “it being formed, ins system. If the presence of such material is detected, appropriate action rust be taken, ee Section 15, 95 Since tank bottom water may encourage microbiological growth itis essential that al! tanks sre checked frequently for bottom water and any found removed,‘GUIDANCE N THECLEANINGO® AVIATION FUEL RYDRANT SYSTEMS AT AIRPORTS 2010 COMMISSIONING NEW AND EXTENSIONS/ADDITIONS TO EXISTING HYDRANT SYSTEMS 10.1 GENERAL ‘Commissioning plays vit patinsterting oat ‘lean bydrant system. If commissioning is aot fut correctly, debris ff inthe system wil ead {o problems in service. Debris and other detitus may provide an environment to trap moisture, which may lead to microbiological growth problems. Therefore, i {is essential to ensure that the system is clean before placing i into servie for fuelling aceraf. Its also important to drain and dry the system completely afier hydrotesting of the lines, if this is carried out with water. After raining from all the low points, further drying can be earied ou by using dried, oil fee, compressed air. The dew point of the exit ai sould be almost the same as the air entering. This ‘exereise chould be carried out iramediately afler the hnyirotesting is completed, otherwise rusting may start al the weld points and the conditions required for microbiological growth could exist. Guidance on carrying out such an operation is given in APLIEI 1594 10.1.2 If the system to be commissioned is addition or extension to an existing system, it ie essential to ensure thatthe existing ‘old! part of the systems clean before putting the extension ilo service ‘thas been known for an ‘old’ system to contaminate clean ‘new’ system once it isin service. ‘Tae ft in the old system, that isto be connected ‘o the new system, may have been stagnant near the a connection and dir, and especially wate, may have accumolated. 1s import tatspecialattenionis paid ‘o cleaning these sections when cleaning the old system. Cleaning should be done jus before the connection is made. ‘A temporary mesh strainer insered at the start of the new seotion may provide en indication of the condition of the old section of the hydrant. However, the means to easily remove the strainer should be Provided to avoid further major drain-downs acing the construction itself, stagnant sections of the old hydrant system should be flushed out petiodically to prevent water accurmulaion and fungal ‘growth, If the existing low points cannot achieve this, hen akemate methods (covered elsewhere in this Publication) will have to be adopted. 10.1.3 CTY cameras or eadoseopes can be used ‘once the commissioning procedures have been carried ‘out and prior to placing the system ia service. If adequate precautions are taken, and cleaning as suggested in Section 6 is carted out, the useof CCTV camer or endoscopes should not be necesizy. 10.1.4 Flushing velocities should be as close es possible to those shown ia Table C2 or beter. Ideally, flashing should be made through aretum lop to tank. Ik is preferable to carry out the flushing without stopping the flow.‘OUIDANCF IV THE CLEANINGOF AVIATION LE HYDRANT STEMS AT AIRPORTS. 10.1.5 Unless the hydrant is designed inthe form of 1 Loop, or temporary piping is installed, it will not bo possible t9 fush fuel directly into a large capacity storage tank. In this cas, flushing into vehicles or other ‘temporary stall capacity tanks willbe required. 30.1.6 Forwamings regarding the generation of static clecricity charges when flushing fuel that may conigin particlaie andor water, see Section 13. 102 PROCEDURES 10.2.1 Priortocommissicning, a detailed methoetplan should be developed. Such a plan should contain not only the operational features, but also set out the communications required and other deals to ensure & safe operation_Pit valves shouldbe removed during tho pressure test and blind flanges with suitslo venting ‘means placed on the riser flanges. The direction of flushing on complex systems should be decided with flushing towards the chosen exit points being required. 102.2 Before filling commences, low points ould ‘be checked for the presence of water. Thismay be done bby using a dip rod such as length of reinforcing bat, Wit suitable protection 10 avoid damaging the pipe intemal lining where used. Ifmore than trace of water is present, itshould be removed before commencing the filling operation. Ensure that any fittings, such as the Tow-poin internal dip tube, that have been removed are propery replaced before filling commences. 10.23 _Itispreferablcto fil the system with fuel fom 2 single batch. This makes the task of comparing pre- ‘and post-soak ful test results much easier. IFit isnot possible to fill with fuel from one batch, extra samples should be taken to establish a baseline quality of the ‘uel before soaking commences, 10.24 {nitilfll should be by gravity followed by venting of lw points, pt valves and any oer venting ‘openings Its important to veat he 15 em (6 in.) ri as well as the ianer sample line of low points so constructed, When filing, the iil movement ofthe fuel oma high 0 alow section of te pipecan be used to good effet tohelp'psh’ any remaining debris tothe ext low point 10.25 After filing the lines, pressure tering and carrying out the soak test as in 5.8 of APUEI 1549, or ‘other agreed practice the syster shouldbe prepared for ushing, 102.6 Guidance on the average flow velocities required forthe various soctons of the system can be termined from the tbles in Annex C. 10.2.7 Flushing back to « dedicated tank without filtration isthe preferred method. (However, witches htiype strainers are useful in that they can be examined for the accumulation of debris between flushes.) If this isnot posible, suitable fixed temporary tanks ortank vehicles, preferably road bridgers, need fo be mobilised, 1028 To achieve the required volosty, it may be necessary to manufacture a manifold so that several boses may be connected to pit valve risers atthe end of the leg to be flushed. See 6.1.15 for recommendations on removing pt valves or leaving them in place. Ball valves, or similar fast acting valves should be used contrl the flow into vehicles, even if pit valvas ae in place during the flush, but cate should be taken not to create surge pressures when closing them. 10.29 As a general guide, each section should be flushed with a quantity equal to two to thre times the section capacity, Flushing must continue until satistactoryresats co fuel spl ate ob\ained 10.210 if a fast flush cannot be obtained, the fuel should be removed fiom the system, retwrred to a edicated tank and roplaced with fresh facl, Aer due seiling and checking for secimentand water, the fel in the dedicated tank wil be filtered out of storago and ray be used inthe hydeant system provided that i established that itis it for use in aircraft. 102.11 It may be beneficial to install pit valve on low point risers to assist in Musing. This may be of articular use in fusing spur type risers. 102.12 On completion of fushing, membrane filtration testing as per 6 4.3, 64.4, and using the same criteria ‘quoted therein, shouldbe cacied out.ll OPERATIONAL PRACTICES TO KEEP HYDRANT SYSTEMS CLEAN 11.1 GENERAL, 11.1 Allrmeasures to prevent theenty of water and solids into the hydrant system should be taken. These include the provision of efficient flraton, ito and out of slorage to acceptable industry standards and routine ‘maintenance and quality concol checks. Product in storage tanks should be subjected to strict quality control checks andtestsin ine wth established industry practice. Low point and pit valve flushing, periodic sampling and esting shouldbe meticulously carried ou. CCTY survey, though relatively expensive and perhaps not universally available is, however, x useful method that should be considered to help deiermine the ‘condition of the system. Periodic flushing thould be ‘arvied out if fuel sarples begin to show that it will be ‘beneficial for product cleanliness, 11.1.2 There shouldbe good means ofecmmunioation between the hydrant operator and the users of the stem so that any signs of trouble canbe investigated and action taken as swiflly 2s possible, 1113 1 a dual supply and looped hydrant system design is used, when oaly one feeder isin use, the lines should be alternated on a routine basis to prevent stagnation ofthe line not in use. 112 FILTRATION 11.2.1 Filtration as in Section 8 should be provided oa both the inet aad outlet ofthe hyrant supply tanks. a 11.22 Routine product quality contol tests and ‘checks on the filration equipment, in accordance with indusity standards, are essential in monitoring the Ibydront system cleanliness. 1123 After 12 moaths of immersed elernent Tie, ‘intemal inspection of filter vessels should be carried ‘out Particular attention should be given o detecting ny signs of microbiological growth on the filtedcoalescer clements ad tothe performance of ihe separator sage 11.24 _Ifmirobiological activity is detected, further investigation should be carried out to determine the cause and the exient of contamination downstream, 113 TANK INSPECTION AND CLEANING 113.41 Regular (at least annual) inspection of tanks holding uel tobe use in the hydrant system should be carried out. Any signs of microbiological zctivity will ‘require aeton sirilar to that in 11.2.4 to be caried out The tank shouldbe cleaned and the necessary step taken to eliminate any microbial activity. 1132 _Regulardraining of woter shouldbe carried out in accordance with industry standards, 114 LOW POINT FLUSHING 11.4.1 Regular low point flashing should be caried ‘ut in such 2 manner thatthe Oushings fom the low(QoNDANCE I THE CLEANING OF AVIATION FUEL HYDRANT SYSTEMS ATAIRFORTS point sarap are examined, A means to allow the inspection ofthe fst fushings from the samp with, if necessary, adequate lighting, should be provided. See also 4.4. 11.42 sediment andor water build up is suspected ‘tmay bebenefical temporal replace thelow-point “dip-tube" with hydrant pit valve onthe low pointriser toprovide an extra flush. Refuelling of areraft shall not be carried cut through this valve, 11.43 Changes in flow patterns or increases in flow rate may well cause sediment and water to be ‘entrained and transported with the higher flow of fuel. Following any such change, or engineering. works being carried out, more frequent low point flushing should be undertaken for at least several ays after the event, even if initial samples do not give any indication of water or particulate. Into- plane operators should be advised to take extra samples during their operations and to closely rionitor the differential pressure of dispenser ters. Records of such changes and the subsequent checks should be maintained. 11.44 The recommendations of 11.4.3 also apply ‘when re-commissioning if extra pumps have been used in flushing. Documentation of the ‘commissioning flow rates for each hydrant section is required to determine whother further, higher Dow ‘ushing will be necessary. 11.5 HYDRANT PIT VALVE FLUSHING A regime similar to that appropriate for low points flushing should be esteblished. Pit valve flashing, in ‘atcition wo that routinely performed, should be carried ‘ut if conditions as in 11.43 exist 11.6 MEMBRANE FILTRATION TESTING 11.6.1 _ Samples should be drawn fom the downtresrn side of intochydrant filters for colorimetric membrane filtration testing in accordance with industry practice, 11.62. The resulis of theee tests should be used as & "base line’ value for evaluation of other results obtained on samples drawn fiom various poins onthe system. 11.63 If the colorimetric test results excond the industry limits, further testing (including double membrane colorimetric and for gravimetric membrane filtration testing) should be eared out. The suse and source of the contamination should be iemified, recorded and remedied, 11.64 _Accuraierecords of membrane filtration testing should be established12 HYDRANT SYSTEM DESIGN FOR, CLEANING 12. Oneofthe greatest problems thatthe designer of, a hydrant system faces isthe sizing of the systern for future growth. Larger diameter feeders in particular are installed to allow for furare growth. These initially result in lower velocities which may lead to problems later as settled out particulate inthe pipe may be moved. as flows increase, However, proper initial cleaning and efficient ito-hyérantfilzaion should overcome this problem. 122 If double feeders are buil cach one sized for ina volumes and shor term increases, and which ean be used singly inthe eary life ofthe sytem, higher flow velocities wil ensure a meoure of selleaing. AAs volumes inerease and the velocity in one feeder ‘becomes greater than is desirable, both feeders may be sed 25 123 Such a design will allow greater lexbility ia ‘operations and provide for loop flushing bot ie more costly fo build and may not always be feasible. 124 {fpiasingisnetpossble snd sampling shonsthe need ocean, hig flow flashing shouldbe corideed. Retum tanks the mom desabe mete, perbaps wing an that i ve fr cleaning with epproprate cersideration forthe convo of ow into the tank and the tank veing capacity (se also 61.7, If he fuel rewmed from the hydrant system can be directed through tho resi fier water separators, the romeval of the cements and the installation of miroiter elemertsmay be consideration provided tht this docs tree the lw toa level where the fast fs int posible,‘GUIDANCE WYTHE CLEANING OF AVIATION FUEL IVDRANT SYSTEMS AT AMRORTS|13 SAFETY CONSIDERATIONS 13.1 In carrying out some ofthe operations functions contained in this publication, certain non-standard conditions mey prevail. These include higher than “normal flow rates, rapidly fling efueller, briéger or road tanker tauks, entering confined spaces, using high pressure jelling and using inert gases. All practical precautions should be taken and work should be canred ‘out under a Permit to Work’ system based on detailed ‘method statements and risk asessiens 132 Fuelconductivity and the potential for generating Static electrical charges at bigher flow rates need to be considered. Moving jet fuel at higher than normal low ‘ates should not present a problem provided that the fuel is conductive (eit has a conductivity level of atleast ‘5DpS/mat the lemperature at which tisbeing handled) and tht there areno spark gaps present. Proper bonding, ofporteble equipment use, including any temporary oF vehicle tank receiving fel, should be provided. See Annex B. 133. Ifthe conductivity ofthe fuel a the temperature al which tis entering the tank isles than SO pSim, the fel is considered to be a static accurnulator and velocity restrictions must be impoted. Even with conductive fue, it is recommended that the velocity Should not exceed $ msec until te fill pipe into the tank is completely submerged. See Table BI. 134 Whilst it is generally accepted that the ‘maximum safe velocity from an electrostatic charge {generation point of view, is 7 m/see for clean, ary and conductive fuel (°50 pS/m), flushed fuel may 7 contain impurities such as ater droplets and particulates. The presence of such impurities increases the risk of static charge build-up. ‘Therefore, the velocity should be limited to 1 msec ‘until the fill pipe is well submerged after which it may be increased to a maximum of § m/sec. See Table BI. For further information, refer to El Model Code of Safe Practice Part 21 and other indusiy accepted publications. 135 If itis necessary to break flanged joints or undertake other modification works on pipe sections that are under impressed eureat cathodic protection, (for example to remove a valve or fiting o gain entry to the system), either the curent should be smiiched off ‘ora bridging cable should be securely fxed across the points where the gap will be ereated before removing the valve o Btting 136 Standard procedures forenteringconfined spaces should be cbserved when entering valve chambers and other spaces where there may be an exygen ficiency. If inspecting a large diameter pipe where even partial coiry is contemplated, the pipe should be tented as being confined space. 13.7 Ifusingan ner gas, such as nitrogen, a non Hie supporting atmosphere will result ifthe gas is released {in an uncontrolled manner. All due precautions should be taken to safeguard personne involved. 138 Theuse of personal protective equipment (PPE),(GUD ANCE THE CLEANENG OF AVIATION FUEL HYDRAMT SYSTEMS AT AIRPORTS although of vital imporance, protects only the userhvearer. Consideration should be given to providing, where necessary, protection to other personnel in the vicinity ofthe hazard and preparing, adequate emergency procedures and provisions 8 Measures such as cordoning off the work area, posting warning signs, providing sereens against flying debris, fadequate fire prevention measures and even the atendance of fire fighters and spill mitigation ‘equipment should be considered as and when nccessary.vty sa 14 RECORDS 14. Detailed written procedures (method statements) should be prepared to cover any Musing, cleaning and commissioning procedures to be carried out. These should specify areas to be included in the exercise; preparation details suchas valve chambers tobe opened. and/orentered;sectionstobe worked en; clear sequence of operations te be performed; any limitations to be considered such as time constraints and samples and {esis to be caried out prior to handing over the systems to the users. A risk assessment should then be undertaken to determine if any further mitigation methods are necessary and these used to prepare the necessary Permits)to-Work. 142 Adequate records o show the carrying outof the operation with results of teste on samples draw from, various sections ofthe system should be maintained. 143 Consideration should be given to recording the flow rate and velocity obained inthe various parts of » the system, Some companies eseblish Reynolds Numbers for the various sections Mushed. Ideally <¢rawings ofthe overall system should be annotated and used asa reference to sections of the hydrant and the locations involved in the exercise, 14.4 Membrane firtion records for eachbydraat pit valve sampled during flushing should be established, "Base line’ values should be obtained for samples taken from the downstream side of at least one of the into- Ihydraot filter vessels and these used for comparison wih resalts obtained from the hydrant riser. 145 Low point sampling records should also be established. Both the intial sample and final sample appearance shuld be established for each low point involved inthe exercise. 14.6 Examplesof flushing, membrane filraiontesting tnd low poiat sampling records are shown in Annex A.(GUIDANCE DV THE CLEANING OF AVIATION FUEL RYORANT SYSTEMS AT AIRPORTS) | | i t | i i i I 3015 MICROBIOLOGICAL PROBLEMS 1541 One cause of dina system ie microbiological activity. Whilst comprebeasive guidaace on tis subject is beyond the scope of this publication, if itis not recognised and the appropriate action taken, a serious situation may develop. 18.2. Micro-organims are preseot in sir, in water and in fue. Microbiologia! activity may involve bacteria, yeasts and moulds. All can proliferate in water sssocated with fuels 4183 _Bacteriacan produce biosuractans that promote the formation of stable hazzs and emulsions and encourage particulate dispersions. in addition, they may c2use fileveoalescers fo ‘iis’ and malfunction. “These my then at asa secondary breeding ground for _mierobss and can become festooned with microbiel E "154 Most microbes, but particularly moulds, produce ‘organic acids, which can cause corrosion, especially of ‘aluminium and its alloys. 18S Sulphate reducing bacteria (SRB) produce corrosive suiphides, which ean dissolve in fuel and so ‘cause problems for the end user. SRB stimlate local corrosion processes by direct sulphide attack on steel surfaces, which may lead to tak plate penetration. 156 Fuclcontaminaiedby microbes, butnotsuficient to cause functional problems, may initiate microbial sgrowih in equipment in te distribution chain. 3 15.7 It ean be seen from the above that sit quality control measures are necessary 0 prevent an infection ‘of tis nature. The single most effective measire is ater draining, All of the micro-organisms above require water in which to reproduce, They nay feed on ‘tren tht they find in fel but they eat mi withoue water 15.8. Storage tanks and all ther equipmect containing fuel should be meticulously drained of water exch day, «ven ifthe tank or equipment is not o be used tha day. ‘Water drawn off should be examined, 2s discoloured water may be aa indication of microbiological activity Pipework dead ends are 4 source of contamination unless they can be drained and such draining should be carried out periodically 15.9 Fuol samples that also contain fee water should be closely examined atthe interface. I there is not a clean cut between the water and the fuel, oc there are signs of a silvery sheen on the surface of the water and/or particulate entrapped in a water bubble, microbiological activity may be present. 15.10 Various pieces of fielé test equipment are ‘evailabe that may be used to confirm the presence of rmierobes and to monitor levels of contamination in ‘water bottoms or in fuel, Some give ac immediate answer, otaer require « few day’ to grow a culture. A list of suppliers of test hits is available fom the APL oF EL.‘CumpANER NE TIE CLEANING OF AVIATION FUEL IVORANT SVETELS AT AMRORTS 15.11 The condition of fiker/coslesoer elements in filtetvater separators can bean indicator of a problem ‘of this nature. Any staining, spotting or discolouration ‘of the outer sock may be an indication of the presence ‘of undesirable elements inthe fuel. iltr vessels chould bbe drained of water daily, a they can providea suitable environment for mierobe reproduction. 15.12 Prevention is beter than eure and good quality ‘control and housekeeping will nearly always prevent an Infection. Infected systems may require mechanical and chemical treatment If this becomes nocessary, expert assistance should be scught and chemicals should only ‘be wsed asa final resort apd if there is no possibly that ‘they can contaminate the fuels in any way. An infected tank should be thoroughly cleaned and the cause remedied if this is nocessory. For instance, ¢ tank ‘botiom may not be draining properly and this needs to be rectified. Hydrant lines that are infected need to be ‘leaned and property flushed, 2iia 16 161 Using stele cqupment, ClosedCireit “Television (CCT) allows for internal inspection of pipelines that could aot be inspected in the nol course of events. 162 Only equipment that is cefied for use in hhazardous areas shouldbe used in ines containing fuel ‘orthose that have contained fuel and may still constitute ‘hazardous environment. Its materials of construction sbould be suitable for use in aviation fel. 163 The camera should havea resslutionsuflicient to show the actual conditions in realtime and be equipped with adequate lighting. The cable should be strong ‘enough to be able o push the camera along the line but flexible enough to be inserted down a riser and allow bending to make the tur into the hydra ine 16:4 Viewing equipmen' should allow live monitoring ofthe operetion and allow the video feed to be recorded 33 CCTV SURVEY for Inter playback and examination, The equipment ‘Should allow the entry point, time, date ard distance run inside the line tobe displayed both on the live picture ‘and onthe recording. 416.5 Careis needed to ensure that nt aly the camera but also the altached cables will not contaminate the fue. 16.5 1s prudent to survey mall sections ata time. A first pass survey to see the general condition, followed. by & more detailed survey if found necessary is recommended, 16.7 Be prepared to take setion on whats found and asses its effet on the hydrant system. Take care aot 10 clourb sediment and debris unless equipped to deal ‘with it immediately, especially if surveying live system duting 2 shutdown period such a night‘OUIDANCE IY THE CLEANING OF AVIATION FUL IFVDRANET SYSTEMS ATAIRIORTS| 34ANNEX A ‘This Annex contains examples ofthe following forms: Flushing Record. ‘Membrane Filtration Semple Record. ‘Low Point Sampling Record, Record Form.aanyeutig BEA22890, pean won295 wo pausmL GD 1 oT) army Mon pas oun, ay aun, aumog sma prooay Zuyysnyy ajdurexgCores AEA Ma "AED 10D) adc uo 9071 rea ptosoy Suydunes wong sumrquunyy opdenesgads ea yang en o soueseeddy douesvadd'y pons Si puooaq Buydineg yoy a0" aydurexExample Record Form “Flushing Record ‘Milipore Filter Membrane Record | Low Point Sampling Record Date Date Date Source Start time Todt Typ Corwen) | QunityFeoet) Flow nie ai) Mere Appa lll Seap Quantity flushed (m’) Quantity flushed (litres) Appearance - Final Sample Secon Bed Tea te Obanaten Piva don eo Sigmar Signe 39ANNEX B ‘To control the build-up of static electricity, there are times when fuel low velocity requires limiting to safe levels. Table BI defines the various conditions that may bbe encountered inthe operation of a hydrant systemand the maximum recommended velocity to ensure a safe condition Fuel is considered to be s sate accumulator when its lectrical conductivity is les than 50 pSim_Atlevels Table BI: Table of safe velocities ‘of $0 pS'm and above, it may be considered as ‘conductive but only ithe anks, vehicle, equipment et. are correctly earthed and bonded, ‘Due attention to slow filling of empty filters until ‘the vessels full is essential a pid filing bax been the ‘cause of intemal fire in the vessel. Air eliminators should be properly checked and maintained. Condition Safe velocity, msec Remarks Fuel with conductivity of less than | 1 nasec intially 50 pSim (low conductivity) or | thes increase to ‘where the conductivity isnot known | 5 msec max. The lower velocity shouldbe mained unil the fl pipe ornozzlis well submerged, after which velocity may be increased toa maximum of S m/sec Clean, dry fuel with known |7m/sec conductivity of 50 pS/m and above at the temperature at which it is being handied This velocity is often exceeded in refuelling of aireraft but should be regarded 2s a maximum in normal hydrant operations. However when filing a tank a slow fill shall be maintained as above until the inlet is well submerged, Fuel which may contain water | Treai ara low droplets and particulate conductivity fuel ‘Source: El Model Code of Safe Practice, Part2, Guidelines fr the control of hazards arising fomstaiceletricity a‘CUTDANOR THE CLEANING OF AUIATON FUEL BVDRANTSYSTEME AT AIRDORTS aANNEX C ‘Note that the comma used in these tables denote a decimal place. Table Cl: Average velocities in pipes at given flow rates ‘Nominal pipe diameter Flow rate ‘Average velocsy in.) fen'hr) (miisec) | 20 1500 22 | 78 170 m0 | 20 750 i : 20 654 10 i 8 1500 28 | 8 Lam 23 rn 750 i | 18 335 10 | 12 665 25 { 2 310 20 { 2 255 10 | é 240 3s(GUDANCE NTE CLEANING OF AVIATION FUEL VDRANT SYSTENS AT AIRIORTS ‘Table C2: Minimum ow velocities and flow rates for alumina partiles, Se 6.1.1. Particle size 10m | Particle size 100,nm | Particle sie: 1 000 pm Flow | Flwrate | Flow | Flowrate | Flow | Flowrate velocity | m'iminy | vetocity | cm'nmin) | velocity | (nmin) (sec) Asses) (ine) 2 088 a0 126 on 192 023 4 Ms] 036 13 Ost 26 124 | 6 137 1a 2.08 220 36 335 | = 156 2.94 237 46 300 6.78 | 2 187, 798 283 | _1207 333 1834 | 16 23 | io [328 | 2aas 353 377 | 20 336 | 272 [339 | ao 346 6428 2 27 | as [ 390 | 6616 383 100,36 | 28 as | ass | 418 | 9639 636 146,80 32 a2 | mio | aa | 1340s | 676 203,74 6 309 | i760 | 469 [ress | 73 272,04 0 aaa [asst [493 [air | 78__[ 38232asomaxe ‘Table C3: Determination of velocity Nominal | Outside Wall ‘Nominal Few Diameter | Diameter | __Thickness Bore Area mom [mm am =m = 1 | 2s | 34 338 2664 10,0006 13 | #0 | 43 368 4094 0.0013 2 | #0 | 3 391 5248, 0.0022 3 [3s 889 3.49 7792 0.0048 4 [to [143 602 102,26 0,008 © | 10 | 1683 an 154,08) 0.0186 Ce 818 202,74 10,0323 w | 250 | 2730 927 254,46 0.0509 2 | 30 | 3230 9,32 308,86 0.0730 1s | 350 | 3556 952, 336,56 0.0890 1 | 400 | 406 952 387,36 O78 we | 450 | as 932 8,16 0.1508 Ee ee 952, 488,96 0.1878 m_| sso [se 952 539,96 02288 ma | wo | «os 9.52 390.36 02739 26 | 650 | 6608 952 64136 (03231 2 [70 | m2 952 R16 0.3768 30 | 750 | 762.0 952 742.96 04335 32 | 800 | 828 952 793,76 0.4988 3 | ss | a6 952, 844,56 0.3602 36 | 900 | 9144 9.52 895.36 0,6296 ‘To caleulate the average velocity in misec: “Take the flow rae in 7h, divide by 3.600 and divide by the Flow Area in Table C3. For example: 20 in. @ | $00 mthr= 1 $00/3 600/0,1878 = 2,22 mises.