CHAPTER 3

Fueling equipment design features

3.1 General

The observance of certain fundamental practices in the design of into-plane fueling equipment and
facilities is considered essential to ensure that product quality is maintained and safety and
environmental requirements are met. A summary of the routine test frequencies can be found in
Appendix A1.

3.1.1 Design and construction standards

Fueling equipment shall 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 for the area
classification of the location in question, air braking safeguards, externally mounted emergency stop
buttons, etc. All new fueling vehicles should be powered by diesel engines or electric motors. All new
fueling equipment and compatible replacement components for existing equipment shall meet the
current requirements of the relevant specifications.

Further information may be found in EN 12312-5 Aircraft: Ground Support Equipment - Part 5: Aircraft
Fueling Equipment.

Equipment shall meet the most stringent requirements of this Standard and applicable legislation
(national or regional). Where there is a difference between this Standard and applicable legislation these
differences shall be documented.

Commissioning procedures shall be in accordance with recognized industry standards. For

recommended soak test procedures refer to Appendix A5.

A suitable record for fueling vehicle details is included as Appendix A8.

3.1.2 Grade identification

All fueling vehicles shall carry only one grade of product and the grade identification (El 1542) shall be
displayed prominently on each side, at the control panel and at all fill points.

3.1.3 Construction materials

All pipework and accessories shall be of aluminum alloy, stainless steel or mild steel. Mild steel shall be
protected internally by hot tinning or by lining with agreed epoxy material, approved as being
compatible with aviation fuels. No copper alloys, cadmium plating, galvanized 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 minimized and no zinc or alloy materials containing more than 5% zinc or cadmium
shall be used.

3.1.4 Filtration

All felling vehicles shall be fitted with at least the following filtration equipment.

(a) For Jet fuel

- Filter monitors qualified to E1 1583, or o Filter separators qualified to the latest edition of El
1581 by test or similarity (E1 1582).
- All new filter vessels shall meet the requirements of El 1596.
- For existing vessels, element conversions shall meet, by test or similarity, the latest edition of El
1581 requirements.
- New edition elements should be purchased as soon as practicable.
(b) For Avgas:
- A 5-micron (nominal) or finer microfilter meeting E1 1590, a filter monitor or a filter water
separator.

(c) General:

Where Jet fuel hydrant servicers are equipped with filter separators they should be fitted with a FWS
water detection device in the sump. These devices should also be considered for fitting to FWS vessels
on fuellers.

They should have the capability of being function tested externally in accordance with the
manufacturer's requirements.

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 E1 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.

To protect the fueling operation from a sudden rise in dP, a dP switch shall be installed on all hydrant
servicer filter 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 fueling
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 fueling 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 (eg. a key operated device) to reset the dP switch after
installing new filter elements or following dP gauge free movement tests (see 4.10.3).
For flow rate and vessel de-rating requirements for filter monitors, see JIG bulletin 52.

A suitable record form for filtration details is included as Appendix A7.

3.1.5 Hoses and couplings

All fueling vehicle inlet and delivery hoses shall be of one continuous length, smooth bore synthetic
rubber construction complying with the requirements of

EI 1529 (grade 2) or ISO 1825 type C (semi-conductive) or type F where needed or in specific
applications.

Typical hose applications

- 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 fueling decks and trailer connection hoses.
- Type F (semi conductive) - regular high flow rate defueling (may also be used for hydrant
flushing).

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.

Typ Construction
e
C A Type C hose is a non-electrically bonded hose incorporating a semi-conductive cover
compound having an electrical resistance between 1 x 103 and 1 x 106 ohms/assembly.
E A Type E hose is an electrically conducting hose incorporating at least one metallic conducting
helical support bonded to the couplings and a conductive cover.
F A Type F hose is a non-electrically bonded hose that incorporates a non-metallic helix
reinforcement and has a semi-conductive cover compound having an electrical resistance
between 1 x 103 and 1 x 106 ohms/assembly

Pressure fueling nozzles shall meet the requirements of SAE AS 5877 and hydrant servicer inlet couplings
shall meet the requirements of E1 1584. E1 1584 Third Edition break-away type hydrant pit couplers
shall not be used in conjunction with pit protection barriers (for example “igloos”) that may interfere
with this characteristic. If a break-away type hydrant pit coupler is used in conjunction with a rigid
pantograph piping assembly or coupler lift assist device (CLAD) then this should be in accordance with
the coupler manufacturer’s advice.
3.1.6 Hose-end strainers

A hose-end strainer (not coarser than 60 mesh) shall be fitted to pressure fueling couplings and
overwing fueling nozzles.

3.1.7 Interlock system

(a) General

All motorized/self-propelled fueling vehicles shall be fitted with an interlock system to prevent drive
away, roll away and jet blast blow away during fueling of aircraft. This system shall be activated
whenever the vehicle pump or Power Take Off (PTO) is engaged and when any of the following
components are removed from their normally stowed positions:

- delivery hose pressure couplings

- overwing fueling nozzles
- fueling cabinet doors
- fueller tank-top hand rails
- moveable fueling platforms
- hydrant inlet couplers.

Interlock switches shall also be fitted on 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 10 km/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.
(b) Interlock override

The interlock override allows a vehicle to be moved away from the aircraft in the event of interlock
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.

(c) Warning lights

The following lights (recommended 50mm diameter) shall be fitted in a prominent position in the
vehicle cab and the emitted light shall be clearly visible to the driver when seated in the normal driving
position:

- an interlock status warning light - amber in color — which is alight whenever an interlock
protected component is removed from its stowed position
- an emergency override status warning light - red in color - which is alight whenever the override
mechanism is moved from its normal operating 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.

(d) Alarms

Audible alarms associated with the above warning lights should be considered. For example, a “bleep”
that can be heard within the cab when the interlock status 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.

3.1.8 Overwing fueling nozzles

Overwing (trigger) fueling nozzles shall not have hold-open ratchets. Overwing fueling nozzles shall be
grade marked and color 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 fueling, nozzle spouts with a maximum external diameter of 49mm, fitted with a dust cap,
shall be used.

b) Selective spout - for Jet fuel overwing fueling, a nozzle with a selective spout having a major axis of
67mm — 70mm shall be fitted.
Jet fuel spouts

Not all Jet fuel aircraft have fueling orifices that are sufficiently large to accommodate the Jet fuel spout.
Where smaller sized spouts (non-selective) have to be used to dispense Jet fuel, either from vehicles or
kerbside dispensers, they shall be used under controlled conditions to ensure that they are replaced by
the larger selective Jet fuel spout immediately after use (see 6.5.5 and Appendix A10).

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 spout is stowed on the vehicle, it is held in a designated stowage point which
is connected to the interlock system.

3.1.9 Pressure control systems

All Jet fuel delivery equipment (hydrant servicers and fuellers) shall be fitted with pressure control
systems to protect aircraft from excessive flow and shock pressures (surge), which can damage aircraft
fuel systems. The pressure control equipment shall be of a type and design approved by the company
that has undergone a formal approval test procedure to confirm compliance with the requirements
detailed in Appendix A15.

The minimum requirements for pressure control equipment are as follows:

(a) Maximum achievable pump/hydrant pressure below 3.5 bar (50lbf/in2)

Not required.

(b) Maximum achievable pump/hydrant pressure 3.5 to 5.5 bar (50 to 80lbf/in2)

Hose and pressure control valve (1) required. In-line pressure control valve (2) required for vehicles with
flow rates of more than 1,000 litres/min per delivery hose.

(c) Maximum achievable pump/hydrant pressure above 5.5 bar (80Ibf/in2)

Hose end pressure control valve (1) and in-line pressure control valve (2) required.

(1) Hose end (primary) pressure control valves are situated at the nozzle at the end of the delivery hose.

(2) In-line (secondary) pressure control valves are situated on the vehicle, in the inlet coupler (hydrant
servicer) or in the hydrant pit valve.

A second hose end pressure control valve is acceptable in place of an in-line pressure control valve,
provided that the maximum inlet pressure does not exceed 6 bar (90lbf/in2).

Appendix A15 includes an explanation of the function and testing of pressure control valves.
3.1.10 Fire extinguishers

All fueling 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. Suitable
(BC or ABC) chemical dry powder extinguishers should be used. Extinguishers containing an approved
foam suppression material may be used as an alternative. Additional information concerning fire
extinguisher media is included in E1 1540 Recommended Practice, Design, Construction, Operation and
Maintenance of Aviation Fueling Facilities.

3.1.11 Bonding reel and cable

A bonding reel and cable with suitable clip shall be provided, electrically bonded to the vehicle chassis.

3.1.12 Emergency engine stop controls

Externally mounted emergency engine stop controls (red colored), one on each side of the vehicle, shall
be provided on all fueling vehicles and be 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 fueling platforms.

Operating the engine stop on a mobile fueller/hydrant servicer 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 is required.

3.1.13 Deadman control system

(a) General

All pressure fueling vehicles shall be fitted with a hand-held 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. In hydrant systems, the deadman control shall,
where possible, activate valve closure upstream of the hydrant servicer inlet hose.

The deadman control is used to start the fuel flow at the beginning of a fueling 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 5 seconds from start of flow to full flow
or at least 3 seconds if the maximum flow rate is less than 2,000 liter/min) 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 that could damage vehicle components.

On all new pressure fueling 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-down.

This “timer” (intermittent) deadman should be incorporated into the design of existing vehicles.
Where cordless deadman systems are in use the operator shall remain within 20 meters and line of sight
of the fueling vehicle during cordless deadman operation. In the case of any movement outside of this
zone or line of sight within this zone the operator shall release the deadman and stop fuel flow.

The cordless deadman wireless frequency shall not interfere with other frequencies in use at the airport.
Some cordless deadman designs include a hose-reel rewind control; this feature should not be used
because of the risk of inadvertent activation during fueling.

(b) Deadman override

Deadman systems may include an override feature that allows the operator to complete a fueling
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.

3.1.14 Delivery pipework

The fueling 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 bypass 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 fueling. Alternatively, the vehicle shall have the defuel circuit drained and
permanently disconnected.

3.1.15 Delivery meter

All fueling equipment shall be fitted with a product meter capable of metering to the required accuracy
(see Section 4.9) and incorporating a rate of flow indicator.

3.1.16 Elevating platforms

Elevating fueling platform designs need to take account of a number of factors including:

- platform design load capacity

- the platform shall rise and descend fully at a steady rate
- the platform deck shall have a non-slip open flooring securely attached to the support frame. No
sharp edges are permitted that may damage fueling hoses, stability of fueling 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 fueling 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 depressurization 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 the sudden descent of an 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 the raising of the platform.
Two “wand type" sensors shall be fitted to the 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 that 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 30cm above the
highest projection of the platform when all equipment is stowed. This shall apply to new
vehicles since January 2013 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 gate is secured when the platform is in use.

The following warnings shall be affixed permanently:

- on both sides of the vehicle on the fixed part of a moveable platform: "DO NOT WORK UNDER
PLATFORM UNLESS PLATFORM IS SECURELY PROPPED"
- at the platform: "DO NOT USE LADDER WHEN PLATFORM IS IN MOTION"
- at the access to the platform: "MAXIMUM PAYLOAD xx kg" and "NUMBER OF PERSONS x ON
PLATFORM"
- on both emergency control devices of the platform and the chassis: "EMERGENCY PLATFORM
LOWERING DEVICE".

3.1.17 Programmable Logic Controllers

Some fueling 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 PLCs, shall display as a
minimum:

- filter differential pressure

- flow rate
- delivery pressure (pump pressure or venturi)
3.1.18 Spill containment kit

All fueling 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 pads. Used pads should be disposed of under applicable waste disposal regulations.

3.2 Fuellers

3.2.1 Tanks shall be constructed of mild steel internally coated with a light-colored epoxy material,
approved as being compatible with aviation fuels, or of aluminum alloy or stainless steel.

3.2.2 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.

3.2.3 Tanks shall be fitted with suitably sized vents based on maximum loading and delivery flow rates.

3.2.4 All aviation fuellers shall be bottom loaded through a self-sealing (tight fit) connection. All new
fuellers and trailers 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 5.8.1).
Existing fuellers shall have an automatic overfill protection device incorporating a pre-check device.
For loading existing fuellers, refer to Section 5.8.1 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
independent automatic overfill protection devices. As a minimum requirement, for vehicles
manufactured pre-2013 only, a single automatic overfill protection device is acceptable, provided that
filling from the hydrant is via a pre—set meter.

3.2.5 At locations where more than one fuel grade is bottom loaded, the couplings shall be of a suitable
grade selective type.

3.2.6 All main product piping shall be equipped with low point drain plugs located so as to enable
complete draining of all product.

3.2.7 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 be designed to close automatically in the event of a fire.

3.3 Hydrant servicers

3.3.1 Where more than one fuel grade is delivered by hydrant system, all inlet hoses and hydrant pits
shall be fitted with the appropriate selective coupling.

3.3.2 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 color, such as red. The selected color should be in line
with any local regulations concerning the recommended colors for emergency systems and shall be
different from that of the fuelling vehicle bonding cable.

The lanyard 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.

3.3.3 Inlet coupler stowage shall be designed to minimize exposure of the coupling to contamination
(e.g. surface dirt and water from the ground and vehicle tires). Non-compliant existing vehicles shall be
modified as appropriate where no protection is currently in place.

3.4 Aircraft fuelling steps and towable fuelling platforms

3.4.1 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.

3.4.2 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 sufficiently wide to support the operator’s feet with a non-slip surface.
Circular rungs shall not be permitted
- be sufficiently wider at the base than at the platform to provide stability
- enable three points of contact to be possible when climbing and descending the steps (with the
exception of hop-up/steps with no more than one step and platform). Restraining bars (e.g.
knee bar) or handrails shall be fitted above the platform to minimize 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 while climbing and descending the
steps)
- have step feet with non-slip pads.

3.4.3 Towable platforms may be fixed or vertically adjustable platforms (with or without steps) mounted
on a self-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 used for fuelling shall as a minimum:

- be designed to be easily maneuverable, 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 minimize 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 whilst 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-slip material, and there shall be a “kick plate” on all sides 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 operator’s 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 nozzle/hose
- 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 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.
- Care shall be exercised when positioning steps under aircraft to avoid contact as the aircraft
settles during fuelling, and care shall be exercised when towing the steps to and from the
aircraft.

CHAPTER 4

Maintenance and testing of fuelling equipment

4.1 General

Fuelling equipment shall be maintained in sound condition at all times in order to ensure a reliable, safe
fuelling service. Maintenance work shall be scheduled so that all units receive thorough attention in
accordance with the equipment manufacturer’s instructions.

If fuelling equipment is out of service for a period in excess of 1 month it shall be thoroughly checked,
flushed and tested to ensure that it is in proper operating condition before being used. All relevant
routine checks shall be performed including colorimetric filter membrane tests, monthly hose and hose-
end strainer checks, deadman and interlock performance tests and bonding wire continuity.

4.2 Records

A logbook shall be kept for each item of equipment to record details of work carried out, e.g. servicing,
repairs and replacements.

4.3 Routine vehicle tests and checks

Routine chassis and engine serviceability checks shall be carried out to ensure that fuelling vehicles
operate satisfactorily.

Defects shall be rectified without delay and equipment removed from service if necessary.

4.4 Interlock system and Emergency Engine Stops

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, rescaled 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 warning light are working. If testing identifies a
faulty interlock function, the first action shall be to quarantine the vehicle to prevent use and arrange
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.

Note: Attempting to drive a heavy fueller from standstill while performing the weekly check can damage
vehicle components. This check should be performed carefully, particularly for fuellers fitted with an
automatic gearbox, where the power sent to the wheels cannot be effectively controlled during the test.

The function of the externally mounted emergency engine/fuelling stop system shall be checked
monthly.

4.5 Bonding wires

All electrical bonding wires including clips and reels shall be checked:

- daily for general condition and for firm attachment of the bonding clip
- weekly for electrical continuity (there shall be less than 25 ohms resistance) between the
bonding wire clip and vehicle chassis. Electrical continuity should 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.

4.6 Filtration equipment

Requirements for testing, inspection and maintenance of these units are given In Appendix A6.

4.7 Pressure control and deadman system

4.7.1 Quarterly, the correct operation of pressure/surge control equipment shall be checked under
dynamic conditions in accordance with procedures detailed in Appendix A15, as appropriate for the
equipment at the location concerned.

4.7.2 Monthly, the correct Operation and performance of deadman control systems shall be checked in
accordance with the requirements detailed in Appendix A15, Section A15.7. (This may be carried out
during aircraft fuelling.) An annual check to confirm the setting of the intermittent timer device shall be
conducted.

4.7.3 Whenever hose length or bore is altered, venturi settings on venturi-actuated pressure control
valves shall be re-adjusted.

4.7.4 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).

4.8 Aviation hoses — commissioning, testing and repair

4.8.1 Each hose and flexible joints shall be given a permanent identification when first received, either
on a new fuelling vehicle or into stock, and a “Hose Inspection Test Record" started. Date of
manufacture, date when put into service, and details of all testing shall be recorded.

4.8.2 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. See E1 1540 section 7.2.9 for additional guidance regarding the storage of new hoses.

4.8.3 New hoses shall be filled with product and left to soak 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 use.

After soaking and draining, the hoses shall be flushed and checked in accordance with the requirements
in A5.3.1 “Hoses”.

Before use, new hoses shall be tested in accordance with the 6-monthly pressure test procedure in
Appendix A13 and a colorimetric filter membrane test should be performed.

Fuel that remains static in hoses may be subject to color and thermal degradation. The contents of all in-
service fuelling equipment deliver 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.

In addition, this requirement shall apply to fuelling steps with integrated hoses and overwing fuelling
hose extensions.

4.8.4 All vehicle hoses under pressure and hoses on refueling steps that may be subjected to pressure
shall be inspected and tested routinely in accordance with Appendix A13.

4.8.5 Hoses shall be kept under observation during the fuelling operation and, if a weakness or defect is
observed, delivery through the defective hose shall be stopped and the hose replaced.

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-montth test procedure and the venturi re-adjusted if necessary, before being
returned to service.

The fitting of re-attachable end fittings to hoses (where agreed by the company) shall only be performed
by competent trained staff certified by the hose manufacturer or their authorized distributor.

4.9 Bulk meters

All meters used for inventory control or for measuring product transfers to third parties shall be tested
every 6 months in accordance with the calibration criteria detailed below.

4.9.1 Calibration criteria

New meters and meters that have been repaired or overhauled shall be calibrated at the location before
being brought into service. Meters in service shall be proved every 6 months. To prevent unauthorized
adjustment, meters shall be adequately sealed after calibration and before being returned to service.
Meter proving may be performed by means of a calibrated master meter or calibrated prover tank.
Master meters shall be of approximately similar rated flow to the meter being tested. The capacity of a
volumetric proving tank shall not be less than the volume delivered by the meter under test (MUT) in
one minute at maximum design flow rate and shall be of sufficient capacity to meet the requirements in
HM20. Master meters shall be recalibrated every 3 years or after a throughput of 15 million litres,
whichever occurs first. Master meters that are mobile and service more than one installation should be
recalibrated annually or after 15 million litres have passed through them, whichever occurs first. Prover
tanks shall be recalibrated by an approved authority after internal painting, and when damaged or
moved (unless designed to be movable), and following any structural change. Master meters and
associated hoses and fittings shall be dedicated to one grade of aviation fuel and used only for accuracy
checks of other meters. They are not operational units.

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 product used during meter proving shall be returned to a tank of the same
grade of fuel to prevent cross—contamination.

Meters with erratic performance (poor repeatability 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.

Meter proving shall be carried out in accordance with HM 20 and the E1 Petroleum Measurement
Manual, the API Manual of Petroleum Measurement Standards or equivalent industry standard.

Meters with pulse transmission from the meter drive to an electronic display meter head generally
match or exceed the accuracy of mechanical bulk meters. Different calibration equipment and
procedures may be applicable. These should be based on the manufacturer’s recommendations and
comply with the above calibration criteria.

4.9.2 Records and documentation

Meter testing procedures shall be written in line with paragraph 4.9.1 above. Where meter proving is
performed by a third party contractor it shall be verified that the contractor procedures meet a
recognized standard as well as JIG requirements in 4.9.1.

A valid certificate of calibration should be available for the master meter or prover tank detailing the
meter calibration factors for temperature, pressure and meter error.

Meter proving test records shall be completed for each meter proved. Details of the meter under test
shall be recorded including rated flow, start and finish meter totalizer readings and the results of each
calibration run.

Meter history records shall be retained for at least 3 years. They shall be kept for each meter, detailing
any adjustments and accuracy obtained, problems encountered, instability of adjustment, items
requiring maintenance and action taken.

4.10 Pressure and vacuum gauge testing

All critical gauges shall be checked for accuracy and free movement and adjusted, repaired or replaced
as necessary. Critical gauges are defined as test rig gauges, fuelling equipment pumps, venturi and
delivery pressure gauges and hydrostatic hose pressure test gauges. Non-critical gauges should be
identified as “for information only" and calibration dates should be shown on critical gauges.

4.10.1 Critical gauges shall be checked 6-montth against a master gauge or dead- weight tester. Fuelling
equipment venturi gauges and test rig gauges should be accurate to within 2% of full gauge deflection.
Hose pressure test gauges and other fuelling equipment pressure gauges should be accurate to within
5% throughout their normal operating range.

4.10.2 Master pressure gauges shall be calibrated every 3 years at a certified test facility or by checking
against a certified dead-weight tester. They shall be accurate to within +/- 0.5% of full-scale deflection.
The site master pressure gauge shall only be used for accuracy checks of other gauges. It is not an
operational unit. Records of current calibration/calibration certificates for master gauges shall be
available.

4.10.3 Piston-type differential pressure gauges shall be checked for free movement throughout the full
piston travel and visually for correct zeroing. This shall be done every 6 months (see 3.1.4 c). 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 22 psi
(1.5 bar) is reached. This check shall be performed and recorded every 6 months, at the same time as
the differential pressure gauge free movement check.

4.10.4 Programmable Logic Systems that control pressure and flow to preset conditions (see 3.1.17)
shall be checked for accuracy in accordance with the manufacturer's recommendations.

4.11 Elevating fuelling platforms

The correct function of emergency platform lowering systems and wand sensors fitted to platform 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. (See 3.1.16.)

4.12 Pressure fuelling nozzles (underwing nozzle) and hydrant servicer inlet couplers

Nozzles and couplers shall be checked for leaks during every fuelling operation and shall be maintained
in accordance with the manufacturer’s requirements. Inlet couplers shall be checked for wear at least
annually, using the appropriate wear gauge. Repairs shall be performed in accordance with the
manufacturer’s recommendations by competent trained personnel, using the recommended tools.

4.13 Overwing nozzles

Overwing nozzles shall be checked for general condition and leaks during every fuelling operation.
Records of repairs and adjustments shall be maintained.

4.14 Routine fueller tank inspection and cleaning

4.14.1 Inspection

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 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 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 vapors. An annual product
quality review shall be performed of the vehicle filtration, daily drains and filter membrane testing
history 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 the vehicle tank top).

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.

4.14.2 Cleaning

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 by mopping. Fuellers shall be fully drained of cleaning water before
being returned to service.

4.15 Product recovery tanks (vehicle sample tanks/stand-a/one trailers)

Product recovery tanks used for recovery of samples taken from fuelling equipment shall be emptied
and visually inspected quarterly, without entry, for cleanliness and condition. Cleaning and repairs to
internal lining shall be carried out as necessary.

4.16 Hose-end strainers

Wire mesh strainers fitted to pressure couplings (underwing nozzles) and overwing nozzles shall be
removed and inspected monthly. Refer to Appendix A13.4 for further detail. Where the hose-end
coupling has to be disassembled to remove the strainer for inspection, the integrity of the coupling shall
be checked by pressurizing the hose to working pressure after reassembly.

4.17 Fueller overfill protection devices

In addition to the requirements for fueller loading checks (see 5.8.1) 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 quarterly. High-high alarms shall be “wet tested" (or fully tested for correct function in accordance
with the manufacturer's recommendations) at least annually.
4.18 Overhauled or new equipment

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, including a double filter membrane
test (gravimetric test for new vehicles), and the results recorded.

4.1.9 Hydrometers and thermometers

4.19.1 The applicable standard for hydrometers is BS 718: 1991 (types MSOSP and LSOSP) and for
thermometers it is IP 64C/AST M E1 No. 12C. For reference purposes, each location should retain, or
have easy access to, at least one hydrometer and thermometer meeting these standards. Alternative
instruments meeting the accuracy requirements of these standards are also acceptable.

Where alternative types of instruments are used for field tests, the thermometers should have scale
increments of no greater than 05°C and hydrometers of no greater than 0.0005kg/liter.

The accuracy of all in-service instruments shall be checked at least once every 6 months against
reference instruments meeting the above standards or in accordance with the other options given in
4.19.4. Resistance Temperature Devices (RTDs) shall be checked 6-montth against a reference
thermometer.

Electronic densitometers should meet the requirements of IP 559.

4.19.2 Hydrometers and thermometers shall not be left in direct sunlight or near heating appliances.
Hydrometers should be stored vertically.

4.19.3 Before each period of use, hydrometers should be carefully examined to ensure that:

(a) the etched line 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.

4.19.4 Every 6 months, or more frequently if a measurement of temperature or density is suspected as

being inaccurate, the accuracy of the thermometer and hydrometer shall be checked. These checks
should be carried out by means of one of the following options:

(a) sending the thermometer/hydrometer to a laboratory

(b) checking against a reference thermometer/hydrometer on site

(c) checking against a reference fluid provided by a laboratory

(d) checking by comparison with other thermometers/hydrometers. Accuracy requirements are +/- 0.5
degrees C and +/- 0.001 kg/liter.

4.20 Fire extinguishers

Fire extinguishers should be marked with identity numbers. A record showing the location and all
inspections and maintenance for each extinguisher shall be kept up to date.

Fire extinguishers shall be maintained in accordance with the manufacturer's recommendations. All
extinguishers shall be serviced at least once per year by the manufacturer or by competent trained staff
certified by the manufacturer or their authorized distributor. The maintenance dates shall be recorded
on a label or tag attached to each extinguisher.

Inspections of the condition of all extinguishers shall be carried out every month. These inspections shall
ensure that extinguishers are in their specified places and are readily accessible. The condition of the
hose and nozzle (sound and visually free of blockages) should be checked. Permanently pressurized
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.

4.21 Electrical equipment

All electrical 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 trained and competent
person(s). Hazardous area classified electrical equipment (e.g. ATEX marked and certified) shall only be
maintained by trained personnel.

4.22 Other measurement equipment

Conductivity meters should be calibrated according to the manufacturer's recommended frequency. As

a minimum they shall be calibratedat least 3-yeariy by an approved test facility or against a certified
standard.

Continuity meters shall be calibrated in accordance with the manufacturer's requirements.

A “click type" torque wrench shall be used, where the clutch slips, signaling that the correct torque is
reached at the desired torque setting. The beam type torque wrench is not an appropriate type for the
required functions in aviation fuel operations.

Torque wrenches shall be calibrated in ft-lbs or Nm in a range including 0-50 ft-Ibs/0-68 Nm. Torque
wrenches may also be required in a wider range to accommodate other applications. Torque wrenches
shall be calibrated according to the manufacturer's recommended frequency, but at least S-yearly.
Guidance can be found in BS EN 26789.

(Note that the torque wrench should be reset to zero to release the tension on the spring when not in
use.)
4.23 Vehicles used for defueling

For designated defuel vehicles with double valve arrangement in the defuel pipework, the valves shall
be tested 6-montth by pressurizing with the deadman and checking for movement of the delivery meter
to provide assurance that they are not bypassing.

Where the fuel between the two valves is not removed via a bleed valve, the pipework shall be flushed
every 6 months.

4.24 Fueling steps and platforms

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. In addition, they shall
also be subjected to quarterly serviceability checks by maintenance staff.

4.25 Equipment calibration

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 for each device. See Appendix A16 for more details.